WO2013144622A1

WO2013144622A1 - Seat

Info

Publication number: WO2013144622A1
Application number: PCT/GB2013/050803
Authority: WO
Inventors: Gary Doy
Original assignee: Design Que Limited
Priority date: 2012-03-27
Filing date: 2013-03-27
Publication date: 2013-10-03
Also published as: GB201205405D0; EP2834148A1; GB2502508A

Abstract

An aircraft seat arrangement comprising at least one aircraft seat (1), the at least one aircraft seat (1) comprising a seat back (3) comprising a back support (4) and back foam, a seat cushion (2) and at least one leg assembly (12), said back support (4) being formed of a rigid material and comprising a central portion and at least one wing portion (25) projecting from the central portion, said back foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the back support.

Description

Seat

This invention relates to vehicle seats, in particular aircraft seats for use as passenger seats on an aircraft.

Commercial airlines, particularly low-cost airlines, face a number of pressures when furnishing their aircraft. For examples, airlines are constantly seeking to maximize the number of seats on board, and hence the number of passengers, therefore maximizing profit, whilst at the same time maintaining passenger comfort and satisfying the requisite safety regulations.

As the number of aircraft seats on board increases, so the weight carried by the aircraft also increases. This increase in weight impacts on fuel consumption. Therefore, reducing the weight of fittings and so on on board is also a concern.

Airlines often aim to minimize turnaround times between flights in order to reduce costs. Accordingly the aircraft interior must be designed to facilitate the work of the aircraft crew in achieving a quick turnaround. In addition to these concerns, airlines must also bear in mind the need to update the aircraft interiors and furnishings to satisfy changing styles and requirements over time, e.g. safety requirements.

The present invention seeks to provide an improved aircraft seat over those known in the prior art.

In a first aspect, the present invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back comprising a back support and back foam,

b. a seat cushion, and

c. at least one leg assembly, said back support being formed of a rigid material and comprising: a. a central portion, and

l b. at least one wing portion projecting from the central portion, said back foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the back support.

In a second aspect, the present invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising: a. a seat back comprising a back support and back foam,

b. a seat cushion, and

c. at least one leg assembly, wherein the back foam is overmoulded to the back support. Preferably the back support is a two-part structure, for example comprising a

reinforcement frame and a back fascia.

Preferably the reinforcement frame comprises a carbon fibre reinforced material, more preferably the material comprises a high modulus carbon reinforcement in a plastics resin, for example, polyetherimide resin. The reinforcement frame is preferably injection moulded, and more preferably moulded as an integral unit.

The back fascia is preferably made from a thermoplastic material, such as a rigid plastics, for example a polycarbonate plastics material.

Where the back support comprises at least one wing portion, preferably two wing portions are provided. More preferably the or each wing portion is provided by the reinforcement frame.

Preferably the upper portion of the seat back is angled to form a headrest portion. The aircraft seat of the invention preferably further comprises at least one side support for coupling the seat back to the seat cushion.

In a further aspect, the present invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising: a. a seat back,

b. a seat cushion comprising a base and a seat foam, c. at least one leg assembly, and

d. at least one crossbar for supporting said seat cushion, said base comprising at least one engagement means for receiving the at least one crossbar, such that the base may be removeably secured to the at least one crossbar.

b. a seat cushion comprising a base and a seat foam, said base

formed of a material buoyant in water,

c. at least one leg assembly, and

d. at least one crossbar for supporting said seat cushion, said base comprising at least one engagement means for receiving the at least one crossbar, such that the base may be directly and removeably secured to the at least one crossbar, the seat cushion therefore having use as a floatation aid.

Preferably the aircraft seat of the present invention comprises two or more crossbars. More preferably the seat comprises two crossbars. Preferably the crossbars are substantially parallel to each other.

Preferably the one, or each, crossbar is substantially tubular. The aircraft seat of the invention preferably also comprises at least one side support for coupling the seat back to the or each crossbar. More preferably the side support comprises at least one aperture for receiving the or each crossbar.

The seat cushion of the aircraft seat comprises a base comprising at least one engagement means. Preferably the base comprises two or more engagement means, more preferably two engagement means. Most preferably the number of engagement means provided corresponds to the number of crossbars provided.

Where the base comprises two or more engagement means, preferably the engagement means are substantially parallel to each other. Preferably the or each engagement means comprise a channel.

Preferably the or each engagement means comprise at least one pair of substantially parallel opposing ridges for retaining the seat cushion on the or each crossbar. More preferably a single pair of opposing ridges is provided.

In a further aspect, the invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising: a. a seat back,

b. a seat cushion comprising a base and a seat foam, and

c. at least one leg assembly, said base being formed of a rigid material and comprising: a. a central portion, and

b. at least one wing portion projecting from the central portion, the seat foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the base. In a further aspect, the invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising: a. a seat back,

b. a seat cushion comprising a base and a seat foam, and

c. at least one leg assembly, wherein the seat foam is overmoulded to the base.

Preferably the base of the seat cushion further comprises a fire-blocking or fire-retardant material. Preferably the fire-blocking or fire-retardant material is provided by a coating, material or fabric affixed to an upper surface of the base. Alternatively the fire-blocking or fire-retardant material may be disbursed throughout the base. In a further alternative, the fire-blocking or fire-retardant material may be provided in a layer within the body of the base.

Preferably the base is formed of a rigid, closed-cell material, preferably expanded polypropylene. Preferably the seat foam comprises an open or closed cell foam. A suitable material is graphite impregnated polyurethane foam. The density of the foam may be from 20 to 100 kg/m³, e.g. 30 to 90 kg/m³, for example from 40 to 80 kg/m³, say 45 to 75 kg/m³, e.g. 55 to 65 kg/m³.

The seat foam may have fire retardant properties, e.g. in addition or alternatively to that of the base.

Where the seat cushion comprises a central portion and at least one wing portion, preferably two wing portions are provided. Preferably the or each wing portion extends from the central portion at an angle between approximately 10-30° from the horizontal, preferably at an angle of approximately 15°. In a preferred embodiment, the seat cushion further comprises a dress cover.

Preferably the aircraft seat of the invention further comprises at least one knee indent, more preferably two knee indents.

In a preferred embodiment, the seat back of the aircraft seat comprises a passenger facing wall, wherein the passenger facing wall comprises: a. at least one engagement means for engagement with a modular component, and

b. at least one recess for housing a modular component, such that a modular component may be removeably fastened to the seat back. Preferably the modular component comprises an in-flight entertainment system, a magazine rack and/or a fascia.

In a further aspect, the invention provides a seat cushion, for use with an aircraft seat comprising a seat back, at least one leg assembly, and at least one crossbar for supporting said seat cushion, the seat cushion comprising a base and a seat foam, said base comprising at least one engagement means for receiving the at least one crossbar, such that the base may be removeably secured to the at least one crossbar.

In another aspect, the invention provides a seat cushion, for use with an aircraft seat comprising a seat back, at least one leg assembly, and at least one crossbar for supporting said seat cushion, the seat cushion comprising a base and a seat foam, said base formed of a material buoyant in water and comprising at least one engagement means for receiving the at least one crossbar, such that the base may be directly and removeably secured to the at least one crossbar, the seat cushion therefore having use as a floatation aid.

Preferably the seat base comprises at least two engagement means, more preferably two engagement means are provided. Preferably the engagement means are substantially parallel to each other.

Preferably the or each engagement means comprise a channel.

In another aspect, the invention provides a seat cushion, for use with an aircraft seat comprising a seat back and at least one leg assembly, the seat cushion comprising a base and a seat foam, the base being formed of a rigid material and comprising: a. a central portion, and

b. at least one wing portion projecting from the central portion, the seat foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the base.

In a further aspect, the invention provides a seat cushion, for use with an aircraft seat comprising a seat back and at least one leg assembly, the seat cushion comprising a base and a seat foam, wherein the seat foam is overmoulded to the base.

Preferably the seat cushion according to the invention further comprises a fire-blocking or fire-retardant material. Preferably the fire-blocking or fire-retardant material is provided by a coating or fabric affixed to an upper surface of the base. Alternatively, the fire- blocking or fire-retardant material is disbursed throughout the base. In another alternative, the fire-blocking or fire-retardant material is provided in a layer within the body of the base.

The seat cushion base is preferably formed of a rigid, closed-cell material, preferably expanded polypropylene or other expanded polymer capable of withstanding the stresses in use.

The seat foam of the seat cushion preferably comprises a polymeric foam, more preferably a graphite impregnated polyurethane foam.

Where the seat cushion comprises a central portion and at least one wing portion, preferably two wing portions are provided. Preferably the or each wing portion extends from the central portion at an angle between approximately 10-30° from the horizontal, preferably at an angle of approximately 15°.

In a preferred embodiment, the seat cushion further comprises a dress cover.

In a further aspect, the invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising a seat back, a seat cushion, and at least one leg assembly, said seat back comprising a back support and back foam, the back support comprising a passenger facing wall, wherein the passenger facing wall comprises: a. at least one engagement means for engagement with a modular

component, and

b. at least one recess for housing a modular component, such that a modular component may be removeably fastened to the seat back.

Preferably the the modular component comprises an in-flight entertainment system, a magazine rack and/or a fascia. In another aspect, the invention provides an aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising: a. a seat back,

b. a seat cushion, c. a side support for coupling the seat back to the seat cushion, and d. at least one leg assembly, the aircraft seat further comprising a hollow located between the seat cushion and the side support, such that the hollow forms a step. Preferably the seat cushion comprises a central portion and at least one wing portion extending from the central portion, such that the hollow is formed between said at least one wing portion and the side support.

In this application the term "substantially uniform thickness" is intended to mean a thickness dimension across or in relation to a part which varies by no more that 30%, say 25%, 20%, 15%, 14%, 13%, 12%, 11 %, 10%, 9%, 8%, 7%, 6%, 5% from one side of the part to another e.g. across its width.

In order that the invention may be more fully understood, a preferred embodiment of an aircraft seat in accordance with the invention will now be described by way of example and with reference to the accompanying drawings, in which:

Fig. 1 shows side view of an aircraft seat according to the invention;

Fig. 2 shows a perspective view of the aircraft seat of Fig.1 in a three seat arrangement;

Fig. 3 shows an exploded view of a second embodiment of the aircraft seat; Fig. 4a - c show an exploded view of the seat cushion component of the seat of

Fig. 1 ;

Fig. 5 shows a perspective view of the underside of the seat cushion;

Fig. 6a shows a perspective view of the underside of the base portion of the seat cushion of Fig. 4c; Fig. 6b shows a cross-section view of the base portion of the seat cushion along line A-A shown in Fig. 6a; Fig. 6c shows a cross-section view of the base portion of the seat cushion along line B-B shown in Fig. 6a;

Fig. 7a-b show an exploded view of the seat back component of the seat of Fig.1 ;

Fig. 7c-f show cross-sectional views along the lines A, B, C, and D as shown in Fig. 7a-b;

Fig. 8 shows a perspective view of the seat back of the seat of Fig. 1.

Referring first to Fig. 1 there is shown an aircraft seat 1 comprising a seat cushion 2, a seat back 3 and a leg assembly 12. The seat cushion 2 and seat back 3 are coupled together via a side support plate 10. The side support plate 10 has a curved shape that generally follows the plane of the seat cushion 2 and extends partway up the seat back 3.

The aircraft seat 1 can be fitted to an aircraft via the leg assembly 12. The leg assembly 12 comprises engagement means 17 for coupling the aircraft seat 1 to the aircraft via a rail 18 which is fixed to the aircraft (see Fig. 2).

The aircraft seat 1 also comprises a luggage bar 16 supported by the leg assembly 12 and coupled to the side support plate 10 (see Fig. 3).

As shown in Fig. 3, the aircraft seat 1 further comprises two parallel struts 30, 31 positioned below the seat cushion 2 and supported by the leg assembly 12. The side support plate 10 is provided with two apertures 33, 34, one for engagement with each of the two struts 30, 31. Each strut 30, 31 engages with an aperture 33, 34 of a first side support plate 10 positioned on a first side of the aircraft seat 1. The struts 30, 31 extend from the first side support plate 10, in a direction orthogonal to the first side support plate 10, across the width of the aircraft seat 1 to engage with corresponding apertures of a second side support plate (not shown) positioned on a second side of the aircraft seat 1. Where the aircraft seat 1 is part of an arrangement comprising more than one seat, the struts 30, 31 may extend across the width of more than one seat.

The seat cushion 2 engages with the struts 30, 31 such that the struts 30, 31 provide support and retain the seat cushion 2 in position. The means by which the seat cushion 2 engages with the struts 30, 31 will be described in detail below. The side support plate 10 also supports and retains the seat back 3. The side support plate 10 is fixed to the seat back 3 via two holes 35, 36 in the seat back 3, thereby fixing the seat back 3 in position relative to the struts 30, 31 and hence the seat cushion 2.

The components of the aircraft seat will now be described in more detail. The leg assembly 12, as shown in Fig. 1 , the leg assembly 12 comprises a front leg 13 and a rear leg 14, connected by an angled leg strut 15. The leg assembly 12 is coupled to the aircraft seat 1 via engagement with the struts 30, 31. The front leg 13 couples to the front-most strut 30, and the rear leg 14 couples to the rear-most strut 31.

Seat cushion 2, as shown in Fig. 4a-c, comprises a base portion 52, an intermediate portion 51 and a dress cover 50.

The base portion 52 is moulded as an integral unit. The base portion 52 is formed of a rigid closed-cell material, preferably an expanded polypropylene (EPP) foam structure.

The base portion 52 comprises a centre 53 comprising a front edge 54, a first side edge 55, a second side edge 56, and a rear edge 57. The centre 53 has a curved profile along the line C-C between the front and rear edges 54, 57 (see Fig. 4c and Fig. 6b-c). Between the first and second side edges 55, 56, along the line D-D, orthogonal to line C- C, the centre 53 is convex in profile.

A first seat wing 58 projects from the first side edge 55 of the centre 53, the first seat wing

58 sloping upwardly and outwardly away from the centre 53. The first seat wing 58 extends from the centre 53 at an angle between approximately 10-30° from the horizontal, preferably at an angle of approximately 15°, and terminates in a downwardly depending side wall 66.

A second seat wing 59 projects from the second side edge 56 of the centre 53 and mirrors the first seat wing 58. The first seat wing 58 comprises a front edge 60, similarly the second seat wing 59 comprises a front edge 61. The front edges 60, 61 of the first and second seat wings 58,

59 taper away from (i.e. in a direction non-parallel to) the front edge 54 of the centre 53, such that the centre 53 extends away from the seat back 3 beyond the first and second seat wings 58, 59. The front edge 54 of the centre 53 and the front edges 60, 61 of the first and second seat wings 58, 59 downwardly taper to meet a front wall 62, the front wall 62 depending downwardly from the centre 53 and seat wings 58, 59.

A lip 63 is formed at the lowermost edge of the front wall 62 and protrudes substantially orthogonal to the front wall 62. Two notches 64 are formed in the lip 63, as is shown in Fig. 4c. The base portion 52 comprises a step 67 toward the rear edge of each of the seat wings 58, 59, accordingly the seat wings 58, 59 of the base portion 52 are narrower in width towards the rear edge of the seat cushion 2 and wider towards the front edge.

In a preferred embodiment, a fire-blocking or retardant layer, such as a coating or fabric, is provided on the upper surface of the base portion 52. Alternatively a fire-blocking or retardant material may be disbursed throughout the base portion 52. In a further alternative, a fire-blocking or retardant layer may be provided within the body of the base portion 52.

The intermediate portion 51 of the seat cushion, as shown in Fig. 4b, is secured to the base portion 52. In a preferred embodiment, the intermediate portion 51 is secured to the base portion by a process of overmoulding. In such an embodiment, the base portion 52 forms part of the mould when forming the intermediate portion 51 , hence allowing the intermediate portion 51 to mould around the base portion 52.

The intermediate portion 51 is formed of soft foam, preferably graphite impregnated polyurethane foam. The soft foam has a lower density than the foam structure of the base portion 52, e.g. between approximately 20 and 80kg/m³, e.g. between approximately 30 and 70 kg/m³, e.g. between approximately 50 and 65 kg/m³, preferably approximately 60kg/m³.

The intermediate portion 51 corresponds in shape to the upper surface of the base portion 52. Hence the intermediate portion 51 comprises a centre 73 comprising a front edge, 74, a first side edge 75, a second side edge 76, and a rear edge 77. The centre 73 has a curved profile along the line C'-C between the front and rear edges 74, 75 (see Fig. 4b). Between the first and second side edges 75, 76, along line D'-D' orthogonal to C'-C, the centre 73 may be flat or convex in profile. In either direction C'-C or D'-D' the foam may have a substantially uniform thickness. As with the base portion 52, the intermediate portion 51 comprises a first seat wing 78 projecting upwardly and outwardly from the first side edge 75. The first seat wing 78 extends from the centre 73 at an angle between approximately 10-30° from the horizontal, preferably at an angle of approximately 15°. A second seat wing 79 projects from the second side edge 76 and mirrors the first seat wing 78.

The first seat wing 78 comprises a front edge 80, similarly the second seat wing 79 comprises a front edge 81. The front edges 80, 81 of the first and second seat wings 78, 79 taper away from the front edge 74 of centre 73, such that the centre 73 extends away from the seat back 3 beyond the first and second seat wings 78, 79.

The front edge 74 of the centre 73 and the front edges 80, 81 of the first and second seat wings 78, 79 downwardly taper to meet a front wall 82, the front wall 82 depending downwardly from the centre 73 and seat wings 78, 79. When secured over the base portion 52, the front wall 82 of the intermediate portion 51 extends downwardly such that the front wall 82 abuts the lip 63 of the base portion 52.

The intermediate portion 51 comprises a step 87 towards the rear edge of each of the seat wings 78, 79, accordingly the seat wings 78, 79 of the intermediate portion 51 are narrower in width towards the rear edge of the seat cushion 2 and wider towards the front edge.

Since the curvature of the seat base and formation of the seat wings is provided in the base portion 52 of the seat cushion 2, a relatively thin layer of soft foam is required to create the intermediate portion 51 having the curved surface and seat wings described. Typically in seat cushions of the prior art such shaping would be formed solely by the soft foam layer. Accordingly, the seat cushion of the invention reduces the amount of soft foam material required to manufacture the seat cushion.

The seat cushion 2 further comprises a dress cover 50, as shown in Fig. 4a. The dress cover 50 is made of a flexible material, preferably a wipe-clean or easy to clean material, for instance, a textile material, leather or plastics material. The dress cover 50 is removably attached to the intermediate and base portions 51 , 52 thereby allowing the dress cover 50 to be replaced or removed for cleaning.

The dress cover 50 has a shape corresponding to that of the intermediate and base portions 51 , 52 and accordingly comprises a centre 93 comprising a front edge 94, a first side edge 95, a second side edge 96, and a rear edge 97. The dress cover 50 comprises a first seat wing 98 projecting upwardly and outwardly from the first side edge 95. The first seat wing 98 extends from the centre 93 at an angle between approximately 10-30° from the horizontal, preferably at an angle of approximately 15°. A second seat wing 99 projects from the second side edge 96 and mirrors the first seat wing 98.

A front wall 102 depends downwardly from the front edge 94. At its lowermost edge, the front wall is provided with two tabs 104. The tabs 104 are provided in a position corresponding to that of the notches 64 in the base portion 52 of the seat cushion 2.

A back wall 103 depends downwardly from the rear edge 97. A first sidewall 100 depends downwardly from the exterior edge of the first seat wing 98, extending around the seat side to meet the front wall 02 and to meet the back wall 103. Similarly a second sidewall 101 depends downwardly from the exterior edge of the second seat wing 99 to mirror the first side wall 100.

The dress cover 50 comprises a step 107 towards its rear edge 97, accordingly the seat wings 98, 99 of the dress cover 50 are narrower towards the rear edge of the seat cushion 2 and wider towards the front edge.

Since the upper surface of the dress cover 50 does not comprise any gaps, seams being provided to form the shape of the cover, cleaning of the dress cover 50 in situ can be easily achieved.

As shown in Fig. 5, when assembled the base portion 52 forms the base of the seat cushion. The intermediate portion 51 is secured to the base portion 52. The dress cover 50 is arranged to encase the upper, front, back and side faces and is secured in position by engagement of the tabs 104 with the notches 64.

The underside of the base portion 52 comprises two channels 1 10, 111 extending parallel to line D-D and shaped to receive the substantially cylindrical struts 30, 31.

A central portion of each channel 110, 1 11 is provided with two resilient and substantially parallel opposing ridges 1 12 projecting above the walls of the channel 1 10, 11 1 such that a major arc is formed in cross section. To ensure that the seat cushion 2 is retained securely in position on the struts 30, 31 , yet easily removable when required, the major arc preferably has a measure between approximately 180-240°, more preferably the measure is approximately 200°.

The opposing ridges 112 are formed as an integral part of the base portion 52, hence the base portion 52 is easily manufactured.

Two rebates 113, 114 are formed in the underside of the base portion 52 and are positioned adjacent each other, the long axis of each rebate being substantially parallel to the line D-D. The rebates 1 13, 114 reduce the material required to manufacture the base portion 52, thereby reducing the cost and weight of the seat cushion 52.

The underside of the base portion 52 also comprises a number of apertures 115. These apertures 115 extend through the entire depth of the base portion 52, as shown in Fig. 6b.

Referring now to the seat back 3 and Fig. 1 , the seat back 3 comprises a rigid back support 4 and a back cushion 5 coupled to the back support 4. A table 6 is connected to the back support 4 at a hinge 7. An armrest 8 is hingedly connected to the side support plate 10 adjacent the back support 4 at a pivot point 9.

As shown in Fig. 7a - b, the back support 4 comprises a reinforcement frame 120 and a back fascia 121. The reinforcement frame 120 provides a rigid skeleton to which the back fascia 121 is attached.

The upper portion of both the reinforcement frame 120 and the back fascia 121 are angled such that the upper portion of the back support 4 is angled to form a headrest 19 (see Fig. 1).

The reinforcement frame 120 is injection moulded as an integral unit. The reinforcement frame 120 is made from a carbon fibre reinforced material, preferably high modulus carbon fibre reinforcement in polyetherimide resin, for instance the commercial available material known as EC008PXQ.

The reinforcement frame 120 comprises a first side bar 123 and a second side bar 124. An upper bar 125, a middle bar 127 and a lower bar 126 are provided to connect the first side bar 123 to the second side bar 124, the middle bar 127 and the lower bar 126 being provided on the lower half of the seat back 4. As shown in Fig. 7d-f, the first and second side bars 123, 124 are provided at an angle to the plane of the back support 4. The upper portion of the first and second side bars 123, 124 are provided at an angle between approximately 5 and 30° to the back support 4, e.g. between approximately 5 and 25°, e.g. between approximately 10 and 20°, preferably approximately 15°, therefore resulting in a curved headrest as shown in Fig. 7f. The lower portion of the first and second side bars 123, 124 are provided at an angle between approximately 10 and 50° to the back support 4, e.g. between approximately 20 and 45°, e.g. between approximately 30 and 40°, preferably approximately 40°, therefore providing a first wing 147 and a second wing 146, as shown in Fig. 7d and 7e.

Six protrusions 132 are provided on the upper portion of the reinforcement frame 120, in the region corresponding to the headrest 19. The protrusions 132 are formed as truncated cones and act as spacers maintaining a predetermined distance between the reinforcement frame 120 and back fascia 121 when the back support 4 is assembled.

Some or all of the protrusions 132 are provided with an aperture 151 corresponding to an aperture 152 in the back fascia 121 , such that fixings, e.g. screws, may project through the apertures 151 , 152 to secure the reinforcement frame 120 to the back fascia 121.

Two hinge supports 130, 131 are supported on the middle bar 127 of the reinforcement frame 120 such that, when the back support 4 is assembled, the hinge supports 130, 131 protrude though gaps 140, 141 in the back fascia 121 and support the hinge 7 attached to the table 6, as shown in Fig. 7e.

The reinforcement frame 120 further comprises two holes 35a, 36a at the lower end of each of the first and second side bars 123, 124. These holes correspond in position to two holes 35, 36 provided in the back fascia 121 , thereby enabling the side support plate 10 to be fixed to the seat back 3.

The back fascia 121 is moulded e.g. thermoformed from a thermoplastic material, for example, a polycarbonate resin. Preferably a Lexan^® polycarbonate sheet is used to form the back fascia 121 , more preferably Lexan^® XHR6006 is used. The back fascia 121 comprises six substantially circular hollows 133 provided on the upper portion of the back fascia 121 and positioned to correspond with and receive the six protrusions 132 of the reinforcement frame 120.

Framed by the hollows 133, the upper portion of the back fascia 121 is also provided with a substantially rectangular recess 134. The recess 134 can removeably house a variety of components, for instance an in-flight entertainment system, a magazine rack 135 as shown in Fig. 8, or alternatively a fascia.

An aircraft seat fitted with a magazine rack 135 is shown in Fig. 8. The magazine rack comprises a central bar 122 for retaining materials in place in the slot 150 behind, for example, magazines and/or flight safety information. An aperture 128 is provided such that the materials located in the slot may be seen through the aperture 128. An upper opening 129 is also provided for materials to be placed in the slot 150. The slot 150 of the magazine rack 135 may be provided with a colour, for example to compliment or match the aircraft seat or interior of the aircraft, such that the colour may be seen through the aperture 128 and the upper opening 129.

In a preferred embodiment, the height h of the magazine rack 135, as shown on Fig. 8, is such that, when a document is placed in the magazine rack 135, it projects above the top of the seat back 3.

The back fascia 121 is provided with two substantially circular apertures 142, 143 for engagement with a component to be housed in the recess, thereby securing the component in position. The first aperture 142 is provided above the recess 134, the second aperture 143 is provided below the recess 134. These apertures also aid the alignment of the component when fitting to the back fascia 121.

Similarly two pairs of substantially rectangular clip apertures 144, 145 are provided in the upper portion of the back fascia 121 for engagement with a component to be housed in the recess, thereby securing the component in position. In each pair, a lower clip aperture 144a, 145a is provided within the recess 134, positioned towards the upper edge of the recess 134, and an upper clip aperture 144b, 145b is provided substantially vertically above the lower clip aperture 144a, 145a and positioned outside the recess 134.

As described above, the back fascia 121 comprises gaps 140, 141 through which the hinge supports 130, 131 protrude to support the hinge 7 attached to the table 6. The back fascia 121 further comprises a pair of projections 136, a first projection provided at a first side of the back fascia 121 and a second projection provided at a second side of the back fascia 121 , such that a recess is defined in which the table 6 may be housed. The table 6 will be described in more detail below.

Referring to Fig. 8, the lower portion of the back fascia 121 is provided with a first indent 137 towards a first side of the aircraft seat 1 , and a second indent 138 towards a second side of the aircraft seat 1 formed to mirror the first indent.

The indents 137, 138 are formed to taper from the back fascia 121 towards the side support plate 10. The indents 137, 138 extend from approximately the line of the armrest 8 to the lower edge 140 of the back fascia. When assembled to form the back support 4, the reinforcement 120 and back fascia 121 arranged such that a void 148 is formed between the first and second side bars 123, 124 and the back fascia 121 , as shown in Fig. 7d-f. A second void 149 is also formed between the middle bar 127 of the reinforcement frame 120 and the back fascia 121 , as shown in Fig. 7e. The voids 148, 149 may be left empty or may be at least partially filled.

The back cushion 5 is secured to the assembled back support 4. Preferably the back cushion 5 is overmoulded to the back support 4. Referring back to Fig. 2, the back cushion 5 comprises a substantially rectangular centre portion 21 comprising a first side 26 and a second side 27. A first wing 22 projects forward and outward from the first side 26 of the centre portion 21 , extending towards a first side of the seat back 3. Similarly, a second wing 25 is provided to mirror the first wing 22, and projects forward and outward from the second side 27 of the centre portion 21 towards a second side of the seat back 3.

The upper portion of the back cushion 5 is angled, corresponding to the upper portion of the back support 4, thereby forming a headrest cushion 23 (see Fig. 2).

The back cushion 5 further comprises a side wall 28 extending from the outermost edge of the first wing 22, headrest cushion 23, and second wing 25 to meet the back support 4 when the seat back is assembled.

As shown in Fig. 2, the back cushion 5 does not extend to meet the seat cushion 2, but extends part-way down the length of the seat back 3 thereby forming a gap 24 in the lower region of the seat.

When the seat back 3 is assembled, as shown in Fig. 8, the back fascia 121 and back cushion 5 encase the reinforcement frame 120 such that the reinforcement frame 120 is hidden from view.

As previously described, the armrest 8 is attached to the side support plate 10 adjacent the seat back 3 at pivot point 9. The armrest 8 extends from adjacent the seat back 3 at a height of between approximately 500 and 600mm from the aircraft floor, e.g. between approximately 550 and 650mm, e.g. between approximately 600 and 620mm. In a preferred embodiment the armrest is positioned at a height of approximately 612mm from the aircraft floor. The armrest 8 is between approximately 150 to 350mm in length, e.g. between approximately 170 to 300mm, e.g. between approximately 200 and 300mm. In a preferred embodiment the armrest is approximately 240mm in length. A cushioned upper 8a is also provided on the armrest 8.

The table 6, as shown in Fig. 8, is retained in the closed position by lock 139. When in the locked position, the table 6 is housed in the recess defined by the projections 136 of the back fascia 121.

When in the unlocked position, as shown in Fig. 1 , the table 6 is located a distance of approximately 626mm above the aircraft floor, and can be extended from the seat back 3. The table can extend from the headrest portion 19 of the seat back 3 by a maximum distance of approximately 233mm.

As shown in Fig. 2, the aircraft seat 1 may be provided in a three seat arrangement, thereby forming a row of seats in an aircraft. In a three seat arrangement, the aircraft seats are provided with two leg assemblies 12, a first leg assembly 12a and a second leg assembly 12b, positioned between adjacent seats 1 , to secure the aircraft seats 1 to the floor of the aircraft. A single luggage bar 16 is provided for the three seat arrangement, supported by the two leg assemblies 12.

Four side support plates 10 are provided. A first plate 10a is positioned at a first side of the seat arrangement and a second plate 10b is positioned at a second side of the seat arrangement. A third and fourth side support plate 10c, 10d are positioned between adjacent aircraft seats 1 , such that they are supported by the first and second leg assemblies 12a, 12b.

Similarly four armrests 8 are provided. A first armrest 8a positioned at a first side of the seat arrangement supported by the first plate 10a, and a second armrest 8b positioned at a second side of the seat arrangement supported by the second plate 10b. A third and fourth armrest 8c, 8d are positioned between adjacent aircraft seats l and are supported by the third and fourth side support plates 10c, 10d respectively.

In alternative arrangements, a row of seats on an aircraft may comprise a single, or a pair of aircraft seats 1. In other arrangements, the row of seats may comprise more than three aircraft seats 1 , for instance 4, 5, or 6 aircraft seats. In use, the seat cushion 2 is secured onto the struts 30, 31. This is achieved by pushing the seat cushion 2 onto the struts 30, 31 of the aircraft seat 1. The parallel ridges 112 flex apart to allow the struts 30, 31 to occupy the channel 110, 1 11. When the struts 30, 31 are in position in the channel 110, 111 , the parallel ridges 112 revert to their initial position, thereby retaining the struts 30, 31 in place. Consequently the struts 30, 31 snap-fit into place in the channel 110, 111. Alternatively the struts 30, 31 are retained in place by a friction fit.

The seat cushion 2 is a structural component of the aircraft seat 1 and is fitted directly onto the struts 30, 31 , accordingly an additional seat pan is not required. The aircraft seat 1 can therefore be manufactured using a smaller amount of material, hence reducing both the cost and weight of the seat.

Since the seat cushion 2 is attached directly to the struts 30, 31 accurate cushion positioning is achieved. This not only improves the appearance of the aircraft seat 1 , but guarantees that, in the case of a crash, the energy absorption of the seat cushion 2 is optimal.

By pulling the seat cushion 2 away from the struts 30, 31 the seat cushion 2 can be removed from the aircraft seat 1 by reversing the action described above. This allows the seat cushion 2 to be replaced when necessary. It also has the advantage that the seat cushion 2 can be removed and used as a buoyancy aid by passengers in the case of an emergency. The foam structure of the base portion 52 and/or of the intermediate portion 51 of the seat cushion 2 allows the seat cushion 2 to float in water and therefore be used as a flotation device. The shape and position of the seat cushion 2 in relation to the side support plate 10 create a recess 11 which serves as a crew step. As can be seen in Fig. 2, the shape of the seat cushion 2 enables a deep recess to be formed. The crew step 1 1 is sufficiently robust to support the weight of a crew member and therefore enables crew members gain easy access to overhead lockers. Turning to the seat back 3, when in use the indents 137, 138 are positioned to provide a passenger with greater knee room. When adjacent rows of seats are positioned in an aircraft, the knee indents 137, 138 provide passengers with approximately an extra 6.5cm of knee room compared with an aircraft seat without such indents. Accordingly, adjacent rows of aircraft seats can be positioned more closely, for example at a 28" pitch, enabling more rows of seats to be installed in an aircraft.

Also when in use, the recess 134 provided in the back support 4 may removeably house a component, for example, an in-flight entertainment system, magazine rack 135, fascia component or other desired component. This creates a modular system and enables the back fascia 121 to be fitted with the desired component for a particular flight. The component housed in the recess 134 may be changed between flights. The modular system also enables different rows of aircraft seats 1 of the same aircraft to be provided with different components.

Claims

1. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back comprising a back support and back foam,

b. a seat cushion, and

c. at least one leg assembly, said back support being formed of a rigid material and comprising: c. a central portion, and

d. at least one wing portion projecting from the central portion, said back foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the back support.

2. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back comprising a back support and back foam,

b. a seat cushion, and

c. at least one leg assembly, wherein the back foam is overmoulded to the back support.

3. An aircraft seat arrangement according to either of claim 1 or 2, wherein said back support is a two-part structure, for example comprising a reinforcement frame and a back fascia.

4. An aircraft seat arrangement according to claim 3, wherein the reinforcement frame comprises a carbon fibre reinforced material.

5. An aircraft seat arrangement according to claim 4, wherein the carbon reinforced material comprises a high modulus carbon reinforcement in a plastics resin, for example polyetherimide resin.

6. An aircraft seat arrangement according to any of claims 3 to 5, wherein the

reinforcement frame is injection moulded.

7. An aircraft seat arrangement according to any of claims 3 to 6 wherein the back fascia is made from a thermoplastic material.

8. An aircraft seat arrangement according to claim 7, wherein the thermoplastic material is a rigid plastics, for example a polycarbonate plastics material.

9. An aircraft seat arrangement according to any of claims 3 to 8, wherein the

reinforcement frame is shaped to form the or each wing.

10. An aircraft seat arrangement according to any preceding claim, wherein the upper portion of the seat back is angled to form a headrest portion.

1 1. An aircraft seat arrangement according to any preceding claim, wherein the at least one aircraft seat further comprises at least one side support for coupling the seat back to the seat cushion.

12. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back,

b. a seat cushion comprising a base and a seat foam,

c. at least one leg assembly, and

13. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back, b. a seat cushion comprising a base and a seat foam, said base formed of a material buoyant in water,

c. at least one leg assembly, and

14. An aircraft seat arrangement according to either of claims 12 or 13, wherein the aircraft seat comprises two or more crossbars.

15. An aircraft seat arrangement according to claim 14, wherein the aircraft seat comprises two crossbars.

16. An aircraft seat arrangement according of claim 15, wherein the crossbars are substantially parallel to each other.

17. An aircraft seat arrangement according to any of claims 12 to 16, wherein the one or each crossbar is substantially tubular.

18. An aircraft seat arrangement according to any of claims 12 to 17, wherein the at least one aircraft seat further comprises at least one side support for coupling the seat back to the or each crossbar.

19. An aircraft seat arrangement according to claim 18, wherein the at least one side support comprises at least one aperture for receiving the or each crossbar.

20. An aircraft seat arrangement according to any of claims 12 to 19, wherein said base comprises at least two engagement means.

21. An aircraft seat arrangement according to claim 20, wherein the engagement means are substantially parallel to each other.

22. An aircraft seat arrangement according to any of claims 12 to 21 , wherein the or each engagement means comprise a channel.

23. An aircraft seat arrangement according to any of claims 12 to 22, wherein the or each engagement means comprise at least one pair of substantially parallel opposing ridges for retaining the seat cushion on the or each crossbar.

24. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back,

b. a seat cushion comprising a base and a seat foam, and

c. at least one leg assembly, said base being formed of a rigid material and comprising: c. a central portion, and

d. at least one wing portion projecting from the central portion, the seat foam comprising a foam layer of substantially uniform thickness secured to the central portion and wing portion of the base.

25. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back,

b. a seat cushion comprising a base and a seat foam, and

c. at least one leg assembly, wherein the seat foam is overmoulded to the base.

26. An aircraft seat arrangement according to any of claims 12 to 25, wherein said base of said seat cushion further comprises a fire-blocking or fire-retardant material.

27. An aircraft seat arrangement according to claim 26, wherein the fire-blocking or fire-retardant material is provided by a coating, material or fabric affixed to an upper surface of the base.

28. An aircraft seat arrangement according to claim 26, wherein the fire-blocking or fire-retardant material is disbursed throughout the base.

29. An aircraft seat arrangement according to claim 26, wherein the fire-blocking or fire-retardant material is provided in a layer within the body of the base.

30. An aircraft seat arrangement according to any of claims 12 to 29, wherein the base is formed of a rigid, closed-cell material, preferably expanded polypropylene.

31. An aircraft seat arrangement according to any of claims 12 to 30, wherein the seat foam comprises an open or closed cell foam, for example, graphite impregnated polyurethane foam.

32. An aircraft seat arrangement according to claim 31 , wherein the seat foam has a density from 20 to 100 kg/m³, e.g. 30 to 90 kg/m³, for example from 40 to 80 kg/m³, say 45 to 75 kg/m³, e.g. 55 to 65 kg/m³.

33. An aircraft seat arrangement according to 12 to 32, wherein the seat foam has fire-retardant properties.

34. An aircraft seat arrangement according to any of claims 12 to 33, wherein the seat cushion further comprises a dress cover.

35. An aircraft seat arrangement according to any preceding claim, wherein the seat back further comprises at least one knee indent.

36. An aircraft seat arrangement according to any preceding claim, wherein the seat back comprises a passenger facing wall, wherein the passenger facing wall comprises:

a. at least one engagement means for engagement with a modular

component, and

37. An aircraft seat arrangement according to claim 36, wherein said modular

component comprises an in-flight entertainment system, a magazine rack and/or a fascia.

38. A seat cushion, for use with an aircraft seat comprising a seat back, at least one leg assembly, and at least one crossbar for supporting said seat cushion, the seat cushion comprising a base and a seat foam, said base comprising at least one engagement means for receiving the at least one crossbar, such that the base may be removeably secured to the at least one crossbar.

39. A seat cushion, for use with an aircraft seat comprising a seat back, at least one leg assembly, and at least one crossbar for supporting said seat cushion, the seat cushion comprising a base and a seat foam, said base formed of a material buoyant in water and comprising at least one engagement means for receiving the at least one crossbar, such that the base may be directly and removeably secured to the at least one crossbar, the seat cushion therefore having use as a floatation aid.

40. A seat cushion according to either of claims 38 or 39, wherein said base

comprises at least two engagement means.

41. A seat cushion according to claim 40, wherein the engagement means are

substantially parallel to each other.

42. A seat cushion according to any of claims 38 to 41 , wherein the or each

engagement means comprise a channel.

43. A seat cushion according to any of claims 38 to 42, wherein the or each

engagement means comprise at least one pair of substantially parallel opposing ridges for retaining the seat cushion on the or each crossbar.

44. A seat cushion, for use with an aircraft seat comprising a seat back and at least one leg assembly, the seat cushion comprising a base and a seat foam, the base being formed of a rigid material and comprising:

a. a central portion, and

45. A seat cushion, for use with an aircraft seat comprising a seat back and at least one leg assembly, the seat cushion comprising a base and a seat foam, wherein the seat foam is overmoulded to the base.

46. A seat cushion according to any of claims 38 to 45, wherein said base further comprises a fire-blocking or fire-retardant material.

47. A seat cushion according to claim 46, wherein the fire-blocking or fire-retardant material is provided by a coating or fabric affixed to an upper surface of the base.

48. A seat cushion according to claim 46, wherein the fire-blocking or fire-retardant material is disbursed throughout the base.

49. A seat cushion according to claim 46, wherein the fire-blocking or fire-retardant material is provided in a layer within the body of the base.

50. A seat cushion according to any of claims 38 to 49, wherein the base is formed of a rigid, closed-cell material, preferably expanded polypropylene.

51. A seat cushion according to any of claims 38 to 50, wherein the seat foam

comprises a polymeric foam, preferably graphite impregnated polyurethane foam.

52. A seat cushion according to any of claims 38 to 51 , wherein the seat cushion further comprises a dress cover.

53. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising a seat back, a seat cushion, and at least one leg assembly, said seat back comprising a back support and back foam, the back support comprising a passenger facing wall, wherein the passenger facing wall comprises;

a. at least one engagement means for engagement with a modular

component, and

54. An aircraft seat arrangement according to claim 53, wherein said modular

55. component comprises an in-flight entertainment system, a magazine rack and/or a fascia,

56. An aircraft seat arrangement comprising at least one aircraft seat, the at least one aircraft seat comprising:

a. a seat back,

b. a seat cushion,

c. a side support for coupling the seat back to the seat cushion, and d. at least one leg assembly, the aircraft seat further comprising a hollow located between the seat cushion and the side support, such that the hollow forms a step.

57. An aircraft seat arrangement according to claim 55, wherein the seat cushion comprises a central portion and at least one wing portion extending from the central portion, such that the hollow is formed between said at least one wing portion and the side support.