Patent Description:
There is a continual drive to make seat systems for passenger aircraft lighter, thinner and more capable, such as with larger video systems. However, these design incentives may be at odds with passenger safety. The Federal Aviation Regulations (FAR) <NUM> sets a Head Injury Criterion (HIC) for aircraft passenger seats. The HIC requires the seat to manage the result of Head Impact loads such that a HIC score of less than <NUM> is achieved during a prescribed <NUM> dynamic crash test. The management of these loads have previously been accomplished by spacing the passengers' seats far enough apart so that a passenger's head will not make contact with the seat in front (severely limiting options for seating arrangements which increase the number of seats within the cabin). Another option includes a breakover mechanism built into the seat. A vehicle impact energy absorber seat is described in <CIT>. An actuatable back panel for a vehicle seat is described in <CIT>.

A passenger seat is defined in claim <NUM>, in accordance with one or more embodiments of the present disclosure. In one illustrative embodiment, the passenger seat includes a seatback and a bezel disposed on a rear surface of the seatback. The passenger seat includes an accelerometer configured to generate a signal in response to detecting an acceleration indicative of an emergency event. The passenger seat includes a slide mechanism coupled between the bezel and the seatback. In another illustrative embodiment, the slide mechanism is configured to translate the bezel relative to the seatback. The translation of the bezel relative to the seatback causes the bezel to be disposed a distance from the seatback to act as a crushable space for a passenger sitting behind the passenger seat. The passenger seat includes an actuator. The actuator causes the slide mechanism to translate the bezel relative to the seatback in response to the actuator receiving the signal from the accelerometer. The passenger seat includes an impact attenuator coupled to the slide mechanism. The impact attenuator is configured to absorb an energy upon impact of the passenger with the bezel.

The impact attenuator is pivotably connected to the slide mechanism and is pivoted from a first position to a second position as the bezel is translated relative to the seatback. The impact attenuator is configured to be crushed to absorb the energy upon the impact of the passenger with the bezel when in the second position.

Implementations of the concepts disclosed herein may be better understood when consideration is given to the following detailed description thereof. In the drawings:.

Described herein are a series of devices or HIC systems that create a crush zone at the onset of a crash event using space typically reserved during standard operation. The HIC systems may increase a crush zone for a passenger sitting behind the passenger seat. As used herein the term crush zone includes any space over which the passenger's head is slowed and doesn't refer specifically to a crushable structure. To absorb energy the energy absorption system includes a stroke which exchanges distance for energy absorption (i.e., a crush zone, a crushable space, etc.). The HIC systems include detecting an acceleration indicative of an emergency event, such as a crash event or a turbulence event, by an accelerometer. A bezel is then be moved in response to detecting the acceleration to create a crush zone. The passenger's head may then impact the bezel, transferring an impact load to the bezel, with the bezel then moving to a new location upon absorbing the energy from the passenger's head.

The HIC systems may be incorporated directly at the impact area or in a nearby mechanism such as a seat back pivot joint. In a first example, the HIC system may move subcomponents of the passenger seat in order to isolate the amount of mass that must initially be moved during impact by the occupant's head. The passenger seat may include one or more components which function translate in response to detecting an emergency event. The components may be translated a select distance, which increases the crushable space of the passenger seat thereby providing for injury protective potential within the seatback. For example, the crushable space may be provided between the seat back structure and the video assembly. In a second example, the HIC system may provide for adjusting an angular position of the seatback subsequent to detecting an emergency event but prior to head impact with the seatback. The angular position of the seatback may be moved into a recline position, thereby increasing an amount of breakover distance available upon head impact as well as decreasing the distance the head travels prior to impact. The exemplary HIC systems may provide methods of energy absorption that can act independently or in concert. Furthermore, the HIC systems may be provided in combination with existing seat back breakover devices.

Referring now to <FIG>, an example embodiment of an aircraft <NUM> that includes a plurality of passenger seats <NUM> is described, in accordance with one or more embodiments of the present disclosure. Each passenger seat <NUM> includes a seatback <NUM> and a seat pan <NUM>. The passenger seat <NUM> also includes a leg <NUM> (also referred to as a seat support structure, a seat chassis, and the like) that is coupled to a floor (e.g., by a track) for providing structural support to the seat pan <NUM> and the seatback <NUM>. In embodiments, the seatback <NUM> and the seat pan <NUM> may be separate structures and/or may include one or more shared components. For example, the seatback <NUM> and the seat pan <NUM> can have a shared cushion or covering. The seatback <NUM> may also be configured to move relative to the seat pan <NUM>. For example, the seatback <NUM> can be configured to transition between upright and reclining positions. In embodiments, the seat pan <NUM> can also be actuated such that the passenger seat <NUM> may be configurable between an upright position and a bed position, although this is not intended to be a limitation of the present disclosure.

As shown in <FIG>, a rear seatback surface of the seatback <NUM> includes a bezel <NUM> and may include a display <NUM>, and a tray table <NUM>. The bezel <NUM> may be configured to at least partially surround the display <NUM>. The bezel <NUM> may be fabricated from any material known in the art including, but not limited to, plastics, metals, and the like. The bezel <NUM> may include a tray table locking assembly <NUM> disposed within the bezel <NUM>, wherein the tray table locking assembly <NUM> is configured to be actuated in order to lock the tray table <NUM> in a "closed" position, and release the tray table <NUM> into an "open" position. In embodiments, the seatback <NUM> may include one or more HIC systems disposed within a hollow section of the seatback <NUM>. For example, the HIC systems may be provided between a frame of the seatback <NUM> and one or more of the bezel <NUM> and the display <NUM>. By the HIC systems, one or more of the bezel <NUM> and the display <NUM> may be configured to be translated and/or pivoted for providing a crushable space. The crushable space may be provided in an emergency event to improve a head-impact criterion for a passenger sitting behind the passenger seat <NUM>.

<FIG> depicts a simplified schematic diagram of one or more components of a HIC system for the aircraft passenger seat <NUM>, in accordance with one or more embodiments of the present disclosure. For example, the passenger seat <NUM> includes an accelerometer <NUM> and an actuator <NUM>, and may include an actuator <NUM>. The actuator <NUM> is provided for translating one or more components of the seatback and the actuator <NUM> may be provided for adjusting an angle of the seatback, as will be described further herein. By the actuator <NUM> and/or the actuator <NUM>, the passenger seat <NUM> may meet a head-impact criterion while providing a tray table with reduced width. The actuator <NUM> and the actuator <NUM> may thus be considered one or more components of a HIC system which actively mitigates injuries by affecting a forward velocity of the passenger's head.

The actuator <NUM> and the actuator <NUM> may be engaged in response to receiving a signal from the accelerometer <NUM>. The accelerometer <NUM> is configured to detect one or more accelerations indicative of an emergency event and provide the signal to the actuator <NUM> and the actuator <NUM>. The accelerations detected by the accelerometer <NUM> may correspond to a crash event, a turbulence event, or the like. The accelerometer <NUM> is also be configured to generate a signal in response to detecting the accelerations. For example, the accelerometer <NUM> may include one or more trigger conditions. Upon satisfaction of the trigger conditions the accelerometer <NUM> may generate the signal. The trigger conditions may generally include any suitable range of (de)acceleration, such as, but not limited to, detecting <NUM> of acceleration. Furthermore, the trigger conditions may be based on the direction of the acceleration.

In some instances, the actuator <NUM> and/or the actuator <NUM> may translate or pivot an associated component of the seatback within <NUM> milliseconds of receiving a trigger signal from the accelerometer <NUM>. By performing actuation within the <NUM>-millisecond timeframe, the components may be motivated to the desired position prior to head impact. For example, the actuator <NUM> may translate and/or pivot one or more rear components of the seatback, such as, but not limited to, the bezel or the video display within the <NUM>-millisecond timeframe. By way of another example, the actuator <NUM> may pivot the entire seatback within the <NUM>-millisecond timeframe.

The accelerometer <NUM> may be electrically coupled to one or more components of the passenger seat <NUM>, such as, but not limited to, the actuator <NUM> or the actuator <NUM>. For example, the accelerometer <NUM> may be electrically coupled to a wiring harness, or the like, which may be routed through the passenger seat <NUM> to the actuator <NUM> or the actuator <NUM>. In some instances, the wiring harness may also provide electrical power to the actuator <NUM> or the actuator <NUM>. For example, the wiring harness may provide aircraft line power, or the like. In other instances, the actuator <NUM> or the actuator <NUM> may be provided with power from a battery or other suitable power source. In a wired configuration, wires may be maintained such that connections cannot be reached and damaged through passenger use of the passenger seat <NUM>. Although the accelerometer <NUM> has been described as being electrically coupled to one or more of the actuator <NUM> or the actuator <NUM>, this is not intended as a limitation of the present disclosure. In some instances, the accelerometer <NUM> may be wirelessly coupled to the actuator <NUM> or the actuator <NUM>, for providing the signal indicative of the emergency event. For example, the accelerometer <NUM>, the actuator <NUM>, and/or the actuator <NUM> may wirelessly communicate by a short-range wireless communication network, such as a Wi-Fi, Li-Fi, Bluetooth, Zigbee, or Ultra-Wide Band (UWB) network. For example, the wireless communication may occur by wireless communication circuitry, such as a radio, transceiver, and other associated circuitry, that allow the accelerometer <NUM>, the actuator <NUM>, and/or the actuator <NUM> to wireless communicate. Alternatively, the accelerometer <NUM> may be included in a common housing with the actuator <NUM> and/or the actuator <NUM>.

The accelerometer <NUM> may generally be located in a number of locations within the aircraft. For example, the accelerometer <NUM> may be located on a frame portion (e.g., the leg <NUM>, a frame <NUM>, etc.) of the passenger seat <NUM>. It is further contemplated that the accelerometer <NUM> may be associated with multiple of the passenger seats <NUM>, such as, but not limited to, a seating row of the aircraft including two or more of the passenger seats <NUM>. The accelerometer <NUM> may generally include any sensor for detecting the acceleration. In some instances, the accelerometer <NUM> may be a component of an inertial measurement unit (IMU) which may include the accelerometer <NUM>, a gyroscope, a magnetometer, and the like.

In some instances, the actuator <NUM> includes a potential energy storage device. The actuator <NUM>, in a first example, may be a pyrotechnic actuator <NUM>. The pyrotechnic actuator may include, among other components, an electrically ignited pyrotechnic charge. Small pyrotechnic actuators can typically exert significant force (<NUM>'s or <NUM>'s of pounds) and achieve actuation speeds as low as several milliseconds. Although the actuator <NUM> has been described as including a pyrotechnic actuator, this is not intended as a limitation of the present disclosure. The actuator <NUM> may also include a linear solenoid actuator <NUM>. The linear solenoid may require a high drive current to exert significant force in a short time period, but a linear solenoid can be used thousands of times without replacement. The actuator <NUM> may also include a spring-loaded actuator <NUM>. However, the use of the pyrotechnic actuator may be advantageous given the high energy density, as compared to the linear solenoid or the spring-loaded actuator, such that the spring-loaded actuator may require additional footprint to achieve a sufficient spring force to generate the motive force. However, the pyrotechnic actuator may be limited to a one time operation before replacement.

Similar to the actuator <NUM>, the actuator <NUM> may include one or more of the pyrotechnic actuator <NUM>, the linear solenoid actuator <NUM>, or the spring actuator <NUM>. Due to the actuator <NUM> pivoting the entire seatback, the forces required by the actuator <NUM> may be relatively higher than the forces required by the actuator <NUM>. In this regard, the actuator <NUM> may be substantially larger and include a greater stored energy.

Referring now to <FIG>, an exemplary embodiment of one or more components of the passenger seat <NUM> is described. The passenger seat <NUM> includes one or more of a slide mechanism <NUM> and an impact attenuator <NUM>. The slide mechanism <NUM> is coupled between the bezel and the seatback. The slide mechanism <NUM> translates the bezel relative to the seatback in response to receiving the signal from the accelerometer. For example, the slide mechanism <NUM> may be coupled to or otherwise include the actuator <NUM>. The translation of the bezel relative to the seatback then causes the bezel to be disposed a distance from the seatback to act as a crushable space for a passenger sitting behind the passenger seat. Although the slide mechanism <NUM> has been described as translating the bezel, this is not intended to be a limitation of the present disclosure. It is further contemplated that the slide mechanism <NUM> may translate one or more other surfaces of the passenger seat, such as, but not limited to, the display <NUM> which may be moved in addition to or separately from the bezel <NUM>. The slide mechanism <NUM> may thus be provided to move a surface or another subcomponent of the passenger seat <NUM> towards a passenger sitting behind the passenger seat <NUM>.

The impact attenuator <NUM> is coupled to the slide mechanism <NUM>. The impact attenuator is configured to absorb energy upon impact of the passenger with the bezel. In particular, the impact attenuator <NUM> may absorb the energy after the bezel has been translated. The impact attenuator <NUM> includes a crushable material. For example, the crushable material may include, but is not limited to, a foam material, a material provided in a honeycomb structure (e.g., an aluminum honeycomb), and the like. The impact attenuator <NUM> may then absorb energy from a passenger impacting the bezel by a deformation of the crushable material.

As depicted in <FIG>, the bezel <NUM> is provided in a pre-crash state in which the bezel <NUM> is provided inside of the seatback <NUM>. In particular, the impact attenuator <NUM> may be disposed adjacent to frame <NUM> of the seatback <NUM>. After a signal indicative of an emergency event (e.g., a crash) has been sensed and received, the slide mechanism <NUM> may be pushed into the position shown in <FIG>. The bezel <NUM> has been translated a distance away from the frame <NUM> of the seatback <NUM>. The bezel <NUM> may be translated a select distance, such as, between <NUM> (three inches) or less. For example, the slide mechanism <NUM> may be pushed into the position shown in <FIG> by the actuator <NUM>.

The impact attenuator <NUM> rotates down from a first position to a second position as the bezel <NUM> is translated. In the first position, the impact attenuator <NUM> may be relatively flush with the bezel <NUM>. By being flush with the bezel <NUM>, the impact attenuator <NUM> may take up minimal space within the seatback <NUM>, thereby having a minimal impact on the livable space within the aircraft <NUM> prior to deployment of the impact attenuator <NUM> (e.g., taking up space corresponding to the width of the impact attenuator <NUM>). In the second position, the impact attenuator <NUM> is provided for increasing the crushable space between the bezel <NUM> and the seatback <NUM>. For example, the impact attenuator <NUM> may increase the crushable space from <NUM> (<NUM> thousandths of an inch) to <NUM> (<NUM> inches) in an exemplary configuration. As may be understood, the increase in the crushable space provided is not intended to be limiting and may be based on one or more factors, such as, but not limited to, a width of the impact attenuator <NUM>, a length of the impact attenuator <NUM>, a stroke of the slide mechanism <NUM>, a stroke of the actuator <NUM>, and the like. In some instances, one or more of the actuator <NUM> and the slide mechanism <NUM> may provide between zero and <NUM> (three inches) of travel, or more. Although not depicted, the impact attenuator <NUM> may contact a portion of the seatback <NUM> when in the second position. In this regard, the contact with the seatback may provide a backstop by which the impact attenuator <NUM> is crushed. As may be understood, the impact attenuator <NUM> may generally include any suitable shape. In embodiments, the impact attenuator <NUM> is molded to conform to the bezel <NUM>, thereby minimally affecting the livable space.

In embodiments, the slide mechanism <NUM> may include a slot <NUM>. The slot <NUM> may provide a coupling between the slide mechanism <NUM> and the frame <NUM>. The frame <NUM> may also provide a coupling point for the slide mechanism <NUM>. For example, the frames <NUM> may include a roller <NUM>. The roller <NUM> may be disposed in the slot <NUM> of the slide mechanism <NUM>, thereby allowing the slide mechanism <NUM> to translate relative to the frame <NUM> of the seatback <NUM>. The roller <NUM> may act as a cam-follower for the slot <NUM>. The roller <NUM> may include any roller, such as, but not limited to, cylindrical roller, a flanged roller, a V-shaped roller, U-shaped roller, and the like.

The passenger seat <NUM> may include a pivot joint <NUM> for rotating the impact attenuator <NUM>. For example, the pivot joint <NUM> may couple the impact attenuator <NUM> and the slide mechanism <NUM>. The term pivot joint may also be referred to herein as a pin joint, a revolute joint, or the like. Such pivot joint may generally be understood to include one degree of freedom allowing rotation about an axis. In some instances, the pivot joint <NUM> includes a spring-loaded pivot joint. In this regard, as the slide mechanism <NUM> is translated, the pivot joint <NUM> may cause the impact attenuator <NUM> to rotate from the first position to the second position. The impact attenuator <NUM> may thus be considered spring-tensioned prior to the emergency event.

The bezel <NUM> and/or the display <NUM> may generally be coupled to the slide mechanism <NUM> by a fastening means. As depicted, the bezel <NUM> include a bottom lip which is coupled to the slide mechanism <NUM> by a fastener <NUM>. Such fastener <NUM> may generally include any fastener known in the art, such as, but not limited to, a pin, a rivet, or a bolt. The slide mechanism <NUM> may also include one or more recessed portions which may improve an ease-of-assembly for fastening the bezel to the slide mechanism <NUM> by the fastener <NUM>.

In embodiments, one or more of the slide mechanism <NUM> or the actuator <NUM> include a shear pin (not depicted) or other sacrificial part. The shear pin may be incorporated in the slide mechanism <NUM> and/or the actuator <NUM> to prevent deployment under non-crash scenarios. The shear pin may be then sheared in response to the actuator <NUM> being engaged. Upon the shear pin becoming sheared, the slide mechanism <NUM> may then freely translate.

The seatback <NUM> may include one or more the frames <NUM>. For example, the seatback <NUM> may include two of the frames <NUM>, with the frames <NUM> provided on a left-side and a right-side of the seatback <NUM>, as is known in the art. Similarly, one or more HIC systems may be provided for each of the frames <NUM>. As depicted in <FIG> and <FIG>, the left-side frame and right-side frame may each include one of the HIC systems, although this is not intended to be limiting. It is further contemplated that multiple HIC systems may be provided on each frame. For example, the frame <NUM> may include multiple of the slide mechanism <NUM> and an associated impact attenuator. Furthermore, the impact attenuator <NUM> described is not intended to be limiting.

Referring now to <FIG>, which depict an example not within the scope of the claims. The passenger seat <NUM> includes one or more of the slide mechanisms <NUM> and an impact attenuator <NUM>. The impact attenuator <NUM> may be similar to the impact attenuator <NUM>, with the exception that the impact attenuator <NUM> is provided in lieu of a crushable element. For example, the impact attenuator <NUM> may include a rod <NUM> and a cylinder <NUM>, which function as a damping element. The damping element may include, but is not limited to, a one directional damping element. In this regard, the impact attenuator <NUM> may be provided so that when the rod <NUM> moves from a first position (<FIG>) to a second position (<FIG>), minimal damping occurs. Upon a passenger impacting the bezel <NUM>, the impact attenuator <NUM> may then absorb energy or otherwise damp the motion on the return stroke of the rod <NUM>, when the bezel <NUM> is impacted. The rod <NUM> may be coupled to the slide mechanism <NUM> and the cylinder <NUM> may be coupled to the frame <NUM>. In this regard the damped motion of the rod <NUM> relative to the cylinder <NUM>, may damp the motion of the slide mechanism <NUM> (and similarly the bezel <NUM> and passenger head) relative to the frame <NUM>. The rod <NUM> may include any end for coupling to the slide mechanism <NUM>, such as, but not limited to, a clevis rod end, a flange, or the like.

To achieve the one directional damping the impact attenuator <NUM> may include a check valve which allows the rod <NUM> to move to the second position with a minimal force requirement. This may be advantageous for rapidly positioning the rod <NUM>, such as within a <NUM>-millisecond timeframe. The check valve may then reduce a flow of hydraulic or pneumatic fluid within the cylinder <NUM> on the return stroke, thereby damping the rod <NUM>. Similarly, the impact attenuator <NUM> may include a valve which is opened while the rod <NUM> is extending and closed once the rod <NUM> reaches the extended position.

The impact attenuator <NUM> includes the actuator <NUM>, such that the impact attenuator <NUM> is spring loaded. By being spring loaded, the impact attenuator <NUM> may deploy automatically after being triggered by the accelerometer <NUM>. It is further contemplated that the actuator <NUM> may be separate from the impact attenuator <NUM>.

Referring now to <FIG>, the bezel <NUM> is depicted with a crushable space provided. As depicted in <FIG>, the crushable space is created after the emergency event has been sensed. The slide mechanism <NUM> may be designed to translate the bezel <NUM> parallel to the pre-crash orientation. It is further contemplated that the slide mechanism may pivot the bezel such that the bezel is no longer parallel to the pre-crash orientation. For example, <FIG> depicts the bezel translated <NUM> and pivoted <NUM> about an upper portion <NUM> (e.g., a pivot joint) such that the bezel <NUM> is angled upwards relative to the pre-crash orientation. Pivoting <NUM> the bezel <NUM> may be advantageous in deflecting the passenger's head in a direction away from other surfaces. Pivoting <NUM> the bezel <NUM> may also be advantageous to manage deceleration loads directionally. In this regard, the velocity or acceleration of the passenger's head may be deflected from a longitudinal forwards vector to a vertical vector at any specific moment in the impact scenario. A prescribed angle of the pivot motion can affect these vector components of acceleration individually to greater or lesser degrees. The pivot <NUM> may provide an arc with an increased crushing distance along the arc. Although not depicted, the bezel <NUM> may be pivoted about a lower surface such that the bezel <NUM> is angled downwards relative to the pre-crash orientation.

Any component of the seatback <NUM> may be moved towards the passenger sitting behind the passenger seat by the actuator <NUM>. In this regard, the portion of the seatback <NUM> that moves can be as large or small as desired. In some instances, small surfaces could be activated individually or small subsystems as a single entity. For example, the bezel <NUM> may be moved together with the display <NUM> which the bezel <NUM> surrounds.

Referring now to <FIG>, an exemplary embodiment of the passenger seat <NUM> is described. The concepts described herein can also be extended to include moving the seatback <NUM> in the entirety. In embodiments, the passenger seat <NUM> includes the actuator <NUM>. The actuator <NUM> may be provided to move the seatback <NUM>. In some instances, the actuator <NUM> may include a motive force which is selected to move the mass of the seatback. In this regard, the seatback <NUM> may include a relatively large mass (e.g., as compared to the bezel <NUM> or the display <NUM>), such that the force requirements of the actuator <NUM> are much larger than the force requirements of the actuator <NUM>.

As depicted in <FIG>, the seatback <NUM> is in an upright position. As depicted in <FIG>, the seatback <NUM> is moved to a reclined position by the actuator <NUM>. The actuator <NUM> may move the seatback <NUM> to the reclined position in response to receiving the signal from the accelerometer <NUM>. By moving the seatback <NUM> to the recline position, the impact surface has effectively moved aft toward the oncoming passenger while simultaneously inserting or extending an energy absorbing device into the return trajectory. Upon impact the seatback <NUM> may return to its upright position. Furthermore, the seatback <NUM> may include a breakover mechanism, as is known in the art, by which the seatback <NUM> may rotate further forward from the upright position.

By rotating the seatback <NUM>, an effective pitch between the passenger seats <NUM> may be reduced. In this regard, the pitch may indicate the distance between the seats. Reducing the pitch may increase the stroke permitted for the passenger seat <NUM> prior to breakaway. As the occupant's head accelerates toward the seatback <NUM>, the passenger's body may jack-knife their head due to the restraint by a standard lap belt. Thus, the passenger's head may centripetally accelerate in a direction which negatively impacts the head-impact criterion. Advantageously, by rotating the seatback <NUM>, the passenger may impact the seatback <NUM> in the acceleration (e.g., jack-knife). The reclined position may thus provide an additional range-of-motion for energy absorption. The passenger may impact the seatback <NUM> over a longer angular range. The additional angular range may increase the impact time, proportionally decreasing the force of the impact felt by the passenger's head, in accordance with laws of mechanics governing impulse. The actuator <NUM> may thus be advantageous for improving a HIC score.

As discussed previously herein, timing the actuator <NUM> is desirable to achieve the reclined position prior to impact with the passenger's head. In this regard, the actuator <NUM> may be engaged immediately upon receiving the trigger signal from the accelerometer <NUM>.

Although not depicted, the actuator <NUM> may be positioned in a number of locations on the passenger seat <NUM> to achieve the desired rotation of the seatback <NUM>. For example, the actuator <NUM> may be put into a pivot joint <NUM> or spaced relative to a recline lock of the passenger seat <NUM>.

Referring generally again to <FIG>, although example embodiments of the present disclosure are shown and described in an aircraft environment, the concepts of the present disclosure may be configured to operate in alternative and/or additional contexts, unless noted otherwise herein. Therefore, the above description should not be interpreted as a limitation on the disclosure but merely an illustration.

It is further noted herein that, where the environment includes an aircraft environment, it is noted herein the embodiments of aircraft passenger seat apparatus may be configured in accordance with avionics guidelines and/or standards put forth by, but not limited to, the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or any other flight certification agency or organization; the American National Standards Institute (ANSI), Aeronautical Radio, Incorporated (ARINC), or any other standards setting organization or company; the Radio Technical Commission for Aeronautics (RTCA) or any other guidelines agency or organization; or the like.

Claim 1:
A passenger seat comprising:
a seatback (<NUM>);
a bezel (<NUM>) disposed on a rear surface of the seatback;
an accelerometer (<NUM>) configured to generate a signal in response to detecting an acceleration indicative of an emergency event;
a slide mechanism (<NUM>) coupled between the bezel (<NUM>) and the seatback (<NUM>), wherein the slide mechanism is configured to translate the bezel relative to the seatback; wherein the translation of the bezel relative to the seatback causes the bezel to be disposed a distance from the seatback to act as a crushable space for a passenger sitting behind the passenger seat;
an actuator (<NUM>); wherein the actuator causes the slide mechanism to translate the bezel relative to the seatback in response to the actuator receiving the signal from the accelerometer;
an impact attenuator (<NUM>) coupled to the slide mechanism; wherein the impact attenuator is configured to absorb an energy upon impact of the passenger with the bezel;
wherein the impact attenuator (<NUM>) comprises a crushable material, and characterized in that;
the impact attenuator (<NUM>) is pivotably connected to the slide mechanism (<NUM>);
wherein the impact attenuator (<NUM>) is pivoted from a first position to a second position as the bezel (<NUM>) is translated relative to the seatback (<NUM>); and
wherein the impact attenuator is configured to be crushed to absorb the energy upon the impact of the passenger with the bezel when in the second position.