JP7300035B2 - Seat unit and its mounting method - Google Patents

Description

The present invention relates to a seat unit and its mounting method.

Each seat module of the aircraft of US Pat. No. 4,600,004 consists of a seat and movable seat members of one seat unit and an ottoman of another seat unit. Then, it is described that a flat bed is formed by flattening a plurality of movable seat members and connecting the seat and the ottoman with the flattened seat members.

Also, the seat module is provided on a planar member called a plinth or pallet as a support structure for supporting it off the floor. A planar member is then fixedly attached to a seat track embedded in the floor.

As this mounting method, it is described that a three-point fixation is used instead of the existing four-point fixation.

JP 2008-174231 A

However, in order to increase the degree of freedom in arranging the seat units, there is a need to fix only one seat unit at three points.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a seat unit for an aircraft that can be directly three-point fixed with a seat track provided on the floor of the aircraft.

In order to achieve the above object, one representative seat unit of the present invention includes a shell structure in which a lower structure and an upper shell of the seat unit are united, and a structure for directly mounting the lower structure to a pair of seat tracks. The lower structure comprises a plate-shaped bottom to which the three fixtures are attached , and a pair of plate-shaped side walls connecting both sides of the bottom and the upper shell. , a monocoque structure in which a rectangular tubular hollow area is formed surrounded by the bottom portion, the side walls and the upper shell, and the three fittings are positioned to fit with the pair of seat tracks. a lateral positioning member for lateral adjustment, a first fixture secured to one of said pair of seat tracks, a second fixture being one of said pair of seat tracks, Secured at a point spaced from the first fixture, the third fixture being the other of the pair of seat tracks and between the first fixture and the second fixture. is fixed to the part corresponding to

According to the present invention, when the floor of the fuselage of the aircraft is deformed, the seat unit itself can be deformed accordingly, and damage to the seat unit can be prevented.

1 is a front perspective view of a seat unit according to a first embodiment; FIG. FIG. 4 is a diagram for explaining the positional relationship between the seat track and the fixture according to the first embodiment; Sectional view of the seat track. FIG. 2 is an enlarged view of the periphery of the track fitting member according to the first embodiment; FIG. 4 is an enlarged view of the periphery of another track fitting member according to the first embodiment; FIG. 4 is a front perspective view of a shell structure according to a second embodiment; The figure for demonstrating the case where the shell structure which concerns on 2nd Embodiment deform|transforms. The front perspective view of the seat unit which concerns on 2nd Embodiment. The rear perspective view of the seat base which concerns on 2nd Embodiment. FIG. 11 is an enlarged view of the vicinity of the bottom of the seat base according to the second embodiment;

(First embodiment)
FIG. 1 is a view of the seat unit according to the first embodiment as seen obliquely from the front, and is an experimentally manufactured seat unit for an economy class installed in the cabin of an aircraft. When an actual seat unit is installed in an aircraft, armrests, seat belts, and the like are also provided.

(overall structure)
The seat unit 100 comprises a lower seat 110 , an upper seat 120 and a seat base 300 . The lower seat 110 is also called the seat portion, the upper seat 120 is also called the back portion, and the seat base 300 is also called the undercarriage. The lower seat 110 and the upper seat 120 are made of cushion members, and the seat base 300 is made of metal.

A first seat track 282 and a second seat track 284 form a pair of seat tracks and extend longitudinally of the aircraft fuselage. In an aircraft, the seat unit 100 is attached to the fuselage of the aircraft by fixing the seat base 300 to a pair of seat tracks, and passing a predetermined dynamic load test is necessary to ensure the safety of passengers. be.

The bottom of the seat base 300 is secured to the first seat track 282 via a first fixture 272 and a second fixture 274, and to the second seat via a third fixture 276. Affixed to track 284 . It should be noted that the fixtures (272, 274, 276) and seat tracks (282, 284) of FIG. 1 were manufactured experimentally, and the actual fixture and seat track construction will be described later.

FIG. 2 is a diagram for explaining the positional relationship between the seat track and the fixture. The first fixture 272 is the first seat track 282 and is mounted forward of the seat base 300 . A second attachment 274 is the first seat track 282 and is attached to the rear of the seat base 300 . That is, the second mounting 274 is fixed to the first seat track 282 at a point spaced apart from the first mounting 272 .

The vertical leg down from the first fixture 272 to the second seat track 284 is 372 and the vertical leg down from the second fixture 274 to the second seat track 284 is 374 . A third fixture 276 is a second seat track 284 and is secured between a front vertical leg 372 and a rear vertical leg 374 .

Between the forward vertical leg 372 and the rearward vertical leg 374 is the second seat track 284 corresponding to the portion between the first fixture 272 and the second fixture 274. do. In FIG. 2, the third fixture 276 is fixed approximately in the center of this corresponding portion.

Approximately the center of the corresponding portion means that from the front vertical leg 372 to the third fixture 276 when the distance from the front vertical leg 372 to the rear vertical leg 374 is 100% as a whole. is preferably in the interval of 30% to 70%, more preferably in the interval of 40% to 60%.

In FIG. 2, the seat base 300 faces the first seat track 282 and the second seat track 284, but may be tilted. Also, even when tilted, the third fixture 276 need only be fixed substantially centrally between the front vertical leg 372 and the rear vertical leg 374 .

The order of attaching the fixtures to the seat track is to first secure the first fixture 272 in front of the first seat track 282 and then secure the first fixture 272 to the front of the first seat track 282 and then to the first fixture 272 . and, finally, a second seat track 284 corresponding between the first mounting 272 and said second mounting 274. A third fixture 276 may be secured to the portion.

FIG. 3 is a cross-sectional view of the structure of the seat track. The aircraft fuselage has a seat track 280 that runs along the length of the aircraft (perpendicular to the plane of the paper in FIG. 3) and runs into the floor of the fuselage. The seat track 280 includes an underfloor structure portion 286 that serves as a structural member under the floor of the aircraft fuselage, a flat portion 287 that supports the floor plate, and a fitting portion 288 on the seat track side. The seat track is formed from iron forgings.

FIG. 4 is an enlarged view of the periphery of the track fitting member according to the first embodiment. The seat unit is secured to the seat track by track fitting members. Fixtures 270, also called fitting brackets, are secured to the seat track. The fitting side mating portion 291 is secured with the seat track side mating portion 288 . The track fitting member is formed by forging iron, and the fitting portion 291 on the fitting side is circular with a diameter of 10 mm to 15 mm.

The track fitting member 290 is provided with a bolt 294 and a nut 295 for fixing the track fitting member 290 to the fixture 270 by pressing the plunger 293 downward by a vertical spring 292 to take the load in the longitudinal direction of the fuselage. Further, a horizontal spring 296 is provided to prevent rattling when a play is provided to allow an error in the distance between the pair of left and right track fittings. A lateral spring 296 presses the fitting portion 291 on the fitting side toward the center from both left and right sides.

FIG. 5 is an enlarged view around another track fitting member according to the first embodiment. The difference from FIG. 4 is that a right cushioning material 297 and a left cushioning material 298 are attached between the track fitting member 290 and the mounting fixture 270 instead of the horizontal spring 296 . The right cushioning material 297 and the left cushioning material 298 are provided with holes through which the male threaded portions of the bolts 294 pass. A right cushioning material 297 and a left cushioning material 298 center the fitting portion 291 on the fitting side.

Lateral spring 296 of FIG. 4 and right and left shock absorbers 297 and 298 of FIG. 5 laterally adjust the mating position between the fitting side mating portion 291 and the seat track side mating portion 288. It serves as a lateral position adjusting member. Equipping the third fixture 276 of FIG. 2 with such a lateral position adjusting member is useful for adjusting the gap between the pair of right and left track fittings when the floor of the aircraft fuselage is deformed. Most effective. Additionally, lateral positioning members are preferably provided for all three fixtures 272, 274 and 276 of FIG.

(Effect)
According to a first embodiment, the seat unit undercarriage is directly fixed to a pair of seat tracks by three fixtures so that when the aircraft fuselage floor is deformed, the seat unit itself follows. It has the effect that it can be deformed and the breakage of the seat unit can be prevented.

Further, the lateral position adjusting member has the effect of absorbing the deformation of the seat track by adjusting the gap between the pair of right and left track fittings when the floor of the aircraft fuselage is deformed.

(Second embodiment)
Next, a second embodiment will be described with reference to FIGS. 6 to 12. FIG. In the second embodiment, a seat unit for business class or first class provided in an aircraft cabin will be described.

(overall structure)
FIG. 6 is a perspective view of the shell structure obtained by combining the lower structure and the upper shell of the seat unit according to the second embodiment, as seen obliquely from the front.

(overall structure)
In FIG. 6, the shell 20 consists of a seat base 240, which is the lower structure of the seat unit, and an upper shell lying thereon. The upper shell is composed of a right shell 210, a rear shell 220 covering the entire rear surface, and a left shell (not shown). Since FIG. 6 is a perspective view, the left shell is not shown.

The seat base 240, which is the lower structure of the seat unit, is formed in a hollow box shape using integrally formed members. Here, the integrally formed member specifically includes thermoplastic resins such as polyetherimide and polyetherketoneketone, thermosetting resins capable of appropriately controlling combustibility, carbon graphite fiber, and glass. A member formed from a composite material such as fiber or aramid fiber, which may include a core material such as foam or honeycomb. The upper shell is also formed from a similar composite material.

Such an integrally formed composite member can form a strong three-dimensional shape without using connecting parts such as bolts and nuts. Moreover, since it is formed of the composite material as described above, it is possible to greatly reduce the number of portions to be subjected to rust prevention treatment compared to existing metal structural members.

Further, the hollow box structure means a cylindrical structural shape, which is a so-called monocoque structure. As such, the seat base 240 can support the load of the seat, the passenger, and equipment used by the passenger (such as a reading light).

The hollow area 242 of the seat base 240 is rectangular in shape when viewed from the front of the seat, but may be quadrilateral such as a trapezoid. Further, the thickness of the seat base 240, that is, the member constituting the seat lower structure is approximately 10 mm to 15 mm.

In such a seat base 240, since there is no concept of a columnar support or leg supporting the foot of one seat, the position of which is restricted by the position of the seat track on the fuselage side, the position of the seat track on the fuselage side does not exist. There are no positional restrictions due to Also, a common structure can be adopted for seats of various sizes and shapes regardless of the shape of the upper structure of the seat. In addition, since there are no restrictions on the position of the legs in the installation of the electrical equipment and the layout of the wiring associated therewith, it is possible to increase the degree of freedom in design and achieve commonality.

A partition member 250 can also be arranged in the hollow area 242 . Since the seat base 240 has a hollow monocoque structure, the partition member 250 (also called a partition plate) does not need to support the load of passengers and the like, and can move freely within the hollow area 242 .

The right shell 210 , the rear shell 220 that covers the entire rear surface, and the left shell (not shown) are also formed using the same integrally formed member as the seat base 240 .

Moreover, FIG. 6 shows the state before the seat 10 is attached. Above the seat base 240 is an upper seat support 160 for supporting the upper seat 120 of the seat 10 . In addition, a storage box 330 that serves as both a console and a leg space for the rear seat is provided on the right side of the upper seat support.

Since the seat base 240 itself has a monocoque structure, it has a considerable degree of strength. However, it is also possible to further dispose a local reinforcing member 170 on the upper surface of the seat base 240 where the seat 10 is mounted. Load distribution can be achieved by adding local stiffeners 170 to prevent stress concentrations of loads from passengers.

FIG. 7 is a diagram for explaining a case where the shell structure according to the second embodiment is deformed. At the bottom of the seat base 240 are a first fixture 272 secured forward of the first seat track 282, a second fixture 274 secured rearward of the first seat track 282, and a second seat track 284 with a first fixture 272 secured to corresponding portions between a first fixture 272 and a second fixture 274 .

In FIG. 7, the solid line represents the shell structure before deformation, and the dotted line represents the shell structure after deformation. The conditions for simulating this deformation are that the second seat track 284 does not deviate from the reference line, and the starting point is the rear of the first seat track 282 (on the side of the second fixture 274) and the front of the first seat track 282. (the first fixture 272 side) is shifted obliquely downward by 10°.

In this way, even if the distance between the pair of seat tracks 282 and 284 is changed, the seat base 240 fixed to the pair of seat tracks 282 and 284 via the three fixtures 272, 274 and 276 will be tilted downward. , and the shell 20 can also be deformed accordingly.

FIG. 8 is a perspective view of the seat unit according to the second embodiment as seen obliquely from the front. This seat unit comprises a lower seat 110 on which a passenger sits, an upper seat 120 on which the passenger rests his or her back, a headrest 130 on which a passenger rests his head and rests his neck, and a leg rest 140 on which his legs are placed to reduce fatigue in his calves and the like. It is a form in which the provided seat 10 is placed on the shell 20 described with reference to FIG.

Note that the seat reclining mechanism 180 is a mechanism for tilting the upper seat 120 rearward. The foot reclining mechanism 190 is a mechanism that rotates the legrest 140 so as to lift it up close to the surface of the lower seat 110 .

FIG. 9 is a perspective view of the seat base, which is the lower structure of the seat unit according to the second embodiment, viewed obliquely from behind. Shell 20 is illustrated with right shell 210 and left shell 230, with rear shell 220 omitted for convenience of describing the seat track.

A first seat track 282 and a second seat track 284 are arranged generally parallel to form a pair of seat tracks and extend longitudinally of the aircraft fuselage. In FIG. 11, the seat base 240 is oriented slightly to the left with respect to the longitudinal direction of the fuselage of the aircraft. Therefore, the seat base 240 is not directly facing the first seat track 282 and the second seat track 284, but slightly to the left.

Note that the position of the actual seat track differs depending on the type of aircraft body. Also, a pair of seat tracks to which the seat unit is fixed may be selected from two or more seat tracks.

Three mounting blocks are inserted into the bottom of the seat base 240 (the mounting blocks are shown in dashed lines). The seat base 240 is secured via three mounting blocks to three fixtures for attachment to the aircraft fuselage. Since the seat base 240 is of monocoque construction, mounting blocks are provided on the bottom of the seat base 240 and are used to reinforce the connection between the mountings and the seat base 240 . The material of the mounting block is preferably metal, but the material is not limited as long as it is a reinforcing block.

In FIG. 9, a first mounting block 262 is inserted forward of the bottom of the seat base 240 and a second mounting block 264 is inserted behind it to attach the seat base 240 to the aircraft fuselage at three points. . A third mounting block 266 is inserted on the right side.

Underneath each mounting block are respective mountings to the seat track (mountings shown in solid lines). That is, the first fixture 272 is disposed below the first mounting block 262 and attaches to the first seat track 282 . A second mounting 274 is disposed below the second mounting block 264 and is attached to the first seat track 282 at a point spaced from the first mounting 272 .

A third mounting 276 , on the other hand, is disposed below the third mounting block 266 and is a second seat track 284 between the first mounting 272 and the second mounting 274 . Attached to the corresponding parts. Desirably, as in the first embodiment, it is attached approximately in the middle of the corresponding portion between the first fixture 272 and the second fixture 274 .

By securing the seat base 240 to a pair of seat tracks by means of three fixtures in this manner, it is not necessary to mount the seat base 240 in an orientation facing the seat tracks. As a result, it is possible to remarkably improve the degree of freedom in mounting the seat against the error of the airframe and the ability to follow the deformation of the floor surface, which is required when the seat is authenticated.

Also, the order in which the fixtures are attached to the seat track is first to secure the first fixture 272 forward of the first seat track 282, then to the first seat track 282 and then to the first fixture. A second fixture 274 is secured at a point spaced from the fixture 272 and finally a second seat track 284 between the first fixture 272 and said second fixture 274 . A third fixture 276 is secured to the corresponding portion. Mounting from the first fitting 272 closer to the front of the seat base 240 facilitates tilt alignment with the seat track.

FIG. 10 is an enlarged view around the bottom of the seat base 240 according to the first embodiment. The bottom of the seat base 240 has a honeycomb structure 248 between an inner surface 244 facing the hollow region 242 and an outer surface 246 on the opposite side. A mounting block 260 is disposed within this honeycomb structure 248 . The mounting block 260 and the fixture 270 are fixed by bolts and nuts or the like. The material of the inner surface 244 and the outer surface 246 is, for example, composite fiber of resin and fiber. The material of the honeycomb structure 248 is, for example, a composite fiber of nonflammable paper and phenolic resin.

The thickness of the portion of the mounting block 260 under which the mounting fixture 270 is disposed is reduced. The thickness of the bottom portion of the seat base 240 under which the mountings 270 are disposed is likewise reduced. This thinning of the bottom of the seat base 240 and a portion of the mounting block 260 with a recess 247 allows the inner surface 244 of the bottom of the seat base 240 to remain flat, allowing the passenger's legs to be accommodated within the hollow area 242 . It is convenient when you put it in or store your luggage.

Fixture 270 is secured to seat track 280 by track fitting member 290 .

(Effect)
According to the second embodiment, it has the same effect as the first embodiment, and furthermore, by using a seat base which is an integrally formed hollow box-shaped substructure, the seat on the fuselage side is This has the effect of increasing the degree of freedom in the mounting position of the seat base without being affected by the position of the truck.

Also, if the seat unit is tilted instead of directly facing the seat track, it is assumed that the seat unit will be greatly affected when the floor of the aircraft fuselage is deformed. Therefore, the seat unit itself can also be deformed accordingly, and there is an effect that the damage of the seat unit can be prevented.

It should be noted that the present invention is not limited to the above-described embodiments, and includes various modifications that can be applied to seats in fields other than aircraft. For example, other types of vehicles such as trains, coaches, and water transportation including passenger ships, ferries, and hovercraft are also suitable. Also, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.

In addition, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. For example, it goes without saying that the seat base 240 described in the second embodiment and the shell 20 thereabove may be integrally formed, in which case the strength of the shell is further improved.

REFERENCE SIGNS LIST 10 seat 20 shell 100 seat unit 110 lower seat 120 upper seat 130 headrest 140 legrest 160 upper seat support 170 reinforcing member 180 seat reclining mechanism 190 foot reclining mechanism 210 right shell 220 rear shell 230 left shell 240, 300 seat base 242 hollow area 244 inner surface 246 outer surface 247 recess 248 honeycomb structure 250 partition member 260 mounting block 262 first mounting block 264 second mounting block 266 third mounting block 270 fixture 272 first fixture 274 second Fixture 276 Third Fixture 280 Seat Track 282 First Seat Track 284 Second Seat Track 286 Underfloor Structure 287 Flat 288 Seat Track Side Fitting 290 Track Fitting Member 291 Fitting Side Fitting 292 Vertical spring 293 Plunger 294 Bolt 295 Nut 296 Horizontal spring 297 Right shock absorbing material 298 Left shock absorbing material 330 Storage box 372, 374 Vertical legs

Claims (7)

A seat unit for an aircraft, comprising:
a shell structure combining a lower structure and an upper shell of the seat unit;
three fittings for directly attaching the undercarriage to a pair of seat tracks;
The lower structure has a plate-like bottom portion to which the three fixtures are attached , and a pair of plate-like side walls connecting both sides of the bottom portion and the upper shell. It has a monocoque structure in which a rectangular tubular hollow area surrounded by a shell is formed ,
said three fittings having lateral position adjustment members for laterally adjusting their mating position with said pair of seat tracks;
a first fixture secures to one of said pair of seat tracks;
a second fixture fixed to one of said pair of seat tracks at a point spaced from said first fixture;
A third fitting is secured to the other of said pair of seat tracks and correspondingly between said first fitting and said second fitting. 2. A seat unit as claimed in claim 1, wherein said third fitting is fixed substantially centrally between 30% and 70% of the spacing of said corresponding portions. 3. A seat unit as claimed in claim 2, wherein the third fitting is fixed substantially centrally between 40% and 60% of the spacing of the corresponding portions. 2. The seat unit according to claim 1, wherein said lateral position adjustment members are springs that centrally press the mating portions of said three fittings with said pair of seat tracks from left and right sides. 2. The seat unit of claim 1, wherein said lateral positioning member is a cushioning material for centering mating portions of said three fittings with said pair of seat tracks. 2. The seat unit of claim 1, wherein said lower structure comprises a hollow area between said bottom and said upper shell. A method for installing the seat unit according to any one of claims 1 to 6,
securing the first fixture to one of the pair of seat tracks;
securing said second mounting to one of said pair of seat tracks at a point spaced from said first mounting;
A method of installing a seat unit, wherein the third fixture is fixed to the other of the pair of seat tracks and correspondingly between the first fixture and the second fixture.

Images