CN117902047A

CN117902047A - Aircraft seat and aircraft

Info

Publication number: CN117902047A
Application number: CN202211239192.2A
Authority: CN
Inventors: 塞德里克·瓦莱特; 安德烈亚斯·毛迈尔; 亚历杭德罗·莫拉莱斯安东; 陈昌明; 克莱芒·比夫莱; 保罗·爱德华兹; 曹力耘; 余杰
Original assignee: Airbus Beijing Engineering Technology Center Co Ltd; Airbus China Enterprise Management and Services Co Ltd; Airbus Operations GmbH; Airbus SAS
Current assignee: Airbus Beijing Engineering Technology Center Co Ltd; Airbus China Enterprise Management and Services Co Ltd; Airbus Operations GmbH; Airbus SAS
Priority date: 2022-10-11
Filing date: 2022-10-11
Publication date: 2024-04-19
Also published as: WO2024078437A1

Abstract

The invention relates to an aircraft seat and an aircraft. The aircraft seat comprises: a headrest; a back plate; and a seat pan pivotally mounted to the back panel and configured to pivot relative to the back panel from a seat pan stowed position to a seat pan deployed position for seating a user and to automatically pivot from the seat pan deployed position to the seat pan stowed position in response to a user's exit. The aircraft seat is further provided with a display configured to be displaced as the seat pan pivots. The aircraft comprises the aircraft seat. The aircraft seat and the aircraft provided by the invention can facilitate a crew to observe the condition in the cabin when sitting on the aircraft seat, and ensure the utilization rate of cabin space.

Description

Aircraft seat and aircraft

Technical Field

The present invention relates to the field of aircraft. More particularly, the invention relates to an aircraft seat and an aircraft having the aircraft seat.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

The space on board an aircraft is often limited and the passenger compartment or certain areas of the cockpit of the aircraft are particularly important in view of the combined safety and space constraints, in particular the area of the aircraft where seats are located near any emergency exits or safety doors of the aircraft or where crewmembers (passenger cabin crewmembers, loading administrators, cockpit crewmembers, etc.) are mainly located during operation of the aircraft.

Seats in certain emergency areas near emergency exit doors and main cabin doors are typically designed such that one or more components of the seat can be manually or automatically in a stowed position, such as a seat cushion or seat pan and a tray table, when the user is not occupying the seat. This is necessary in order to reduce the extent of space occupied by the seat and thereby avoid impeding passengers or crewmembers from attempting to bypass or pass the seat during rapid exit from the aircraft cabin.

The placement of the seats or equipment in these areas or the design of the seats themselves must ensure that the visually delimited areas (also called fields of view) of the crew are also unobstructed. During flight of the aircraft, the crew requires a visually demarcated area having at least 50% of the cabin area. This requirement is increased to at least 80% of the total cabin by rotation of the head and body in the range of 15 °. This visual demarcation ensures that the crew can easily observe the condition of the cabin, especially during take-off and landing of the aircraft, which must be constantly observed by the crew to ensure safety. In view of these requirements of the field of view, aircraft designers often avoid having to provide seats in certain locations due to the limitations of the visibility range, which makes it impossible to make the most efficient use of the space within the cabin of the aircraft.

It is therefore desirable to improve the design of aircraft seats in order to arrange more seats in the passenger compartment and/or to achieve a more efficient seat arrangement in the aircraft, while also ensuring that the design of the seats meets the requirements of emergency exits and crew vision.

Disclosure of Invention

It is an object of the present invention to provide an aircraft seat which, when arranged close to an aircraft emergency exit area, occupies less space when not in use than when in use. It is a further object of the present invention to provide an improved design of an aircraft seat for use by an aircraft crew such that the crew seated on the aircraft seat can easily observe conditions within the main cabin without having to forgo the use of the part of the space within the cabin available for installing the seat.

There is provided an aircraft seat comprising: a headrest; the backboard is positioned below the headrest; and a seat pan pivotally mounted to the back panel, and the seat pan is configured to be pivotable relative to the back panel from a seat pan stowed position to a seat pan deployed position for seating a user, and to be automatically pivotable from the seat pan deployed position to the seat pan stowed position in response to a user's exit. The aircraft seat is also provided with a display that may be configured to receive and display a picture or other picture within the cabin of the aircraft, and the display may be configured to shift as the seat pan pivots to the seat pan extended position, to the display standby position, and to the display stowed position as the seat pan pivots to the seat pan stowed position.

The display may be mounted to a first end of the support bar and the support bar is configured to pivot as the seat pan pivots.

The display may be mounted to the support bar via a connection device, which may include: a first link pivotally mounted to the first end of the support bar; and a second link, the display being mounted to a first end of the second link, and a second end of the second link being pivotally mounted to the first link. One of the first and second links may be configured to pivot about a pivot axis transverse to the support bar to adjust a pitch angle of the display, and the other of the first and second links may be configured to pivot about a pivot axis parallel to the support bar to adjust a lateral angle of the display.

The second end of the support lever may be mounted to a front end portion of the seat pan or a pivot shaft of the seat pan, and the support lever may be configured to be pivotable with respect to the seat pan.

The second end of the support bar may be pivotally mounted to a side of the back plate. Alternatively, the second end of the support bar may be pivotally mounted to a bulkhead in which the aircraft seat is mounted, and may be mounted proximate to a side of the back panel.

The aircraft seat may further comprise a linkage mechanism configured to pivot the pivot shaft of the support bar accordingly in accordance with the pivoting of the pivot shaft of the seat pan.

The linkage mechanism may include a sensor that may be configured to detect the pivoting of the pivot shaft of the seat plate, and an electric motor that may be configured to drive the pivot shaft of the support lever to pivot according to the detection result of the sensor.

The display receiving position may be located at one of the following positions: the upper part of the headrest; the lower part of the seat board; or in the headrest.

The aircraft seat may also include an armrest, which may be configured to pivot as the seat pan pivots, and the display is supported by the armrest, which may be collapsible or capable of being rolled or otherwise retracted such that the display may be housed in the armrest.

Preferably, the display screen of the display may be embodied as a flexible display screen, which means that the display screen may be deformed in opposite directions. Flexible OLEDs are one example of such a display screen.

There is also provided an aircraft comprising an aircraft seat according to any one of the summaries above.

The aircraft seat may be mounted to a bulkhead within the cabin of the aircraft, and the bulkhead is also mounted with an additional display located above the headrest of the aircraft seat.

The cabin may be a passenger cabin or cockpit of an aircraft.

The aircraft seat and the aircraft can meet the requirements of an emergency exit and a field of view of the crew, so that the crew can observe the condition in the cabin when sitting on the aircraft seat, the crew does not need to stand or walk in the cabin for observing the condition in the cabin, and the part of available space of the seat in the cabin is not needed to be abandoned for meeting the field of view requirement of the crew, thereby ensuring the utilization rate of the cabin space to be improved, and being beneficial to higher-density or more effective seat arrangement in the aircraft.

Features and other advantages of the invention will become apparent in the following non-limiting detailed description.

Drawings

Embodiments of the present invention will be described below, by way of example only, with reference to the accompanying drawings. In the drawings, like features or components are denoted by like reference numerals and the drawings are not necessarily drawn to scale and in which:

fig. 1 shows a view of an aircraft seat according to a first embodiment of the invention;

fig. 2 to 5 show one example of a connection device between a display and a support bar of an aircraft seat according to a first embodiment of the invention;

Fig. 6 shows a modified example of a connection device between a display and a support bar of an aircraft seat according to a first embodiment of the invention;

Fig. 7 is a view showing an aircraft seat according to a second embodiment of the invention;

Fig. 8 to 11 show schematic views of an aircraft seat according to a third embodiment of the invention;

fig. 12 shows a schematic view of a linkage of an aircraft seat according to a third embodiment of the invention;

Fig. 13 shows a schematic view of a modified example of a linkage mechanism of an aircraft seat according to a third embodiment of the invention;

Fig. 14 to 17 show schematic views of an aircraft seat according to a fourth embodiment of the invention;

fig. 18 shows a schematic view of an aircraft seat according to a fifth embodiment of the invention;

Fig. 19 shows a schematic view of an aircraft seat according to a sixth embodiment of the invention;

fig. 20 to 22 show schematic views of armrests of an aircraft seat according to a sixth embodiment of the invention;

Fig. 23 shows a schematic view of a modified example of an armrest of an aircraft seat according to a sixth embodiment of the invention;

Fig. 24 shows a schematic view of another modified example of an armrest of an aircraft seat according to a sixth embodiment of the invention; and

Fig. 25 shows a schematic view of an aircraft seat according to a seventh embodiment of the invention; and

Fig. 26 shows a perspective view of an aircraft fitted with an aircraft seat according to the invention.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, like reference numerals refer to the same or like parts and features. The drawings are merely schematic representations, not necessarily showing the specific dimensions and proportions of the various embodiments of the invention. Specific details or structures may be shown in exaggerated form in particular figures to illustrate related details or structures of embodiments of the invention.

In describing embodiments of the present invention, directional terms used in connection with "up", "down", "left", "right" are described in terms of up, down, left, right positions of the views shown in the drawings. In addition, herein, terms used in relation to "front end portion", "rear end portion" are described in terms of directions in which a user faces as shown in the drawings, and with respect to the directions in which the user faces, an end portion on the front side is defined as a "front end portion", and an end portion on the rear side is defined as a "rear end portion". In practical use, the positional relationships of "up", "down", "left" and "right" as used herein may be defined according to practical circumstances, and these relationships may be reversed. In addition, as used herein, the conjunction "or" may include "and/or" means unless the context clearly indicates otherwise.

The aircraft seat according to the invention is described in connection with its use in a crewmember seat of a passenger cabin of an aircraft. Fig. 1 shows a view of an aircraft seat 10 according to a first embodiment of the invention, showing a crew member U seated on the aircraft seat 10.

As shown in fig. 1, the aircraft seat 10 is provided in the passenger compartment of the aircraft at an aisle near the door, between the bulkhead W1 and the bulkhead W2 opposite to each other, so as not to interfere with the movement of passengers in the passenger compartment as much as possible. The bulkheads W1 and W2 may be, for example, the outer wall plates of the compartments such as the toilet room or the dining room.

The aircraft seat 10 includes a headrest 11, a back plate 12, and a seat pan 13. The headrest 11 and the backboard 12 are fixedly mounted to the bulkhead W1. The seat plate 13 is a self-rebounding seat plate pivotally mounted to the back plate 12. Specifically, the rear end portion of the seat plate 13 is pivotally mounted to the back plate 12. The seat pan 13 may pivot relative to the back plate 12 to a seat pan deployed position for seating of a user (e.g., crewmember U) in response to a force applied by the user, as shown in fig. 1; and can automatically pivot towards the seat pan 12 to a seat pan stowed position in response to the crew U moving away from the seat pan 13, the seat pan 13 folding over the seat pan 12, thereby reducing the space taken up by the seat pan 13. Preferably, the automatic resilient connection between the seat pan 13 and the back plate 12 employs a damped connection so that when the seat pan 13 is about to pivot to the seat pan stowed position, the pivoting of the seat pan 13 towards the back plate 12 is slowed to avoid a large impact. The damping connection may be of any suitable type. For example, the damping connection may be similar to a damping hinge connection installed between a cabinet and a door of a piece of furniture.

In addition, as shown in FIG. 1, the aircraft seat 10 is also fitted with a display 15. The display 15 may receive information from a camera (not shown) for monitoring pictures or other pictures within the passenger compartment and display the pictures monitored by the camera on a display screen of the display 15. In addition, the display 15 is configured to shift with the pivoting of the seat pan 13 so that the crew U can easily observe the state of the passenger in the passenger compartment while seated on the aircraft seat 10, the crew U does not need to walk back and forth in the passenger compartment in order to confirm the state of the passenger, and does not need to discard a part of the available space for using the passenger seat in the passenger compartment in order to meet the crew view requirement. The display 15 is mounted to the seat plate 13 via a support lever 14, the support lever 14 being configured to pivot with the pivoting of the seat plate 13, so that the display 15 can be displaced with the pivoting of the seat plate 13.

In the example shown in the figures, the display 15 is mounted to a first end of the support bar 14 and an opposite second end of the support bar 14 is pivotally mounted to the front end of the seat pan 13 such that the support bar 14 can pivot with the seat pan 13 and the support bar 14 can also pivot with respect to the seat pan 13. The pivotable connection between the support bar 14 and the seat plate 13 may be achieved by a pivoting connection mechanism with a self-locking function, such that the support bar 14 may be pivoted and locked in any angular position relative to the seat plate 13. The pivoting connection with self-locking function may be any suitable self-locking pivoting connection. For example, the self-locking pivot connection employed may be similar to that used in notebook computers for adjusting and locking the angle between the display screen and the body, or may be a self-locking gas spring.

When the crew member U sits on the seat pan 13 of the aircraft seat 10, as the seat pan 13 pivots to the seat pan deployment position, the display 15 is displaced to a display standby position in front of the crew member U, as shown in fig. 1, the display 15 in the display standby position is located within the field of view V of the crew member U, so that the crew member U can observe the passenger seat in the passenger compartment and the passenger sitting on the passenger seat through the screen in the passenger compartment displayed on the display 15. The crewmember U can also pivot the support bar 14 relative to the seat plate 13 by applying force to the support bar 14 as required, as indicated by the double-headed arrow K1 in fig. 1, to adjust the display 15 at the first end of the support bar 14 to a suitable position within the field of view V of the crewmember U. And when the crew U lifts up from the seat pan 13, the seat pan 13 automatically pivots to the seat pan stow position, and the support bar 14 also automatically pivots toward the bulkhead W1 as the seat pan 13 pivots to displace the display 15 to the display stow position above the headrest 11 of the aircraft seat 10 without additional manipulation by the crew U.

Preferably, the display 15 is pivotable relative to the support bar 14 to adjust the angle of the display screen of the display 15.

Fig. 2 to 5 show one example of a connection means between the display 15 and the support bar 14. As shown in fig. 2, the connection means 20 between the display 15 and the support bar 14 comprises a first connection 21 and a second connection 22. The first link 21 is pivotally mounted to a first end of the support bar 14. The display 15 is mounted to a first end of the second link 22 and an opposite second end of the second link 22 is pivotally mounted to the first link 21. In the present example, the first link 21 is pivotable relative to the support rod 14 about a pivot axis A1 transverse to the support rod 14, as indicated by the double arrow K2 in fig. 2, to adjust the pitch angle of the display 15. For example, the first link 21 may pivot to the outside about the pivot axis A1 from the recess 141 at the first end of the support lever 14, as shown in fig. 2; or the first connector 21 may pivot about the pivot axis A1 into the recess 141, as shown in fig. 5. The second link 22 is pivotable relative to the first link 21 about a pivot axis A2 parallel to the support bar 14, as indicated by the double arrow K3 in fig. 2, to adjust the lateral angle of the display 15. In the example shown in the drawings, the second end of the second link 22 connected to the first link 21 is provided with a hook 221, and the hook 221 is arc-shaped and hooked to a mounting handle (not shown in the drawings) of the first link 21 so that the second link 22 can pivot about the mounting handle of the first link 21.

When the display 15 is displaced to the display standby position shown in fig. 1 with the seat plate 13 unfolded, the display screen 151 of the display 15 faces the crew member U. At this time, the first link 21 is partially located outside the recess 141 of the support bar 14, and the hook 221 of the second link 22 is located outside the recess 141 of the support bar 14, as shown in fig. 2. At this time, if the current pitch angle position of the display screen 151 of the display 15 is not particularly suitable for the crew U, the crew U can pivot the display 15 about the pivot axis A1 with respect to the support lever 14 via the second link 22 and the first link 21 by applying a force to the display 15. For example, the display 15 may be pivoted towards the crew U to the position shown in fig. 3. In the position shown in fig. 3, the display 15 is pivoted substantially perpendicular to the support bar 14. Alternatively, the crewmember U may adjust the lateral angle of the display 15 by exerting a force on the display 15 to pivot the display 15 about the pivot axis A2 relative to the first link 21 via the second link 22.

When used, the crewmember U can place the display 15 in the position shown in fig. 2, standing straight away from the seat pan 13 of the aircraft seat 10, without additional manipulation of the display 15 or the support bar 14. As the seat pan 13 is retracted to the seat pan stowed position, the monitor 15 and support bar 14 pivot toward the bulkhead W1 and displace the monitor 15 to the monitor stowed position. Since the angle between the support bar 14 and the seat plate 13 is less than 180 degrees, the display 15 at the first end of the support bar 14 will be adjacent to the bulkhead W1 or the headrest 11 during the pivoting of the support bar 14 with the seat plate 13. Due to the damped connection between the seat plate 13 and the back plate 12, the pivoting of the seat plate 13 will be slowed, avoiding a large impact between the display 15 and the bulkhead W1 or the headrest 11. Preferably, the bezel 152 and/or the housing of the display screen 151 of the display 15 are made of a flexible material such that impact and wear on the display screen 151 is reduced when the display 15 is in contact with the bulkhead W1 or the headrest 11 during pivoting of the display 15 with the seat pan 13. Or when the crew U is ready to stand up, the crew U may push the support bar 14 such that the angle between the support bar 14 and the seat pan 13 is approximately 180 degrees, thereby avoiding the display 15 from first coming into contact with the bulkhead W1 or the headrest 11 during displacement of the display 15 with pivoting of the seat pan 13.

As the seat pan 13 continues to pivot to the seat pan stowed position, contact of the display 15 with the bulkhead W1 or the headrest 11 causes the display 15 and support bar 14 to pivot relative to the seat pan 13 into a generally straight line with the seat pan 13, with the display 15 being displaced to a display stowed position above the headrest 11. At this time, the display screen 151 of the display 15 faces the bulkhead W1. Preferably, an additional display D may be provided in a suitable location of the bulkhead W1 (e.g., a location above the headrest 11) so that the crewmember U can observe conditions within the passenger compartment through the additional display D while standing, even when the display screen 151 of the display 15 is facing the bulkhead W1 and is not visible.

In addition, when the crew member U is ready to stand up, the crew member U can pivot the display 15 about the pivot axis A1 to the position shown in fig. 4 with respect to the support bar 14 via the second link 22 and the first link 21, and further pivot until finally the first link 21 is accommodated in the recess 141 of the support bar 14, as shown in fig. 5. Then, when the crew U stands up away from the seat pan 13, as the seat pan 13 is retracted to the seat pan stowed position, the support bar 14 is pivoted toward the bulkhead W1 such that the display 15 is displaced to the display stowed position above the headrest 11, with the back side 153 of the display 15 facing the bulkhead W1 and the display screen 151 facing outward such that the crew U can still view the conditions within the passenger compartment through the display screen 151 while standing.

The connection means between the display 15 and the support bar 14 is not limited to the form of the connection means 20 shown in fig. 2 to 5. Fig. 6 shows a modified example of the connection means between the display 15 and the support bar 14.

As shown in fig. 6, the connection device 20A between the display 15 and the support bar 14 includes a first connection member 21A, a second connection member 22A. The first end of the first link 21A is pivotally mounted to the first end of the support bar 14 such that the first link 21A can pivot relative to the support bar 14 about a pivot axis B1 parallel to the support bar 14, as indicated by the double-headed arrow K4 in fig. 7, to adjust the lateral angle of the display 15. An opposite second end of the first connector 21A is provided with a female mounting portion 211. The second connector 22A is provided with a male mounting portion 221. The male mounting portion 221 is mounted to the female mounting portion 211 of the first link 21A, and is pivotable within the female mounting portion 211 relative to the first link 21A about a pivot axis B2 transverse to the support lever 14, as indicated by a double-headed arrow K5 in fig. 6, to adjust the pitch angle of the display 15. In the example shown in the drawings, the female mounting portion 211 is an open recess having a C-shaped cross section, and the male mounting portion 221 is a pillar portion having a C-shaped cross section, respectively. The second connector 22A is further provided with a connection plate 222 and a mounting plate 223, and the male mounting portion 221 is connected to the mounting plate 223 via the connection plate 222. The male mounting portion 221, the connection plate 222, and the mounting plate 223 may be integrally formed. The display 15 is fixedly mounted to the mounting plate 223 of the second connector 22A. At the time of mounting, the male mounting portion 221 of the second link 22A is aligned with the female mounting portion 211 of the first link 21A, and the connection plate 222 of the second link 22A is aligned with the opening of the female mounting portion 211 of the first link 21A, the second link 22A being mounted to the first link by sliding in the direction of the pivot axis B2. In the drawings, in order to show the structures of the first connector 21A and the second connector 22A, end caps at the ends of the female mounting portions 211 are not shown. By the mounting of the second connection member 22A with the first connection member 21A and the mounting of the first connection member 21A with the support lever 14, the display 15 is pivotably mounted to the support lever 14 such that the display 15 can be pivoted with respect to the support lever 14 in the direction indicated by the double-headed arrow K4 or the direction indicated by the double-headed arrow K5, thereby adjusting the angle of the display 15.

The aircraft seat 10 according to the first embodiment of the invention is described above. The aircraft seat 10 according to the first embodiment of the present invention can facilitate the crew to observe the state of the passenger in the passenger compartment during the flight of the aircraft by providing the display 15, and the display 15 can be displaced with the pivoting of the seat pan 13, and automatically move to the display standby position and the display storage position with the deployment and retraction of the seat pan 13 without requiring additional actions of the crew, so that the crew can observe the situation in the passenger compartment through the display 15 while sitting on the aircraft seat 10, without standing or walking in the passenger compartment in order to observe the situation in the passenger compartment, and without discarding a part of the available space of the passenger seat in the passenger compartment for satisfying the field of view requirements of the crew, thereby ensuring the effective utilization of the space in the passenger compartment.

Fig. 7 shows an aircraft seat 10A according to a second embodiment of the invention. The aircraft seat 10A has substantially the same construction as the aircraft seat 10 according to the first embodiment of the invention, the aircraft seat 10A also being mounted with the display 15, except for the mounting position of the support rod 14A of the aircraft seat 10A for mounting the display 15. Hereinafter, only the differences between the aircraft seat 10A and the aircraft seat 10 will be described, and the same parts of the aircraft seat 10A as those of the aircraft seat 10 will be denoted by the same reference numerals, and the description will not be repeated.

As shown in fig. 7, in the aircraft seat 10A, the second end of the support lever 14A is mounted to a pivot shaft at the rear end portion of the seat pan 13 so as to be pivotable together with the seat pan 13. With the seat pan 13 pivoted to the seat pan deployed position, the support bar 14A may be pivoted to the position shown in fig. 7 to bring the display 15 to the display standby position; and as the crew member U moves away from the seat pan 13, the support bar 14A pivots toward the bulkhead W1 to displace the display to a display receiving position above the headrest 11 as the seat pan 13 pivots to the seat pan stowed position. Preferably, the support bar 14A is mounted so as to be pivotable relative to the seat pan 13 as well, such that the crew U can pivot the support bar 14A relative to the seat pan 13 by applying a force to the support bar 14A as required, as indicated by the double-headed arrow K6 in fig. 7, to adjust the display 15 at the first end of the support bar 14A to a suitable position within the field of view V of the crew U.

The connection between the display 15 and the support bar 14A may employ the connection device 20 or the connection device 20A in the aircraft seat 10 according to the first embodiment of the invention, which is not repeated here.

The aircraft seat 10A according to the second embodiment of the invention can achieve similar advantageous technical effects as the aircraft seat 10 of the first embodiment.

Fig. 8 to 13 show schematic views of an aircraft seat 10B according to a third embodiment of the invention. The aircraft seat 10B has substantially the same configuration as the aircraft seat 10 according to the first embodiment of the invention, the aircraft seat 10B also being mounted with the display 15, except for the mounting of the support rod 14B of the aircraft seat 10B for mounting the display 15.

Fig. 8 and 9 show the state in which the aircraft seat 10B is retracted, and fig. 10 and 11 show the state in which the aircraft seat 10B is deployed. Fig. 8 and 10 are front views of the aircraft seat 10B, and fig. 9 and 11 are side views of the aircraft seat 10B.

The display 15 of the aircraft seat 10B is disposed to the side of the back panel 12 via a support bar 14B. The display 15 is mounted to a first end of the support bar 14B, and an opposite second end of the support bar 14B is pivotally mounted to a side of the back plate 12 and is arranged to pivot with the pivoting of the seat plate 13. When the seat pan 13 is pivoted from the seat pan stowed position shown in fig. 8 and 9 to the seat pan deployed position shown in fig. 10 and 11, the support bar 14B is correspondingly pivoted to the position shown in fig. 10 and 11 to bring the display 15 into the display standby position.

For this purpose, the aircraft seat 10B is provided with a linkage 30, the linkage 30 being configured to pivot the pivot shaft of the support lever 14B accordingly in accordance with the pivoting of the pivot shaft of the seat pan 13, thereby displacing the display 15 accordingly. Fig. 12 shows a schematic view of the linkage 30. As shown in fig. 12, the linkage mechanism 30 is configured as a link mechanism including a first link 31, a second link 32, and a third link 33. The first link 31 is partially fixedly connected (e.g., welded) to the pivot shaft 135 of the seat plate 13, preferably, is fixed to the pivot shaft 135 in a radial direction of the pivot shaft 135 such that the suspension end of the first link 31 is located outside the pivot shaft 135. The second link 32 is partially fixedly mounted (e.g., welded) to the pivot shaft 145 of the support bar 14B, preferably, to the pivot shaft 145 in a radial direction of the pivot shaft 145 such that the overhanging end of the second link 32 is located outside the pivot shaft 145. The second link 32 is provided with a slip universal joint 34, and the slip universal joint 34 can slip along the second link 32 within a certain range. One end of the third link 33 is hinged to the suspension end of the first link 31, and the other end of the third link 33 is hinged to the slip universal joint 34. When the pivot shaft 135 of the seat plate 13 pivots as indicated by an arrow T1 to pivot the seat plate 13, the pivoting of the pivot shaft 135 pivots the first link 31, and the second link 32 via the third link 33, the sliding universal joint 34, and thereby the pivot shaft 145 of the support lever 14B pivots as indicated by an arrow T2, so that the pivoting of the seat plate 13 causes the support lever 14B to pivot in linkage. The linkage 30 may be housed inside the back panel 12 and not visible from the outside, so as not to affect the appearance of the aircraft seat 10B.

In the above example, the linkage 30 is designed as a mechanical linkage. However, the present invention is not limited thereto. In other examples according to the invention, the linkage 30 may also be designed as an electric mechanism, thus making the overall structure more compact. Fig. 13 shows a linkage 30A according to a modified example. As shown in fig. 13, the linkage mechanism 30A includes a sensor S and an electric motor M. The sensor S is arranged to detect the pivoting of the pivot shaft 135 of the seat plate 13. The electric motor M drives the pivot shaft 145 of the support lever 14B to pivot accordingly according to the detection result of the sensor S.

The aircraft seat 10B according to the third embodiment of the invention can achieve similar advantageous technical effects as the aircraft seat 10 of the first embodiment and the aircraft seat 10A of the second embodiment.

Fig. 14 to 17 show a schematic view of an aircraft seat 10C according to a fourth embodiment of the invention. The aircraft seat 10C has substantially the same configuration as the aircraft seat 10B according to the third embodiment of the invention, except for the design of the display 15 of the aircraft seat 10C.

Fig. 14 and 15 show the state in which the aircraft seat 10C is retracted, and fig. 16 and 17 show the state in which the aircraft seat 10C is deployed, wherein fig. 14 and 16 are front views of the aircraft seat 10C, and fig. 15 and 17 are side views of the aircraft seat 10C.

The display 15C of the aircraft seat 10C is mounted to a first end of the support bar 14C, and an opposite second end of the support bar 14C is pivotally mounted to a side of the back panel 12 and is arranged to pivot with the pivoting of the seat pan 13. The linkage between the support bar 14C and the seat pan 13 is achieved by a linkage mechanism 30 or a linkage mechanism 30A used in the aircraft seat 10B, and a description thereof will not be repeated here.

As shown in fig. 14, the display storage position of the display 15C is located in the headrest 11C, and a partial area of the headrest 11C is provided for storing the display 15C. Preferably, the display 15C employs a foldable display screen. When in the display stowed position, the two portions of the display 15C overlie one another, making the aircraft seat overall more compact. When the seat pan 13 is pivoted to the seat pan deployment position, the display 15C is displaced to a display standby position within the field of view in front of the crewmember by the pivoting of the seat pan 13 via the support lever 14C, and then the crewmember deploys the two portions of the display 15C that are superimposed on each other as indicated by the arrow shown in fig. 17, thereby deploying the display screen of the display 15C as shown in fig. 16 and 17 for use by the crewmember.

The aircraft seat 10C according to the fourth embodiment of the invention can achieve similar advantageous technical effects as the aircraft seat 10B of the third embodiment.

Fig. 18 shows a schematic view of an aircraft seat 10D according to a fifth embodiment of the invention, showing the aircraft seat 10D in a stowed state. The aircraft seat 10D has substantially the same configuration as the aircraft seat 10B according to the third embodiment of the invention, except for the display storage position of the display 15 of the aircraft seat 10D. As shown in fig. 18, the display storage position of the display 15 is located below the seat plate 13.

The aircraft seat 10D according to the fifth embodiment of the invention can achieve similar advantageous technical effects as the aircraft seat 10B of the third embodiment.

Fig. 19 to 22 show a schematic view of an aircraft seat 10E according to a sixth embodiment of the invention. The aircraft seat 10E differs from the aircraft seats of the previous embodiments in that the aircraft seat 10E is provided with armrests, and the display is supported and housed by the armrests.

Fig. 19 shows the aircraft seat 10E in a stowed condition. As shown in fig. 19, the aircraft seat 10E includes a headrest 11, a back plate 12, a seat pan 13, and also includes armrests 16. One end of the armrest 16 is pivotally mounted to a side of the backplate 12 and is arranged to be in linkage with the seat plate 13. As the seat pan 13 pivots to the seat pan stowed position, the armrests 16 stow to both sides of the back plate 12, as shown in fig. 19. And, as the seat plate 13 is pivoted to the seat plate deployment position, the armrests 16 are deployed for use.

The aircraft seat 10E is provided with a display 15E, the display 15E being a folding display. Fig. 20 shows a perspective view of the armrest 16. As shown in fig. 20, the display 15E is folded and accommodated in the armrest 16, and a grip 154 is provided on the back shell of the display 15E for a crew to grip to spread the display 15E in the direction indicated by the arrow so that the display screen 151 of the display 15E faces outward as shown in fig. 21. In the example shown in the figures, the grip 154 may be implemented as a recess that may accommodate a crewmember's finger. When the display 15E is unfolded to the state shown in fig. 21, the display 15E may be pivoted upward to adjust the pitch angle to an appropriate angle, as shown in fig. 22.

The aircraft seat 10E according to the sixth embodiment of the invention can achieve similar advantageous technical effects as those of the aircraft seat of the foregoing embodiment. In addition, the arrangement between the armrest 16 and the display 15E is not limited to the above-described implementation, and various modifications may be made to the armrest and the display as long as the display can be supported and accommodated by the armrest.

Fig. 23 shows a perspective view of a modified example armrest 16F. As shown in fig. 23, the front end portion of the armrest 16F is provided with a hollow inner cavity. The display 15F is a folding display supported and housed in a hollow interior of the armrest 16F. The armrest 16F is also provided with a switch 161. After the armrest 16F is unfolded from the back plate with the seat plate unfolded, the display 15F is ejected from the armrest 16F by pressing the switch 161, as indicated by an arrow in fig. 23. Thereafter, the portions of the display 15F that are stacked on each other are unfolded, and the display screen of the display 15F is pivoted to an appropriate angle for use.

Fig. 24 shows a perspective view of another modified example armrest 16G. As shown in fig. 24, the armrest 16G is provided with a housing recess 162 and a spool 163. The spool 163 is pivotably mounted to an end portion of the armrest 16G, and is pivotable to be accommodated in the accommodation recess 162 of the armrest 16G, and to be pivoted to the outside from the accommodation recess 162 of the armrest 16G. The display 15 includes a flexible display screen, and is housed by being wound in the reel 163 and pivoting the reel 163 into the housing recess 162.

Fig. 25 shows a schematic view of an aircraft seat 10F according to a seventh embodiment of the invention. The aircraft seat 10F has substantially the same configuration as the aircraft seat 10B according to the third embodiment of the invention, except for the mounting position of the support bar of the aircraft seat 10F for supporting the display.

As shown in fig. 25, the display 15 is mounted to a first end of the support bar 14F, while an opposite second end of the support bar 14F is pivotally mounted to the bulkhead W1 where the aircraft seat 10F is mounted, and mounted proximate to a side of the back panel 12 of the aircraft seat 10F. The support lever 14F is configured to pivot accordingly as the seat plate 13 pivots, thereby displacing the display 15 accordingly. The linkage between the support bar 14F and the seat pan 13 may use the linkage 30 or the linkage 30A in the aircraft seat 10B in the third embodiment according to the present invention, and a description thereof will not be repeated here.

The aircraft seat 10F according to the seventh embodiment of the invention can achieve similar advantageous technical effects as the aircraft seat of the previous embodiment.

Fig. 26 shows a perspective view of an aircraft 1 fitted with an aircraft seat according to the invention. By installing the aircraft seat according to the invention, the crew member can easily observe the conditions in the passenger compartment of the aircraft 1 while seated in the aircraft seat without discarding a part of the available space in the passenger compartment in order to meet the field of view requirements of the crew member, and thus an efficient use of the space in the passenger compartment of the aircraft 1 can be ensured.

Exemplary embodiments of an aircraft seat according to the present invention are described above in connection with the use of an aircraft seat in a crewmember seat of a passenger compartment of an aircraft. However, it should be noted that the aircraft seat according to the invention is not limited to being mounted in the cabin wall of the passenger compartment to be used as a crew seat in the passenger compartment. In other examples according to the invention, the aircraft seats may be mounted to a bulkhead proximate each exit of the aircraft. For example, the cabin wall W1 in which the aircraft seat is mounted may be a cabin wall of a cockpit of an aircraft, and preferably the cabin wall W1 in which the passenger cabin of the aircraft seat is mounted may also be mounted with an additional display D, which may be located, for example, above the throw of the aircraft seat.

Exemplary embodiments of an aircraft seat and an aircraft according to the invention are described in detail above. It is to be understood that the invention is not limited to the specific embodiments described and illustrated in detail above. Those skilled in the art will be able to make various modifications and variations to the invention without departing from the spirit and scope of the invention. All such modifications and variations are intended to be within the scope of the present invention. Moreover, all the components described herein may be replaced by other technically equivalent elements.

Claims

1. An aircraft seat, the aircraft seat comprising:

A headrest;

A back plate positioned below the headrest; and

A seat pan pivotally mounted to the back panel and configured to pivot relative to the back panel from a seat pan stowed position to a seat pan deployed position for seating a user, and to automatically pivot from the seat pan deployed position to the seat pan stowed position in response to a departure of the user,

Wherein the aircraft seat is further provided with a display configured to be displaced as the seat pan pivots to the seat pan deployed position, the display being displaced to a display standby position when the seat pan pivots to the seat pan stowed position, and the display being displaced to a display stowed position as the seat pan pivots to the seat pan stowed position.

2. The aircraft seat of claim 1, wherein the display is mounted to a first end of a support bar and the support bar is configured to pivot with the pivoting of the seat pan.

3. The aircraft seat of claim 2, wherein the display is mounted to the support bar via a connection device comprising:

A first link pivotally mounted to the first end of the support bar; and

A second link, the display being mounted to a first end of the second link and a second end of the second link being pivotally mounted to the first link,

Wherein one of the first and second links is configured to pivot about a pivot axis transverse to the support bar to adjust a pitch angle of the display, and the other of the first and second links is configured to pivot about a pivot axis parallel to the support bar to adjust a lateral angle of the display.

4. The aircraft seat of claim 2, wherein the second end of the support bar is mounted to a front end of the seat pan or a pivot axis of the seat pan, and the support bar is configured to be pivotable relative to the seat pan.

5. The aircraft seat of claim 2, wherein the second end of the support bar is pivotally mounted to a side of the back panel, or

The second end of the support bar is pivotally mounted to a bulkhead in which the aircraft seat is mounted and is mounted proximate a side of the back panel.

6. The aircraft seat of claim 5, further comprising a linkage mechanism configured to pivot the pivot shaft of the support bar accordingly in response to pivoting of the pivot shaft of the seat pan.

7. The aircraft seat of claim 6, wherein the linkage comprises:

A sensor configured to detect a pivoting of a pivot shaft of the seat pan; and

And an electric motor that drives the pivot shaft of the support lever to pivot according to a detection result of the sensor.

8. The aircraft seat of claim 2, wherein the display stow position is located in one of: the upper part of the headrest; the lower part of the seat plate; or in the headrest.

9. The aircraft seat of claim 1, further comprising an armrest configured to pivot with the pivoting of the seat pan, and the display supported by the armrest, the display being capable of being folded or rolled to be housed in the armrest.

10. The aircraft seat of any one of claims 1-9, wherein a display screen of said display is a flexible display screen.

11. The aircraft seat of any one of claims 1-9, wherein said display is configured to receive and display a picture within a cabin of said aircraft.

12. An aircraft characterized by comprising an aircraft seat according to any one of claims 1-11.

13. The aircraft of claim 12 wherein the aircraft seat is mounted to a bulkhead within a cabin of the aircraft and the bulkhead is further mounted with an additional display located above a headrest of the aircraft seat.

14. The aircraft of claim 13 wherein the cabin is a passenger cabin or cockpit of the aircraft.