Patent Description:
However, known seat assemblies are not easily reconfigurable and typically have to be replaced for different purposes. For example, when changing from a passenger seat configuration to a utility element configuration, known seat assemblies have to be fully disassembled to exchange the passenger seat with, for example, a utility element. Thus, with known seat assemblies, reconfiguring or changing the seats for different purposes can be time consuming and costly.

<CIT> discloses a passenger seat assembly and method for converting the seat assembly between a three-seat configuration and a two-seat configuration including a seat assembly base and first, second, and third seats mounted on the seat assembly base. The first and third seats define outboard seats and the second seat defines an inboard seat disposed between the outboard seats. The seat back of the inboard seat includes an upper portion movably mounted to the lower portion. The seat bottom is removable and repositionable between the three-seat configuration and the two-seat configuration to form a convenience area between the outboard seats.

<CIT> discloses a passenger seat arrangement for installation in an aircraft comprises at least one seating unit comprising a backrest element and a seat element pivotable relative to the backrest element between a resting position and a position of use. The passenger seat arrangement also has a support frame which bears against the at least one seating unit and which is able to be connected in a load-bearing manner to a structure of the aircraft. The support frame has at least one mechanical interface which, in each case, is assigned to a seating unit and is designed to fasten different mutually exchangeable modular units in a releasable and load-transmitting manner to the support frame.

<CIT> according to its title states a seating and cargo storage system for a vehicle.

A seat assembly is disclosed, which includes a base structure having a seat pan shell and a backrest shell, and one or more attachment structures which removably couple the seat pan shell and the backrest shell to a seat surface arrangement or a utility surface arrangement. The seat surface arrangement and the utility surface arrangement are exchangeable and alternatingly attachable to the base structure. The base structure is convertible between a passenger seat and a utility element based on the coupling of the seat surface arrangement or the utility surface arrangement, respectively, to the base structure.

In another aspect, a passenger seat arrangement for a vehicle cabin includes a first passenger seat and a seat assembly according to claim <NUM>, wherein the first passenger seat is arranged laterally adjacent to the seat assembly.

The various implementations, examples, and examples will become more fully understood from the detailed description given herein below and the accompanying drawings which are given by way of illustration only, and thus, are not limitative of the implementations, examples, and examples described herein, wherein:.

The foregoing summary, as well as the following detailed description of certain examples and implementations will be better understood when read in conjunction with the appended drawings. Further, references to "one example", "one implementation", or "one example" are not intended to be interpreted as excluding the existence of additional examples, implementations, or examples that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, examples, implementations, or examples "comprising" or "having" an element or a plurality of elements having a particular property can include additional elements not having that property.

While various spatial and directional terms, such as "top," "bottom," "upper," "lower," "vertical," and the like are used to describe examples, it is understood that such terms are merely used with respect to the orientations shown in the drawings. The orientations can be inverted, rotated, or otherwise changed, such that a top side becomes a bottom side if the structure is flipped <NUM> degrees, becomes a left side or a right side if the structure is pivoted <NUM> degrees, and the like.

Certain implementations provide an improved seat assembly that is convertible, such as between a passenger seat and a utility element. For example, one seat assembly can be used for different purposes and avoids a full disassembly of a passenger seat to exchange the passenger seat with a utility element. As such, an improved passenger seat arrangement for a vehicle cabin results in various examples, such as for use in an aircraft cabin with the seat assembly. It should be noted that although various examples are described in an aircraft environment, one or more examples described herein are implementable in non-aircraft environments, such as with seats in other vehicles.

One or more implementations include a seat assembly with a passenger seat arrangement that is configured for easy conversion. The seat assembly, in particular an aircraft seat assembly, includes at least a base structure having a seat pan shell and a backrest shell, a seat surface arrangement and a utility surface arrangement. The base structure includes an attachment structure to receive corresponding attachment structures of the seat cushion arrangement or the utility surface arrangement, wherein the base structure is convertible into a passenger seat and a utility element depending on the surface arrangement detachably attached to the base structure as described in more detail herein.

For example, the seat assembly is arranged in an economy class of an airline or aircraft. However, as should be appreciated, the seat assembly can be arranged in any passenger carrying vehicle, such as a bus, a train or the like. One or more examples include seat assemblies for use in commercial passenger vehicles that come in many different configurations. But, with the herein described implementations, seat assemblies do not have to be disassembled when not in use and can be converted to a non-seat structure, such as a utility structure for passengers. That is, various examples provide an option and features to convert unused seating to a non-seat structure that contains useful passenger utility features.

One or more implementations provide a simple and lightweight seat assembly with an easy-to-exchange feature to change a passenger seat into a passenger utility element. When the seat assembly is not used as a passenger seat, for example, due to less passengers taking the flight and/or due to safety, such as particular health reasons (e.g., restraining orders, social separation regulations), the seat assembly is convertible into a utility element for another passenger seated next to the seat assembly. As a result, the passenger experience is improved (e.g., a feeling of comfort and luxury is provided in the economy class, whereby private utility surfaces are made available to passengers of the economy class).

With particular reference to the Figures, <FIG> shows in a perspective view a passenger seat arrangement <NUM> having a number of adjacent passenger seats 102a, 102b, 102c. As can be seen, the passenger seat arrangement <NUM> is in a configuration having only passenger seats 102a, 102b, 102c. In one example the passenger seats 102a, 102b, 102c are economy seats. In the illustrated example, the passenger seats 102a, 102b, 102c are arranged side by side on a base support structure <NUM>. The base support structure <NUM> in various examples is arranged on a cabin floor of a vehicle cabin. For example, the base support structure <NUM> is coupled to or forms part of an aircraft cabin floor. The base support structure <NUM> includes support elements <NUM>, <NUM>, <NUM>. In the illustrated implementation, the support elements <NUM>, <NUM> are configured as cross-tubes and the support elements <NUM> are configured as vertical support legs. However, it should be appreciated that the support elements <NUM>, <NUM>, <NUM> can be any type and configuration of support element (e.g., different types of seating support members). As can be seen, in the illustrated example, each of the passenger seats 102a, 102b, 102c is coupled and supported on the support elements <NUM>, <NUM>. Additionally, the base support structure <NUM> is a frame structure coupling the passenger seats 102a, 102b, 102c to the vehicle floor.

In the illustrated example, the center passenger seat 102b is configured as a convertible seat assembly <NUM>. That is, the center passenger seat 102b is convertible for different applications or uses, such as for non-seating purposes (e.g., stowage and/or privacy). In some examples, the center passenger seat 102b is configured to be easily retrofitted to remove the seating feature and replace the seating feature with different components defining a different feature or use. It should be noted that any of the passenger seats <NUM>, including the end passenger seats 102a and 102c, are optionally configured as convertible seat assemblies <NUM>. Thus, while the examples described herein are with respect to the center passenger seat 102b, the convertibility is not limited to only one seat <NUM> or to a group of seats <NUM> or to a type of seat <NUM>.

The seat assembly <NUM> of the center passenger seat 102b includes a base structure <NUM> having a seat pan shell <NUM> and a backrest shell <NUM>. It is to be understood that the base structure <NUM> is various examples is a frame structure on which seating upholstery is arranged. The seat pan shell <NUM> and the backrest shell <NUM> likewise are frame structures in various examples, each configured to support seating upholstery. That is, the base structure <NUM>, seat pan shell <NUM>, backrest shell <NUM> are configured to have complementary structures to couple and support seating components to define a seating arrangement. As described in more detail, the base structure <NUM>, seat pan shell <NUM>, and backrest shell <NUM> are further configured to allow coupling and support of components to define different features with respect to the seating assembly.

The seat assembly <NUM> of the center passenger seat 102b in the illustrated example includes a seat surface arrangement <NUM> that is detachably attached to the base structure <NUM>. That is, the seat surface arrangement <NUM> is removably mounted to the base structure <NUM> to define a seating arrangement (see <FIG>) that is usable for passenger seating. The seat surface arrangement <NUM> is a seat assembly sub-structure in some examples. The seat surface arrangement <NUM> includes a seat pan cushion <NUM> and a backrest cushion <NUM> in the illustrated example. A headrest cushion <NUM> is optionally included in the illustrated example. As such, a cushioned seating area for the passenger is thereby defined.

In one example, the headrest cushion <NUM> is part of the backrest cushion <NUM> and detachably attached to the backrest cushion <NUM>. The seat pan cushion <NUM> and the backrest cushion <NUM> are separate parts in some examples. Alternatively, the seat surface arrangement <NUM> is configured as a one-piece element (e.g., unitary design), wherein the seat pan cushion <NUM> and the backrest cushion <NUM> together form a unitary body structure. The seat surface arrangement <NUM> is substantially L-shaped in the illustrated example to define a seat for a passenger. That is, when the seat surface arrangement <NUM> is arranged on the base structure <NUM>, the seat assembly <NUM> forms the passenger seat <NUM>. It should be appreciated that the seat surface arrangement <NUM> can have different shapes and configurations, such as based on the seating requirements, aircraft design, cabin usage, etc..

<FIG> shows in a perspective view the passenger seat arrangement <NUM> having two passenger seats 102a, 102c (e.g., non-convertible seats or seats presently arranged in a seating configuration) and a seat assembly <NUM> with a disassembled center passenger seat 102b. In particular, the seat surface arrangement <NUM> is removed from the base structure <NUM>. In this disassembled state, the base structure without any cushioning is exposed and includes elements to facilitate the convertibility or retrofitting as described in more detail herein.

For example, the seat surface arrangement <NUM> and/or the utility surface arrangement <NUM> are configured as retrofit parts. In one example, the entire seat assembly is a retrofit part. The base structure <NUM> is a retrofit part in some examples, which may be assembled to an already used and mounted seat frame structure. The base structure is attached to the common seat frame structure to provide changeable surfaces in some examples. The seat cushion arrangement and the utility surface arrangement are exchangeable and alternatingly attachable to the base structure when one or the other is removed.

As can be seen, the base structure <NUM> includes one or more attachment structures <NUM> (e.g., coupling or mounting elements) to receive a corresponding structure (not shown) of the seat surface arrangement <NUM>. That is, a complementary coupling arrangement is provided in various examples. As described herein, the seat surface arrangement <NUM> defines a seat cushion arrangement for passenger seating. As should be appreciated, the seat surface arrangement <NUM> can have or define different seat cushion arrangements formed by different configurations of seat pan cushions <NUM> and/or backrest cushions <NUM>, such as with different hardness, seat covers, colors, sizes etc. In one example, the seat surface arrangements <NUM> are interchangeable and detachably attachable (e.g., removably coupled) to the base structure <NUM> as desired by customers, airlines or the like. The attachment structures <NUM> can have different coupling arrangements as desired or needed. For example, attachment structures <NUM> can be clip connections, screw connections and/or simple and secure click/snap-on connections and/or other interfaces (e.g., hook and loop strips) for a releasable connection between the base structure <NUM> and the seat surface arrangements <NUM>. As should be appreciated, the arrangement of the attachment structures <NUM> can be varied. For example, the positioning, orientation, size, type, etc. of the attachment structures <NUM> on the base structure <NUM> can be varied.

In some examples where the utility surface arrangement <NUM> provides entertainment devices and/or in-flight entertainment interfaces, the utility surface arrangement <NUM> includes detachable powering connections. The powering connections are provided on the base structure <NUM> in some examples and are coupled to onboard sources.

In some examples, the seat surface arrangement <NUM> is configured as a seat assembly sub-structure with one or more of the attachment structures <NUM> (or other elements) configured as integrated quick attachment points. The utility surface arrangement <NUM> is also configured as a seat assembly sub-structure with integrated quick attachment points in some examples. The use of substructures allows individual customization.

In some examples, a crew member can easily remove one of the surface arrangements (e.g., seat surface arrangement <NUM> or utility surface arrangement <NUM>) and exchange the surface arrangement with another surface arrangement. For example, the attachment structure <NUM> includes a locking device that is only unlockable by a crew member using a specific tool, so that passengers are not allowed to disassemble or change the surface arrangement.

<FIG> shows in a perspective view a passenger seat arrangement <NUM> having two passenger seats 102a, 102c (e.g., non-convertible seats or seats presently arranged in a seating configuration) and a seat assembly <NUM> configured as a utility element <NUM>. That is, the seat assembly <NUM> has been converted from the passenger seat 102b (as shown in <FIG>) to the utility element <NUM>. As should be appreciated, a reverse conversion from the utility element <NUM> to the passenger seat 102b is contemplated. That is, conversion between different configurations of the passenger seat arrangement <NUM> are possible.

The seat assembly <NUM> in this example includes a utility surface arrangement <NUM>, wherein the base structure <NUM> is convertible into the passenger seat 102c and/or the utility element <NUM> depending on whether the seat surface arrangement <NUM> or the utility surface arrangement <NUM> is detachably attached to the base structure <NUM>. When the utility surface arrangement <NUM> is arranged on the base structure <NUM>, the seat assembly <NUM> forms the utility element <NUM>.

In the illustrated example where the utility element <NUM> defines a center utility element (by converting the middle seat 102b), the utility element <NUM> can be used by a passenger seated in the passenger seat 102a and/or a passenger seated in the passenger seat 102c. That is, the utility element <NUM> is available for use by passengers on both sides of the middle seat 102b. The utility element <NUM> in this arrangement is thereby configured to a commonly known console element of a business and/or first class seat providing a number of comfort and utility features. For example, the utility element <NUM> is divided into a plurality of utility areas <NUM> (two are shown in this example, but more or less can be provided), which may be axis-symmetric (or have other symmetry) so that same features are provided to both left and right passengers adjacent to the utility element <NUM>. That is, the utility areas <NUM> can be similarly configured or differently configured. For example, each utility area <NUM> can include the same utility features. In other examples, the utility element <NUM> is configured for a single passenger use, such as when the passenger seat arrangement <NUM> is configured in a two-seat arrangement or when access by a passenger on only one side of the utility element <NUM> is desired or needed. In some examples, the utility areas <NUM> are arranged on opposing or transverse sides of the base structure <NUM>. For example, the utility surface arrangement in some examples includes two utility areas <NUM> on each transverse side of the base structure <NUM>. For example, an upper surface element <NUM> and/or a bottom surface element <NUM> includes left and right utility areas for left and right passengers adjacent to the seat assembly.

The utility surface arrangement <NUM>, and therefore the utility element <NUM>, in the illustrated example includes a storage compartment <NUM> and/or amenity kit, a shelf <NUM>, a cup holder <NUM>, a partition wall <NUM> (e.g., privacy wall), an entertainment device, in-flight entertainment interfaces (IFE), a table device and/or a passenger support element (e.g., an armrest, a booster seat, a headrest, such as a side headrest for a laterally seated passenger) and/or different usable features for a passenger. It should be appreciated that different features or elements can be provided. For example, the utility surface arrangement <NUM> in one more examples includes at least one of a storage compartment, a shelf, a cup holder, a partition wall, an entertainment device, in-flight entertainment interfaces such as supplemental A/C outlets, ports, plugs and sockets and/or a passenger support element. The passenger support element is, for example, an armrest, a booster seat, or a headrest, such as a side headrest for a laterally seated passenger.

Further, in some examples, the seat assembly is convertible from a passenger seat to a utility element for crew members. In these examples, the utility element for crew members provides storage compartments and shelves, which include deposit and/or locker features for a number of different items, whereas the utility element is easily accessible for crew members within a passenger seating cabin.

In one example, the utility surface arrangement <NUM> includes the bottom surface element <NUM> and the upper surface element <NUM>, wherein the upper surface element <NUM> extends substantially vertically from the bottom surface element <NUM>. The bottom surface element <NUM> and the upper surface element <NUM> can be formed of different materials, such as a synthetic material. The bottom surface element <NUM> and the upper surface element <NUM> are configured in some examples as hard shells. The bottom surface element <NUM> and the upper surface element <NUM> include a cover made of soft material, such as textile and/or leather to provide cosmetic appearance or comfort in some examples (e.g., to cover the hard shell).

In some examples, the utility surface arrangement <NUM> is configured as a one-piece element. For example, the utility surface arrangement <NUM> is substantially L-shaped. The utility surface arrangement <NUM> forms a unitary body structure that has a wide variety of utility features. Further, a plurality of utility surface arrangements <NUM> can be provided, each with different utility features, colors, privacy features, sizes to interchange utility surface arrangements <NUM> on the base structure <NUM>, etc. That is, different preconfigured utility surface arrangements <NUM> are provided in some examples for ease in converting one or more the seats <NUM>. In some examples, the utility surface arrangements <NUM> include one or more modifiable elements. The utility surface arrangements <NUM> are interchangeable and detachably attachable to the base structure <NUM> as desired by customers, airlines or the like. For example, the partition wall <NUM> is not provided or installed in some examples (e.g., if both passengers of the passenger seats 102a, 102c know each other).

In some examples, the utility surface arrangement <NUM> includes a corresponding attachment structure (not shown) configured to couple to the attachment structure <NUM> of the seat pan shell <NUM>. In particular, the bottom surface element <NUM> in various examples includes the corresponding attachment structure configured to couple to the attachment structure <NUM> of the seat pan shell <NUM> (similar to the attachment of the seat surface arrangement <NUM> described herein).

In some examples, the utility surface arrangement <NUM> includes a corresponding attachment structure (not shown) configured to couple to the attachment structure <NUM> of the backrest shell <NUM>. In particular, the upper surface element <NUM> includes the corresponding attachment structure configured to couple to the attachment structure <NUM> of the backrest shell <NUM>. The attachment structures <NUM> can be, for example, clip connections, screw connections and/or simple and secure click/snap-on connections and/or other interfaces (e.g., hook and loop strips) for a releasable connection between the base structure <NUM> and the utility surface arrangement <NUM>. It should be noted that the connection arrangements for the different arrangements, such as the seat surface arrangement <NUM> and the utility surface arrangement <NUM> can be the same or different. That is, one or more of the same attachment structures <NUM> can be used when configuring the seat <NUM> in the seat surface arrangement <NUM> and the utility surface arrangement <NUM>, or one or more different attachment structures <NUM> can be used when configuring the seat <NUM> in the seat surface arrangement <NUM> and the utility surface arrangement <NUM>. For example, some of the attachment structures <NUM> used when configuring the seat <NUM> in the seat surface arrangement <NUM> are not used when configuring the seat in the utility surface arrangement <NUM>, and vice versa.

<FIG> shows in a top view a passenger seat arrangement <NUM> having two passenger seats 102a, 102c and a seat assembly <NUM> of the middle seat 102b configured as the utility element <NUM> (similar to <FIG>). In this example, the utility areas <NUM> are similarly configured having the same features.

<FIG> shows in a side view a passenger seat arrangement <NUM> that includes a passenger seat 102a and a seat assembly <NUM> of the seat 102b configured as the utility element <NUM>. As can be seen more clearly in this Figure, the partition wall <NUM> is configured to provide privacy for the passengers in each of the seats 102a, 102b. In some examples, the partition wall <NUM> is removable, such as if privacy is not desired.

Thus, various implementations as described in one or more examples provide seats, which include seat assemblies that allow for easy conversion to different uses. As described herein, a "typical" seat configuration is convertible to a utility configuration to allow access to other features that might not otherwise be available to some passengers. In some examples, interchangeable seat surface arrangement have different features, for example, different upholstery properties and/or seat cover properties and/or colors and/or comfort features. Moreover, interchangeable utility surface arrangements are provided with, for example, different utility features for different needs and requirements of individual passengers.

Some examples described herein are used in manufacturing and service applications as shown and described in relation to <FIG>. Thus, examples described herein are described in the context of an apparatus of manufacturing and service method <NUM> shown in <FIG> and an apparatus <NUM> shown in <FIG>. In <FIG>, a diagram illustrating an apparatus manufacturing and service method <NUM> is depicted. In one example, during pre-production, the apparatus manufacturing and service method <NUM> includes specification and design <NUM> of the apparatus <NUM> and material procurement <NUM>. During production, component, and subassembly manufacturing <NUM> and system integration <NUM> of the apparatus <NUM> takes place. Thereafter, the apparatus <NUM> goes through certification and delivery <NUM> in order to be placed in service <NUM>. While in service by a customer, the apparatus <NUM> is scheduled for routine maintenance and service <NUM>, which in one example, includes modification, reconfiguration, refurbishment, and other maintenance or service subject to configuration management, described herein.

In one example, each of the processes of the apparatus manufacturing and service method <NUM> are performed or carried out by a system integrator, a third party, and/or an operator. In these examples, the operator is a customer. For the purposes of this description, a system integrator includes any number of apparatus manufacturers and major-system subcontractors; a third party includes any number of venders, subcontractors, and suppliers; and in one example, an operator is an owner of an apparatus or fleet of the apparatus, an administrator responsible for the apparatus or fleet of the apparatus, a user operating the apparatus, a leasing company, a military entity, a service organization, or the like.

With reference now to <FIG>, the apparatus <NUM> is provided. As shown in <FIG>, an example of the apparatus <NUM> is a flying apparatus <NUM>, such as an aerospace vehicle, aircraft, air cargo, flying car, satellite, planetary probe, deep space probe, solar probe, and the like. As also shown in <FIG>, a further example of the apparatus <NUM> is a ground transportation apparatus <NUM>, such as an automobile, a truck, heavy equipment, construction equipment, a boat, a ship, a submarine, and the like. A further example of the apparatus <NUM> shown in <FIG> is a modular apparatus <NUM> that comprises at least one or more of the following modules: an air module, a payload module, and a ground module. The air module provides air lift or flying capability. The payload module provides the capability of transporting objects such as cargo or live objects (people, animals, etc.). The ground module provides the capability of ground mobility. The solutions and examples herein can be applied to each of the modules separately or in groups, such as air and payload modules, or payload and ground modules, etc. or all modules.

With reference now to <FIG>, a more specific diagram of the flying apparatus <NUM> is depicted in which an implementations described herein are advantageously employed. In this example, the flying apparatus <NUM> is an aircraft produced by the apparatus manufacturing and service method <NUM> in <FIG> and includes an airframe <NUM> with a plurality of systems <NUM> and an interior <NUM>, which can include seats (e.g., the seats <NUM>) that are convertible as described herein. Examples of the plurality of systems <NUM> include one or more of a propulsion system <NUM>, an electrical system <NUM>, a hydraulic system <NUM>, and an environmental system <NUM>. However, other systems are also candidates for inclusion. Although an aerospace example is shown, different advantageous examples are applied to other industries, such as the automotive industry, etc..

Any range or value given herein can be extended or altered without losing the effect sought, as will be apparent to the skilled person.

It will be understood that the benefits and advantages described above can relate to one example or can relate to several examples. The examples are not limited to those that solve any or all of the stated problems or those that have any or all of the stated benefits and advantages.

The terms "comprising," "including," and "having" are intended to be inclusive and mean that there can be additional elements other than the listed elements. In other words, the use of "including," "comprising," "having," "containing," "involving," and variations thereof, is meant to encompass the items listed thereafter and additional items. Further, references to "one implementation" are not intended to be interpreted as excluding the existence of additional implementations that also incorporate the recited features. The term "exemplary" is intended to mean "an example of".

When introducing elements of aspects and implementations or the examples thereof, the articles "a," "an," "the," and "said" are intended to mean that there are one or more of the elements. In other words, the indefinite articles "a", "an", "the", and "said" as used in the specification and in the claims, unless clearly indicated to the contrary, should be understood to mean "at least one.

The phrase "one or more of the following: A, B, and C" means "at least one of A and/or at least one of B and/or at least one of C. " The phrase "and/or", as used in the specification and in the claims, should be understood to mean "either or both" of the elements so conjoined, i.e., elements that are conjunctively present in some cases and disjunctively present in other cases. Thus, as a non-limiting example, a reference to "A and/or B", when used in conjunction with open-ended language such as "comprising" can refer, in one implementation, to A only (optionally including elements other than B); in another implementation, to B only (optionally including elements other than A); in yet another implementation, to both A and B (optionally including other elements); etc..

As used in the specification and in the claims, the phrase "at least one," in reference to a list of one or more elements, should be understood to mean at least one element selected from any one or more of the elements in the list of elements, but not necessarily including at least one of each and every element specifically listed within the list of elements and not excluding any combinations of elements in the list of elements. Thus, as a non-limiting example, "at least one of A and B" (or, equivalently, "at least one of A or B," or, equivalently "at least one of A and/or B") can refer, in one implementation, to at least one, optionally including more than one, A, with no B present (and optionally including elements other than B); in another implementation, to at least one, optionally including more than one, B, with no A present (and optionally including elements other than A); in yet another implementation, to at least one, optionally including more than one, A, and at least one, optionally including more than one, B (and optionally including other elements); etc.
Use of ordinal terms such as "first," "second," "third," etc., in the claims to modify a claim element does not by itself connote any priority, precedence, or order of one claim element over another or the temporal order in which acts of a method are performed. Ordinal terms are used merely as labels to distinguish one claim element having a certain name from another element having a same name (but for use of the ordinal term), to distinguish the claim elements.

Having described aspects of the various examples in detail, it will be apparent that modifications and variations are possible without departing from the scope of aspects as defined in the appended claims. As various changes could be made in the above constructions, products, and methods without departing from the scope of aspects describe herein, it is intended that all matter contained in the above description and shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described implementations (and/or aspects thereof) can be used in combination with each other. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the various implementations described herein without departing from their scope. While the dimensions and types of materials described herein are intended to define the parameters of the various implementations described herein, the implementations are by no means limiting and are example implementations. Many other implementations will be apparent to those of ordinary skill in the art upon reviewing the above description. The scope of the various implementations described herein should, therefore, be determined with reference to the appended claims. In the appended claims, the terms "including" and "in which" are used as the plain-English equivalents of the respective terms "comprising" and "wherein. " Moreover, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to impose numerical requirements on their objects.

Claim 1:
An seat assembly (<NUM>) comprising:
a base structure (<NUM>) having a seat pan shell (<NUM>) and a backrest shell (<NUM>); and
one or more attachment structures (<NUM>) which removably couple the seat pan shell (<NUM>) and the backrest shell (<NUM>) to a seat surface arrangement (<NUM>) or a utility surface arrangement (<NUM>),
wherein the seat surface arrangement (<NUM>) and the utility surface arrangement (<NUM>) are exchangeable and alternatingly attachable to the base structure (<NUM>); and
wherein the base structure (<NUM>) is convertible between a passenger seat (102b) and a utility element (<NUM>) based on the coupling of the seat surface arrangement (<NUM>) or the utility surface arrangement (<NUM>), respectively, to the base structure (<NUM>).