GB2288728A

GB2288728A - Convertible aircraft passenger seating

Info

Publication number: GB2288728A
Application number: GB9408411A
Authority: GB
Inventors: Edward Joseph Brennan; Rene Joseph Brunelle
Original assignee: Flight Equipment and Engineering Ltd
Current assignee: BE Aerospace UK Ltd
Priority date: 1994-04-28
Filing date: 1994-04-28
Publication date: 1995-11-01
Anticipated expiration: 2014-04-28
Also published as: GB2288728B; WO1995029843A1; AU2315895A; WO1995029844A1; HK1005615A1; GB2288973A; AU2315995A; GB9508732D0; GB2288973B; GB9408411D0

Abstract

An aircraft seating unit which is convertible to provide either two, Fig. 3, or three, Fig. 1, seats abreast, has a frame comprising three separate parts each carrying a backrest and a bottom cushion, the first and second of which parts are laterally movable relative to each other and to the third. The middle backrest comprises an upholstered centre back-supporting section and two upholstered side sections which are laterally movable between first, spaced, positions in which they are substantially contiguous with opposite sides of the centre section, Fig. 1, and second, inner, positions adjacent to each other, Fig. 3. The side sections are connected to the first and third frame parts so that they are automatically moved between their two positions when the frame parts are moved to convert the unit between its two seat and three seat configurations. In the two seat mode the centre back-supporting section is folded forwardly to a position between the arm rests 27 and the latter are swung towards one another to define wider seating areas. <IMAGE>

Description

CONVERTIBLE AIRCRAFT PASSENGER SEATING Aircraft passenger seating is commonly constructed in units each comprising seats for nvo or more passengers abreast, mounted on a support frame having leg stneures terminal by feet designed to engage releasably witll a pair of parallel tracks secured in the aircraft cabin floor and extending longitudinally thereof. Because some passengers are wilting to pay more than others for travel on the same journeys, most aircraft operators have fare structures in which different fares are charged for passengers occupying seats which provide different degrees of comfort. In particular the seats have different widths and usually different lateral pitches.The proportion of passengers who may wish to travel on the different fares on any one flight cannot usually be predicted long in advance so there have been developed over a number of years convertible seating units which which can be nstupulated to vary the width and frequently also the number of the seats provided in a unit.For example, in British Patent Specification No. 1,037,972 a unit is described which provides either three narrow seats abreast, separated by two armrests or two wider seats abreast, separated either by the same two armrests placed closer together or by a single wider armrest. Embodiments are described in which the armrests are separate components which are plugged selectively into soclcea appropriately positioned in the unit and in which they are sections of the backrest which are swung down selectively from their normal back-supporting positions.In the latter embodimentn the backrest which nerves the middle seat in the three seat configuration is made in two or three side by-side sections, pivotally mounted for reclining in the usual way. The sections have an anrangesnent of bolts enabling either all the sections to be connected together to serve as a single bacluest for a middle seat or the side sections to be connected respectively to the backrests which serve the side seats so as to malçe them wider for serving the two wider seats. Converting the unit between the two ahd three seat configurations involves appropriate adjustment of the bolts and the armrests.That has to be done by the aircraft cabin staff and/or airport staff and can be a time-consuming operation if many units have to be converted. Furthermore, when a part of the backrest is swung down forwardly to serve as an armrest that leaves a gap between the remaining backrest parts which exposes a passenger to the view of a passenger in a seat to the rear.

The invention is concemed with convertible seating units which can provide either two wide seats or three narrow seats, which will for convenience be referred to as "two to three convertible' seating units.

Since the publication of British Patent Specification No. 1,037,972 and equivalents in other countries there have been many developments of such units. Examples are in European Patent SpecíSScations Nos. 0 227 239 and 0 385 861 and U.S. Patent Specifications Nos. 3,877,747, 4,533,175, 4,881,702, 5,104,065 and 5,178,345.

In almost all the two to three convertible units described in the abovementioned disclosures conversion between the two and three seat configurations involves one or more separate operations such as are mentioned above to locate the armrests and backrest parts appropriately for the number of seats to be provided Conversion therefore takes some time and can undesirably increase the time between an aircraft completing one night and being ready for the next. In the earlier disclosures the units have fixed support flames and conversion mainly involves moving armiests and backrest parts relative to the support frame.

However, in the last three disclosures mentioned the frame comprises three separate parts, the first and second of which are laterally movable relative to each other and to the third to enable the unit to be converted between the two configurations. The third frame part comprises two parallel transverse tubes. The second frame part is slidable on the tubes and the third frame part comprises two parallel transverse tubes which are respectively slidable within the tubes of the first frame part. One frame part is fixed to the leg structure and the others are movable relative to it. For a seating unit to be mounted at the side of an aircraft the first frame part is fixed to the leg structure and intended to be positioned adjacent to the sidewall or window of an aircraft cabin.There are lost motion connections between the respective frame parts so that conversion of the frame ne can be accomplished by sliding movement of the third frame part towards or away from the first In practice that involves an operator grasping a handle on the aide end of the unit and either pushing it towards or drawing it away from the window or sidewall.

In the two to three convertible units described in U.S. SpecIfications Nos. 4,881,702 and 5,104,065 it is still necessary for the operator to rearrange the armrests and backrest parts manually before or after sliding the third frame part towards or away from the first. In 4,881,702 the intermediate armrests used in the three seat configuration must be removed and a centre section of the middle beerest is swung down to form a wider arrest for the two seat configuration. The removed armrests then have to be stored in the unit until required again.The middle backrest comprises three sections, the side ones of which are either bolted to the centre section in the three seat configuration or to the side backrests in the two seat configuration, giving the effect of two wider baclue=. In 5,104,065 the intermediate armrests are slidably mounted on short transverse rods along which they have to be moved by hand and then secured in position during conversion.

The middle baclcrest is in two sections which are connected together in the three seat configuration but disconnected, moved apart laterally and connected to the side backrests in the two seat configuration.

U.S. Specification No. 5,178,345 discloses a two to three convertible seating unit having a middle backrest formed in two sections in which the intermediate armrests and the bolts which connect the middle backrest sections together or to the side backrests are connected to parts of the frame by push-pull flexible control cables so that the said sliding movement automatically re-positions the intermediate armrests and makes appropriate connections between the backrest sections. Conversion is thus accomplished entirely by moving tile third frame part relatively towards or away from the first. No preliminary or subsequent manipulation of armtests, backrests or seat cushions is require. Thus there is a substantial time saving in effecting conversions. When a seating unit is mounted with its first frame part adjacent to a sidewall or window of an aircraft it is only necessary for an operator to push or pull the aisle end of the unit towards or away iroin the sidewall or window.

The arrangement has limitations because the distance moved by the respective intermediate armrests and bolts relative to their mountings is essentially identical to the relative movement between the inner and outer elememts of the respective control cables. For example, the inner element of a control cable for an intermediate armrest slidably mounted on the third frame part is connected to the second frame part and Its outer element is connected to the third frame part. ff the third frame part is moved inwardly by two inches (SO.8 mm.) in conversion from three seats to two then the intermediate armrest will move the same distance relative to the third frame part and twice that distance relative to the second frame part.The bolts likewise have to move two inches (50.8 mm.). Furthermore friction in the cables can make it difficult for an operator to perform the conversion.

The present invention provides an improvement on the last-mentioned disclosure.

According to tills invention, in a two to three convertible seating unit having a frame comprising three separate pans, the first and second of which are laterally movable relative to each other and to the third to enable the unit to be converted between the two configurations, the middle backrest comprises a back frame mounted on the second frame part and carrying a headrest, a centre back-supporting section pivotally mounted so as to be capable of swinging from an upright position below the said headrest and a lowered position in which it extends substantially parallel to the seating surface and two side sections which are laterally slidable relative to the centre section between spaced positions in which they are contiguous with opposite sides of the centre section to form with it a backrest for a middle seat and inner positions in which they lie behind the lowered centre section, the side sections being connected to the first and third frame parts so that they are automatically moved between their spaced positions and their inner positions when the frame parts are moved to convert the unit beeen its two seat and three seat configurations.

The centre section preferably has on its rear face a surface suitable for use as a table when it is in its lowered position.

Further according to the invention, in a two to three convertible seating unit having a frame comprising three separate parts, the first and second of which are laterally movable relative to each other and lo the third lo enable the unit to be converted between the two configurations, two intermediate armrests are mounted on the frame with swivel mountings so as to lie in front of the backrests and be capable of swinging between outer positions in which they define a narrow middle seat location and inner positions in which they define with end armrests wider outer seat locations and each swivel mounting is linked to the frame part adjacent to that carrying the swivel mounting so that relative lateral movement between the frame parts will swing the armrests between their respective positions.

Preferably the swivel mountings are of a pantograph type so as to maintain the intermediate amirests in an upright disposition during their movements.

A two to three convertible unit preferably has both a middle backrest and two intermediate armrests as described above so that conversion between the two configurations is effected entirely by moving the third frame part towards or away from the first. Preferably the inner positions of the intermediate armrests are adjacent to the lowered centre section of the backrest so as to give the impression of a single wide armrest which may have a table surface as described. The centre section of the backrest may rest upon the intermediate armrests when lowered.

An embodiment of the invention is illustrated by way of example by the accompanying drawings, in which: Figure 1 is a front elevation of a two to three convertible seating unit mounted in an aircraft, the unit being in its three seat configuration, Figure 2 is a plan of the unit shown in Figure 1, Figure 3 is a view similar to Figure 1, showing the unit in its two sent corfigurion, Figure 4 is a plan of the unit shown in Figure 3, Figure 5 is a diagrammatic plan of the frame of the unit shown in Figure 1, in its three seat configuration, Figure 6 is a diagrammatic front elevation of part of the seating unit in the three seat configuration, showing the mounting of the inntermediate armrests, Figure 7 is a view similar to Figure 5, showing the unit in its two seat configuration, and Figure 8 is a view similar to Figure 6, showing the unit in its two seat configuration.

The two to three convertible seating unit shown in Figures 1 and 2 comprises a support frame having leg structures 1 terminated by feet 2 which engage tracks 3 running longitudinally in the floor 4 of the airaaft. This is common practice and need not be described further. Three seats 5, 6 and 7 are provided on the seating unit, which is mounted with the first seat 5 adjacent to an aisle and the third seat 7 adjacent to the sidewall 8 of the aircraft.The flame, which is not visible in Figure 1 but is partly shown in Figures 5 and 6, coinpnses three parts, the first and second of which support the first and second seats 5, 6 and are laterally movable relative to each other and to the third, supporting the third seat 7, to enable the unit to be converted between the configuration shown in Figures l and 2, providing three seats, and a two seat configuration shown in Figure 3 and 4 in which the first and third seats 5, 7 are widened and the second seat 6 is narrowed and ineffective. The third frame part, supporting the seat 7, comprises two parallel transverse tubes 9 secured to the leg structures 1 and having two longitudinal supporting members (not shown) secured to the tubes and spaced so as to support the bottom cushion of the seat 7.The second frame part comprises two longitudinal support members 10 (only one is shown) slidable on the transverse tubes 9 and spaced to support the bonom cushion of the middle seat 6. The third frame part comprises two parallel transverse tubes 11 which are respectively slicable within the tubes 9 of the first frame part and two longitudinal support members 12a and 12b which are spaced so as to support the bottom cushion of the first seat 5. Support member 12a is secured to the two tubes 11 and support member 12b is slidable on the tubes 9. The respective pairs of longitudinal support members are respectively joined by sheet metal cushion supports (not shown) in conventional manner, which maintain their respective spacings.

The longitudinal support members are extended rearwardly to provide mountings for backrests 13, 14, 15 for the three seats. The support members 12a and 12b of the first frame part and those of the third frame put ate of conventional form, providing hinge mountings for the backrests 13 riijd 15 so that they can be reclined or break toward. The usual recline mechanisms are provided but not shown. The support members of the second frame part provide for lateral movement of parts of the second backrest 14 and will be described later.

The telescopic sliding tubes 10 and 11 and the support members which are slidable on the tubes 9 enable the first frame part to be moved laterally inwardly from the position shown in Figure 6, corresponding to Figure 1 in which the unit provides three seats, to the position shown in Figure 6 in which a buffer 16 on the support member 12b abuts against the adjacent support member 10 of the second frame part. On further inward movement of the first frame part the buffer 16 causes the two support members of the second frame part to slide laterally along the tubes 9 until the second support member 10 abuts against a similar buffer on the adjacent support member of the third frame part.A latching mechanism 17 mounted on the first frame part and can be controlled by a handle 18 on the outside of support member 12a to withdraw bolts 19 from holes 20 in the tubes 11 and holes 21, 22 in the tubes 9 which are aligned with them in the two configurations. A stud 23 secured to the support member 12b and slidable through the adjacent support member 10 provides a lost motion connection between the first and second frame parts, having a head 24 which limits the relative movement between the two frame parts as the first frame part is drawn away from the second in converting from the two seat configuration shown in Figures 3 and 4 to the three seat configuration shown in Figures 1 and 2.

The construction of the frame described above is similar to frames which are described in more detail the last three disclosures mentioned above and which are now quite well known. Reference may be made to those disclosures for any details which are omitted from the above description.

Side armrests 25, 26 are respectively secured to the outer support members of the first and third frame parts and intermediate arrests 27 are mounted on the support members 10 of the second frame part to define the seats S and 7 in lhe two configurations and the middle seat 6 in the three seat configuration. In Figures 1 and 2 the intermediate armrests 27 are substantially equally spaced from each other and from the adjacent side armrests 25 and 26. The intermediate armrests thus define three nanower seats, typically of width about 17 inches (432 mm.).On moving the first and second frame parts inwardly towards the third frame part, the intermediate arenrests 27 are moved towards each other to provide two wider seats S and 7 on the first and third frame parts, typically of width about 19 inches (483 mm.), and effectively liminRting the second or middle seat 6.

The middle backrest 14 comprises a frame 28 which is pivotally mounted on the rearward extensions of the support members 10 of the second frame part so that it can be reclined or break forward in the usual manner and it is controlled by a recline mechanism (not shown) as usual. A headrest 29 is mounted on the top of the frame 28 and is of width approximating to the spacing between the intermediate armrests in the three seat configuration.Two upholstered side panels 30, 31 are slidably mounted on the frame and an upholstered centre panel 32 is pivotally connected to the frame so as to lie between them and below the headrest 29 in the three seat configuration and to be swung downwardly and forwardly to a position between the middle seat cushion in the two seat configuration, as shown in Figures. 3,4 and 8.

Figures 6 and 8 show how the backrest side panels 30 and 31 are slidably mounted on rods secured to the supporting members 10 of the second frame part and drawn apart by an elastic cord 33 secured at its ends to the respective side panels and passing over pulleys 34 carried on the frame 28. In the three seat position they are drawn apart by the rubber cord, but when the backrest 13 is pushed inwrdly during conversion to the two seat configuration it abuts against the panel 30 and causes it to move inwardly. Then on further movement the panel 31 abuts against the bavckrest 15 and is likewise moved inwardly. To permit this movement the centre panel 32 is first swung down as mentioned above.

The intermediate armrests 27 are mounted on parallel links 35 pivotally mounted on the support members 10 of the second frame part to form a pantogrph linkage which maintains the orientation of the armrests 27 as they move between their two positions. The pantograph linkages are respectively connected by links 3G, 37 to the adjacent support members 12b and 38 of the first and third frame parts. Thus they are automatically moved between their two positions when the first frame part is moved inwardly or outwardly.

Claims

1. A two to three convertible aircraft seating unit having a frame comprising three separate parts each carrying a backrest and a bottom cushion, the first and second of which parts are laterally movable relative to each other and to the third to enable the unit to be converted between the two configurations, in which the middle backrest comprises an upholstered centre back-supporting section and two upholstered side sections, the two side sections being laterally movable relative to the centre back-supporting section between first, spaced, positions in which they are substan(laily contiguous with opposite sides of the centre section and second, inner, positions adjacent to each other, the side sections being connected to the first and third frame parts so that they are automatically moved between their first, spaced, positions and their second, inner, positions when the frame parts are moved to convert the unit between its two seat and three seat configurations.

2. A two to three convertible aicrart seating unit as claimed in Claim 1 wherein the upholstered centre back-supporting section is pivotally mounted on the second frame part so as to be capable of swinging between subSially upright backiupporting positions and a lowered position in which it extends substantially parallel to the seating surface of the botom cushions.

3. A two to three convertible aircraft seating unit as claimed in Claim 2 wherein the upholstered centre back-supportiag section has on its rear face a surface suitable for use as a table when it is in its lowered position.

4. A two to three convertible aircraft seating unit as claimed in Claim 2 or Claim 3 wherein the two upholstered side sections in their second, inner, positions are behind the centre backiupportiug section.

5. A two to three convertible aircraft seating unit as claimed in any preceding Claim wherein the two upholstered side sections are connected together by resilient means urging them towards their first, spaced, positions, the resilient means being stretched when the side sections are mpoved towards their second, inner, positions.

6. A two to three convertible aircraft seating unit as claimed in any preceding claim wherein the middle backrest comprises a back frame mounted on the second frame part and caning the upholstered centre back-supporting section and side sections.

7. A two to three convertible aircraft seating unit as claimed in claim 6 wherein the back Same may cany a headrest so that the centre back-supporting section, when in its upright positions, extends floin the headrest to the middle bottom cushion.

8. A two to three coiwertible aircraft seating unit as claimed in any preceding claim including end amrests mounted respectively at the opposite ends of the first and third frame parts and two irrermediate artnrests wherein the intermediate armrests are mounted on the second frame part with swivel mountings so as to lie in front of the backrests and be capable of swinging been outer positions in which they define a narrow middle teat location and inner positions in which they each define with the adjacent end areest a wider outer seat location and links connect the swivel mountings respectively to the adjacent first and third flame parts so that relative lateral movement between the frame parts will swing the annrests between their respective positions.

9. An aircraft having fitted therein a two to three convertible aircraft seating unit as claimed in any preceding claim.

9. A two to three convertible ainrait seating unit having a frame comprising three separate parts, the first and second of which are laterally movable relative to each other and to the third to enable the unit to be converted between the two configurations, wherein two intermediate armrests are mounted on the frame with swivel mountings so as to lie in front of the backests and be capable af swinging between outer positions in which they define a narrow middle seat location and inner positions in which they define with end armnrtr wider outer seat locations and each swivel mounting is linked to the frame part adjacent to that carrying the swivel mounting rio that relative lateral movement between the frame parts will swing the -rests between their respective positions.

10. A two to three convertible aircraft seating unit as claimed in claim 8 wherein the swivel mountings are of a pantograph type to as to maintain the intermedlate arrests in an upright disposition during their movements.

11. A two to three convertible aircraft seating unit substantially as hereinbefore described with reference to and as Illustrated by the accompanying drawings.

12. An aircraft having fitted therein a two to three convertible aircraft seating unit as claimed in any preceding claim.

Amendments to the claims have been filed as follows CLAIMS A two to three convertible aircraft seating unit having a frame comprising three separate parts each carrying a backrest and a bottom cushion, the first and second of which parts are laterally movable relative to each other and to the third to enable the unit to be converted between the said configurations, in which the middle backrest comprises a centre back-supporting section and two side sections, the two side sections being laterally movable relative to the centre back-supporting section between first, spaced, positions in which they are substantially contiguous with opposite sides of the centre section and second positions adjacent to each other, the side sections being connected to the first and third frame parts so that they are automatically moved between their first, spaced, positions and their second positions when the frame parts are moved to convert the unit between its three seat and two seat configurations.

2. A two to three convertible aircraft seating unit as claimed in Claim 1 wherein the centre back supporting section is pivotally mounted on the second frame part so as to be capable of swinging between substantially upright back-supporting positions and a lowered position in which it extends substantially panlllel to the seating surfaces of the bottom cushions and in front of the side sections.

3. A two to three convertible aircraft seating unit as claimed in Claim 2 wherein the centre back supporting section has on its rear face a surface suitable for use as a table when it is in its lowered position.

4. A two to three convertible aircraft seating unit as claimed in Claim 2 or Claim 3 wherein the middle backrest comprises a backrest frame mounted on the second frame part and canying the upholstered centre back-supporting section and side sections.

5. A two to three convertible aircraft seating unit as claimed in Claim 4 wherein the centre back supporting section is pivotally mounted on the backrest frame and the side sections are slidably mounted on the backrest frame, the pivotal mounting permitting the centre section to swing between its back-supporting positions in which it is supported against the backrest frame and its lowered position.

6. A two to three convertible aircraft seating unit as claimed in Claim S wherein the back frame carries a headrest so that the centre back-supporting section, when in its back-supporting positions, extends substantially from the headrest to the middle bottom cushion.

7. A two to three convertible aircraft seating unit as claimed in any preceding claim wherein end annrests are mounted respectively at the opposite ends of the first and third frame parts and two intermediate arrests are mounted on the second frame part with swivel mountings so as to lie in front of the backrests and be capable of swinging between outer positions in which they define a narrow middle seat location and inner positions in which they each define with the adjacent end armrest a wider outer seat location and links connect the swivel mountings respectively to the adjacent first and third frame parts so that relative lateral movement between the frame parts will swing the intermediate armrests between their respective positions.

8. A two to three convertible aircraft seating unit substantially as hereinbefore described with reference to and as illustrated by the accompanying drawings.