Patent Document

FIELD OF THE INVENTION 
     This invention relates to adjustable seats and components thereof, including but not limited to tray tables, and more particularly (although not exclusively) to aircraft passenger seats designed to enhance comfort of both the occupants and those persons positioned in seats behind the innovative seats described herein. 
     BACKGROUND OF THE INVENTION 
     Increasing comfort of seat-bound passengers, especially on long-haul flights, remains a significant objective of many commercial airlines. A recent article from the May 2001 issue of  Conde Nast Traveler , entitled “Pain Be Gone!” (the “Conde Nast Article”) details some of the difficulties associated with conventional coach-class aircraft seats. Noted in the Conde Nast Article is that 
     the conventional seat is an L with the back hinged at seat level. When [a passenger presses] the recline button, the back just tilts backward from the hinge point, or pivot. The seat itself remains where it was. This tends to put the body into a state of stress known as shear[,] 
     decreasing the overall comfort of the passenger. Recognized as well in the Conde Nast Article is that an “ideal” pivot point for a reclinable seat is “at the axis of the seat&#39;s ideal rotating movement,” with a seat so configured functioning, in some respects, as a cradle or hammock. 
     Commonly-owned U.S. patent application Ser. No. 09/329,854 of Bentley, et al., which has been allowed and had its issue fee paid, discloses various multi-function passenger seats differing from the simple “L”-shaped structure described above. As noted in the Bentley application: 
     In addition to providing “rocking” motion . . . , seats of the . . . invention may enhance passenger comfort by having bottoms whose lengths are adjustable, allowing passengers to match the effective lengths of their seat bottoms more closely with the lengths of their upper legs. Tables stowable in the seats additionally are adjustable vertically, moving food or other substances or materials closer to mouths and further from legs of seat occupants (or vice-versa) as desired . . . Each of these aspects of the seats and systems of the invention is intended to improve comfort-related performance of seats used commercially for transportation, whether in aircraft, land-based vehicles, or otherwise. 
     See Bentley at p. 3, 11. 7-21. 
     U.S. Pat. No. 5,133,587 to Hadden, Jr. details other adjustable seats. Discussed in the Hadden, Jr. patent are two types of bucket seats, one (shown in FIG. 8) having a hinge between an upper backrest and a lower seat portion and the other (shown in FIG. 13) lacking such a hinge. In either version the seat portion is integral, with a “flexible forward diaphragm” extending from the front portion thereof. According to the Hadden, Jr. patent, the flexible diaphragm is not mechanically adjustable, instead merely being “depressible downwardly” by a passenger&#39;s legs. See Hadden, Jr., col. 7, 11. 23-29. 
     Also disclosed in the Hadden, Jr. patent are upper and lower track members, the upper tracks connected to the upper backrest and the lower tracks connected to the lower seat portion. Received in the tracks, which appear similar to those illustrated in the Conde Nast Article, are followers in the form of rollers. The combined rollers and tracks “facilitate seat adjustability while reducing corresponding encroachment on adjacent space,” coordinating movement of the entire seat rather than merely its backrest. 
     Further described in the Hadden, Jr. patent is a tray table positioned in the rear of the backrest. Incorporated centrally into the table is an elongated slot. When the table is not deployed, the slot is engaged by a “T” member attached to the seat bucket, with the “T” member permitted to move within the slot when the attitude of the seat changes. 
     SUMMARY OF THE INVENTION 
     The present invention provides adjustable seats and components differing not only from conventional “L”-shaped seats, but also from the designs detailed in the Hadden, Jr. and other patents. By contrast with the seats of the Hadden, Jr. patent, for example, those of the invention may have a discontinuous (or non-integral) seat bottom, although the interface itself between the bottom and backrest may remain continuous. Included among other aspects of the innovative seats are mechanically-adjustable forward portions of the seat bottoms, which may be locked in position as selected by the passenger. Thus, unlike the mere “flexible forward diaphragm” of the Hadden, Jr. patent, the forward portions of seat bottoms of the present invention may be both adjusted by passengers and fixed in position once adjusted. 
     Seats as described herein, while able to rotate, additionally are adapted for greater forward translation than heretofore occurs. Such translation is available in part because tracks and followers of the present seats are located differently than as described in the Hadden, Jr. patent, with all tracks moved from the backrest portion of the chair essentially to the lower, or bottom, portion. Resulting is a seat that moves farther forward relative to its base when “reclined,” reducing inconvenience of the passenger seated directly behind the one reclining. Indeed, in some embodiments of the invention, the backrest may recline as much as 16° (from, e.g., 15° off vertical to 31°) yet have a linear rearward position change of less than four and one-half inches, substantially less than occurs today. 
     The present invention additionally extends to tray tables and mechanisms. Unlike those of the Hadden, Jr. patent, no central slot exists in the tables of the invention, enhancing the reliability, functionality, and appearance of the tables. In one version, embodied within the tables are movable pins which engage slots attached to side or, preferably, rear surfaces of the seats when the tables are not deployed. When a backrest is moved under these circumstances, the pins of the table are permitted to slide within the slots. To deploy tray tables, passengers need merely rotate knobs (or otherwise act upon alternative devices) to disengage the pins from the slots. In another version, a frame distinct from (but attached to) the seat includes both a table and latching mechanism, with a pin in the tray table engaging a slot present within the seat back. 
     Versions of tray tables described in this document further may include slots in their sides so permit the tables to slide toward a passenger in use and away from the passenger for stowage. Unlike existing trays, neither these slots nor the axis about which the tables pivot need be positioned at or adjacent an end of the trays. Instead, the trays may pivot about an axis closer to the mid-sections. Additionally, tray tables consistent with the invention may be bi-fold, in essence defining two pivot axes rather than one. So structuring the trays may be advantageous in some circumstances, where little height of the chair back is available for stowing them. 
     It thus is an object of the present invention to provide alternatives to existing adjustable seats. 
     It is also an object of the present invention to provide seats adapted for greater forward translation than conventional aircraft seats. 
     It is a further object of the present invention to provide seats having discontinuous, or non-integral, bottom portions, with the forward parts being adjustable mechanically. 
     It is another object of the present invention to provide seats with tracks permitting adjustment of both the bottoms and backrests located essentially in their bottom portions. 
     It is yet another object of the present invention to provide tray tables omitting central slots. 
     It is, moreover, an object of the present invention to provide tray tables having pins adapted to be received by, and slide within, slots protruding from seat backs. 
     It is an additional object of the present invention to provide bi-fold tray tables and other components of table assemblies. 
     Other features, advantages, and objects of the present invention will be apparent to those skilled in the art with reference to the remaining text and drawings of this application. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIGS. 1A-C illustrate an exemplary seat of the present invention in various positions. 
     FIGS. 2A-C provide comparisons of the seat of FIG.  1  and an alternative seat. 
     FIG. 3 presents a partial cross-sectional view of the seat of FIG.  1 . 
     FIG. 4 is a perspective view of part of the seat of FIG.  1 . 
     FIG. 5 is another partial cross-sectional view of the seat of FIG.  1 . 
     FIG. 6A is a rear view of portions of two connected seats consistent with FIG.  1 . 
     FIG. 6B provides yet another partial cross-sectional view of the seat of FIG.  1 . 
     FIGS. 7A-D show a tray table mechanism useful in connection with the seat of FIG.  1 . 
     FIG. 8 illustrates aspects of the tray table of FIGS. 7A-D. 
     FIGS. 9A-B illustrate an alternative tray table mechanism useful in connection with the seat of FIG.  1 . 
     FIGS. 10A-D further illustrate portions of the alternative tray table mechanism of FIGS. 9A-B. 
    
    
     DETAILED DESCRIPTION 
     FIGS. 1A-C illustrate various possible positions of an exemplary seat  10 . Seat  10  may include generally vertically-oriented backrest  14  and generally horizontally-oriented seat bottom  18 . Although preferred configurations of seat  10  are described herein, seat  10  may have backrest  14  and bottom  18  connected in any appropriate manner or integrally formed. Also shown in FIGS. 1A-C are base frame  22  and alternative adjustable footrests  26  and  30 , either of which optionally may be incorporated as part of seat  10 . Those skilled in the art will, however, recognize that base frame  22  need not appear identical to that shown in FIGS. 1A-C and that, if seat  10  includes a footrest, such footrest may differ from either footrest  26  or footrest  30 . 
     Depicted in solid lines in FIG. 1A is backrest  14  in its nominal “upright” position. In this position, backrest  14  traditionally is at an angle of approximately 15° off a vertical axis V (FIGS.  2 A-C). Phantom lines show backrest  14  in its nominally fully “reclined” position of approximately 31° off axis V. In multiple embodiments of seat  10 , rearwardmost point  34  of backrest  14  changes a distance D 1  of only approximately four to 4.37 inches linearly, notwithstanding that backrest  14  is moved angularly approximately 16° between the upright and fully reclined positions. As further described herein in connection with FIGS. 2A-C, this modest linear change during such a large angular change represents a substantial comfort-enhancing improvement over existing seats. 
     Illustrated in FIGS. 1B-C is the forward translation achieved by seat  10  when backrest  14  is reclined. By contrast with FIG. 1A, in which forwardmost point  38  of bottom  18  is proximate base frame  22 , FIGS. 1B-C show forwardmost point  38  a significant linear distance D 2  forward of frame  22 . Such distance D 2  preferably is approximately 3.10 inches, sufficiently small as not to diminish comfort of passenger P. However, although various preferred numerical values have been provided for distances D 1  and D 2  and the angular motion of backrest  14 , these values may vary as appropriate or desired depending, at least in part, on the results sought to be obtained. 
     FIGS. 1B-C additionally detail differing exemplary positionings of forward portion  42  (sometimes called the “bull nose”) of bottom  18 . Although shown only schematically, such exemplary positionings may, for example, include a lower position in which portion  42  is proximate base frame  22  and an upper position in which portion  42  is raised a distance D 3  above frame  22 . FIG. 1C illustrates forward portion  42  in its lower position, while FIG. 1B depicts portion  42  in an upper position. Embodiments of the invention allow passenger P to vary the distance D 3  based on personal preference, although such variation need not necessarily occur or, instead, may be pre-set before use. 
     FIG. 2B provides additional information about exemplary seat  10 . Shown in FIG. 2B are arm rest  46  and tray table mechanism  50 , either or both optionally included as part of the seat  10 . Mechanism  50  itself may comprise at least tray table  54  and arms  58 , two of which typically connect table  54  to one of backrest  14 , bottom  18 , or base frame  22 . Frame  22 , further, may comprise forward vertical member  62 , rear inclined member  66 , horizontal spreader  70 , and intermediate members  74  and  78 , with securing members  82  and  86  facilitating connecting seat  10  to the floor F of an aircraft cabin or any other surface. Base frame  22  alternatively may be constructed as shown either in FIG. 2A or in the Hadden, Jr. patent or in any other suitable manner. 
     FIG. 2A shows, for comparison, another type of seat  10 ′. As illustrated, seat  10 ′ includes a backrest  14 ′ adapted to recline up to 31° off vertical axis V. When fully reclined, backrest  14 ′ has extended rearward a linear distance D 4  of approximately 7.40 inches. By contrast, and as noted earlier, backrest  14  (FIG. 2B) extends rearward distance D 1  of less than approximately 4.37 inches, notwithstanding that it achieves the same final recline angle of 31° off of axis V. As a consequence, a passenger seated directly behind seat  10  retains substantially more seating area space when seat  10  is reclined than does a passenger seated directly behind seat  10 ′. FIG. 2C, finally, superimposes seats  10  and  10 ′ when backrests  14  and  14 ′ are in the upright position, confirming the positioning of a passenger P in such case can be substantially the same in either seat  10  or  10 ′. 
     FIGS. 3-4 illustrate the general bucket style of seat  10 . In the version of seat  10  shown in these drawings, bottom  18  comprises distinct forward portion  42  and rear portion  90 , the latter of which may be integral with backrest  14 . Thus, seat  10  may differ from both seats depicted in the Hadden, Jr. patent, as bottom  18  is both multi-part and lacking any hinge at interface I where rear portion  90  abuts backrest  14 . 
     To allow forward portion  42  to raise and lower respecting base frame  22 , portion  42  may pivot with respect to rear portion  90  about axis PA, which extends into the plane of the paper on which FIG. 3 appears. Parts of a suitable pivot mechanism  94  are shown in FIG. 4, although those skilled in the art will recognize that multiple different such mechanisms alternatively may be employed. Exemplary mechanism  94  additionally may include conventional hydrolock  98  (FIGS.  6 A-B), which operates on bell crank  102  and changes the position of forward rollers  106  in forward tracks  110  (typically one on each side of seat  10 ). In this way, actuation of hydrolock  98  (as, for example, by passenger P) causes forward portion  42  to raise away from base frame  22  until either hydrolock  98  is deactuated (by either the passenger or a mechanical or electrical stop) or forward rollers  106  reach rear ends  114  of tracks  110 . Forward portion  42  may be locked in any such raised position if desired, and may be lowered either by the force of the passenger&#39;s legs overcoming the lock or by electrically or mechanically releasing the lock. 
     Alternatively, hydrolock  98  may be omitted (or simply not used) in favor of a spring or other resilient means connected directly or indirectly to forward portion  42 . Typically, the spring or other mechanism would bias forward portion  42  upward. If so, its force would be counteracted (partially or completely) by the weight of a passenger&#39;s legs, in a manner somewhat analogous to the operation of some conventional theatre seats. Embodiments consistent with this alternative likely would not permit forward portion  42  to lock in any particular position, although conceivably such locking could occur. 
     FIG. 3 also details center rollers  118  and aft rollers  122 , each set designed to move cooperatively in corresponding tracks  126  and  130 , respectively. Such cooperative movement is similar to that described in the Hadden, Jr. patent in connection with its rollers and track members. Unlike the mechanisms of the Hadden, Jr. patent, however, all of rollers  118  and  122  and tracks  126  and  130  are positioned near bottom  18 ; consequently, aft rollers  122  are substantially closer to both base frame  22  and bottom  18  than are the upper rollers of the seats of the Hadden, Jr. patent. This configuration permits greater forward linear motion of seat  10  than does that of the Hadden, Jr. patent, one of many advances of the present invention. Once again, although roller and track assemblies are discussed in connection with seat  10 , those skilled in the art will understand that other guides or followers may be employed. 
     FIGS.  5  and  6 A-B supply yet additional details concerning a preferred structure of seat  10 . FIG. 6A, in particular, illustrates rears of a pair of connected seats  10 A and  10 B, with backrest  14 A of seat  10 A reclined and backrest  14 B of seat  10 B upright. Seats  10  may be connected in sets of two, three, four, or more as desired; indeed, typical long-haul aircraft flying today include coach-class cabins admitting any of these sets. Hydrolock  134 , also shown in FIGS. 6A-B, may be used in conjunction with rollers  118  and  122  and tracks  126  and  130  to control rotational and translational movement of backrest  14  and bottom  18  and lock seat  10  in a desired position. Hydrolock  134  advantageously may be activated when the passenger depresses a button on seat  10 , although other actuation mechanisms may be utilized. 
     Tray table mechanism  50  appears in FIGS. 7A-D. FIGS. 7A-B show tray table  54  in its undeployed condition, latched to the rear of backrest  14  and folded along axis FA. Also illustrated in FIGS. 7A-D is a slot-containing member  138  connected to and extending behind backrest  14 . Although preferably two members  138 , one on each side of backrest  14 , are present, only one such member is shown. 
     Engaging slots  140  in members  138  are rods or pins  142  (FIG.  8 ), which maintain table  54  in the undeployed condition. Pins  142 , which may be retracted within table  54 , extend outward from the sides of the table  54 . By connecting pins  142  with knob  146  in a suitable manner, mechanism  50  permits a passenger P to deploy tray table  54  merely by rotating knob  146 , which retracts pins  142  from slots  140  thereby freeing the table  54  from the members  138 . 
     Because of the rotational and linear moveability of seat  10 , it may be desirable for tray table  54  not to move identically. Elongated slots  140  thus permit backrest  14  to move substantially before mandating any corresponding movement of table  54 . With backrest  14  in the upright position, as disclosed in FIG. 7A, pins  142  may be positioned at a first end  150  of slots  140 . As backrest  14  reclines (FIG.  7 B), members  138  move relative to pins  142  so that pins  142  ultimately approach second end  154  of slots  140 . Readily apparent to skilled artisans that this approach avoids any need for an elongated, or “vertical” slot in the tray table  54 , contrary to the teaching of the Hadden, Jr. patent. 
     FIGS. 7C-D depict tray table  54  when deployed for use. In this condition, pins  142  have been retracted into the table  54  and the table  54  consequently released from members  138 . Because table  54  may pivot about an axis TA where it connects to pivoting arms  58 , the table  54  may be rotated by a passenger P to the position of FIGS. 7C-D. Table  54  additionally may be unfolded by rotating proximal part  158  about axis FA, so that the usable surface  162  of table  54  comprises both proximal part  158  and distal part  166 . By making table  54  foldable, it may be stowed in a restricted amount of space (as may be present in the rear of backrest  14  if, for example, a monitor is also located in the rear) yet expandable to provide an adequate surface for use. 
     Unlike many existing tray table mechanisms, mechanism  50  places axis TA an appreciable distance D 5  from distal edge  170  of table  54 . Greater balance and stability of table  54  results from this placement, particularly when weight or force is applied at or near the proximal edge  174  of table  54 . Furthermore, if slots are included in the sides of table  54  (or in the arms  58 ) so that table  54  may slide relative to arms  58 , it may be moved toward a passenger for use and away from the passenger for stowage. 
     FIGS. 9A-B and  10 A-D show an alternative tray table mechanism  50 ′. Comprising table  54 ′ and arms  58 ′, mechanism  50 ′ differs from mechanism  50  at least because it also comprises frame  178  present behind backrest  14 . Frame  178  typically is attached to any of backrest  14 , bottom  18 , or frame  22  at the same location as arms  58 ′ are attached. If frame  178  and backrest  14  include a complementary pin and slot-containing member, relative movement between the two may occur when backrest  14  is moved. By having table  54 ′ latch to frame  178  rather than directly to backrest  14 , suitable stowage of table  54 ′ may occur again without requiring any elongated “vertical” slot in the table  54 ′. 
     The foregoing is provided for purposes of illustrating, describing, and explaining embodiments of the present invention. Further modifications and adaptations to these embodiments will be apparent to those skilled in the art and may be made without departing from the scope or spirit of the invention. Additionally, incorporated herein in their entireties by this reference are the contents of the Hadden, Jr. patent and Bentley application.

Technology Category: 7