Patent Application
20090014584
This invention is concerned with a track system particularly suitable for securing and releasing aircraft seats to the body of the aircraft. The invention also has other aspects, as will be apparent from the discussion below.
Especially in large commercial aircraft, it is often desirable to remove and reinstall aircraft seats. This can be required in order to reconfigure aircraft seat layout. For example, it may be desirable to vary the number of first class, business class or economy seats. Seat pitch can vary from about 28 to 32 inches in economy to about 60 inches in business class, for example. It may be desirable to vary seat pitch, even within the same class.
There are many problems encountered in reconfiguring aircraft seats. One of these arises because modern aircraft seats require power and/or data to be delivered to each seat. Commonly, aircraft seats require power and/or data for calling flight attendants, for seat and footrest adjustment, for operating lights and sound systems, for operating entertainment modules such as video/DVD players, for operating computers including Internet access, for telephones, and so on. As a result, each aircraft seat is associated with a significant amount of power and/or data cabling. Whenever seats are reconfigured, pre-loomed power cables must be unplugged before a seat is moved, plugged in again when the seat is reconfigured and cable looms must be gathered together and hidden, for both safety and aesthetic reasons. This procedure is cumbersome and time consuming. It is desirable to overcome or alleviate this problem by allowing for rapid reconfiguration of aircraft scats without the necessary requirement to couple and uncouple power cables. It is further desirable to enable changes in seat configuration without the need to deal with cable looms.
Many modern aircraft have seat tracks which allow for seats to be fixed along the track, to cater for changes in configuration. These may include anchor locations at, for example, one inch centres. When a seat is located at an anchor point, at present it is fixed by clamping the seat foot to the track, using a screw or a bolt. If the screw or bolt is not completely tightened, the assembly can rattle, causing undesirable noise and wear to the track. If sufficiently loose, the structural integrity of the seat mounting is compromised. It is desirable to provide a seat lock down system which does not suffer from this drawback.
The present invention aims to overcome or substantially alleviate the problems presently encountered with the prior art seat attachment systems. In one embodiment, the present invention aims to permit seat reconfiguration from, say, business class to full economy seat configuration for a commercial aircraft, in around two hours, This will involve reconfiguring a business class section of, say, ten rows of business class seats having seven seats per row to twenty rows of economy scats having ten scats per row. This represents a very significant improvement on prior art performance.
Accordingly, this invention provides, in a first aspect, a track for a relocatable seat, the track including:
The invention, in a second aspect, provides a power and/or data block adapted to be locked into or unlocked from the second or third channel of the track of the invention, the block including power and/or data communication means, including a tongue adapted to be actuated to insert into or retract from one of the apertures in the track. Preferably, the power and/or data block is provided as part of a chain on a flexible harness, in sufficient numbers to cater for maximum configuration.
In a third aspect, the invention provides a releasable fastening system which includes:
Preferably, the releasable fastening system is used to clamp a seat to a track.
The track of the invention is preferably used for a line of seats. Two or more such tracks may be required to support a rack of seats. The track may be provided as a flat base, in order to allow the track to be constructed in sections and embedded into an aircraft baseboard as required. The first channel preferably resembles the standard seat track used in the prior art. In this embodiment, the track of the invention can be retro-fitted to existing aircraft.
As an alternative, the track of the invention may be attached to or integrated with a structural beam which may be built into the aircraft from the outset, to enhance structural stability. In this embodiment also, the first channel may take the configuration of a standard seat track as known in the prior art. It is to be understood, however, that the first channel of the track of the invention can take various other configurations, whether included with a structural beam or not.
If the first channel resembles prior art standard seat tracks, the interconnecting first and second openings will be the same as or similar to those in the prior art, so that a seat foot may be inserted vertically into a first opening and slid forward or back so that it is retained within a second opening. Desirably, the seat foot is locked down in the chosen position using the releasable fastening system of the third aspect of the invention, as discussed further below.
The first and second openings may take any suitable shape. One example is illustrated in the drawings, discussed below.
The second and third channels are preferably disposed one on either side of the first channel. The second and third channels may be identical, except for one being a mirror image of the other. Preferably, each of the second and third channels includes an overhang lip, so that the power and/or data block may be slid horizontally into the second or third channel and restrained from vertical removal by the overhang lip.
The power and/or data communications means may take any suitable form. As examples, power may be provided by a multi-drop cable, or a daisy-chained connection, with discrete, moveable nodes at each seat connection point interconnecting with power or data feed nodes interconnected by wiring loop within or beneath the track. The connectors can be sealable, which can reduce electrical hazard.
As another option, power may be provided by seat-to-seat plug connection, using pluggable links between adjacent seat rows via connecting links inserted into the track. It will be appreciated that this will still avoid the problem of cable looms encountered in the prior art. It is possible to design linking elements which can also cover any unused track segments, enhancing aesthetics.
The track may include a bus bar, which can cater for infinitely adjustable seat connection, not, limited by node location.
Some data communication means will now be mentioned by way of example. Each of the examples is based on the use of a single integrated digital communications network which may satisfy all in-seat communications requirements, including attendant call, passenger warning/advisory indication, status monitoring, telephone, entertainment, Internet, etc.
The communications means may be a twisted pair copper cable. This comprises a high speed bi-directional network, such as 100baseT, running on twisted pair cable daisy-chained between seats, within impedance matching and signal regeneration by electrical box. This can be advantageous in that it may use standard technology available on existing aircraft.
Another example of communication means is daisy-chained coaxial cable. This can be daisy-chained between seats, with impedance matching and signal re-generation by electrical box. A discrete, movable node may be formed at each seat connection point for daisy-chained connections by electrical box to adjacent rows of seats. Connectors located in the track may provide uplink/downlink electrical connection to or from the electrical box. This may provide a higher bandwidth than the twisted pair example above.
A passive coupled coaxial cable may be used, coupling into seats using radio frequency modulated digital transmission. A discrete, movable node may be formed at each seat connection point, providing passive tee coupling located in the track for signal feed to the seat. This may also provide high bandwidth capability.
An optical fibre backbone with passive coupled optical fibre may be incorporated into each seat, providing bi-directional wideband communications over a single optical fibre. Once again, a discrete, movable node may be formed at each seat connection point, for daisy-chained connections to adjacent rows of seats. Each node can incorporate passive tee coupling to optical fibre for uplink/downlink and into the seat. It may be possible to achieve coupling via microbending. Very high bandwidth may be available through this option.
As a variation of the above example, an optical fibre backbone may be provided with copper-based electrical coupling into seats, providing bi-directional wideband communications over a single optical fibre. An optical-to-electrical conversion module may be provided at each connection point.
Another example is a leaky coaxial cable. A digitally modulated radio frequency communications network may be coupled to the seats using this type of cable, which can provide infinitely variable connection points.
A powerline carrier is another option. High speed bi-directional data is modulated onto a power fee system.
A wireless network is also within the scope of the invention. A wireless local area network, such as IEE802.11 G, can provide infinitely variable connection points via radio frequency link between seats and wireless access points.
The apertures for locking the power and/or data blocks to the track may take any particular form and may be located at any convenient area of the track. It is preferred, however, that the apertures are shaped to closely echo the shape of the tongue of the power and/or data block. It is further preferred that the apertures are located on an outer wall of the second and third channels.
The power and/or data block of the second aspect of the invention preferably allows the aircraft seat to be connected to power and/or data in any of a large choice of positions. Each block is preferably spaced at regular intervals on a flexible distribution harness which can be connected to the control system of the aircraft. The blocks connected to the distribution harness may be fed into the second or third channels from an open end of the channel and slid along the track, being retained therein by means such as the overhang lip referred to above. Preferably, the blocks are able to detect and indicate their correct position and lock into place. The seat assembly may then be located in the first channel and positioned to the relevant block or blocks.
The blocks preferably include fasteners with tongues which can lock into the apertures in the track. By way of example, the fasteners may be chosen from the range of fasteners disclosed in International Patent Application No PCT/AU2004/001580, the contents of which are incorporated herein by reference. The fastener referred to as a “beam” fastener may be used, for example. The fasteners may detect their correct position or location. Detection of the location may cause actuation of the fastener, so that the tongue locks into the aperture. The fastener of this embodiment may include means for sensing the correct position, for example a reader sensitive to information identifying the correct position. As an example, the correct position may be identified by a unique bar code and the fastener may include a bar code reader.
If desired, when the correct position has been detected, a visible signal may be emitted, such as the lighting up of a LED or emission of a peep noise.
Preferably, the power and/or data block is connected to a scat via a power and/or data connector.
When the seat assembly is located in the seat track and positioned to the relevant block or blocks, the seat is preferably locked down into the track. While various seat locking mechanisms may be used, it is preferred that the seat is caused to move vertically downwards and clamped in place by using the releasable fastening system of the third aspect of the invention.
In relation to the releasable fastening system of the third aspect of the invention, the first and second sled means preferably are connected, directly or indirectly, to the seat assembly. Preferably, each of the first and second sled means has two pairs of inclined apertures. In this embodiment, a foot of the seat assembly is inserted in each sled. Each foot has two pairs of lugs or protrusions inserted in the inclined apertures. When the locking lever is in the open position, the lugs are located at the top of the inclined apertures. In this position, the sled means may be designed to be clear of any power and/or data connector which is to be used to connect the power and/or data block to the seat. When the locking lever is moved to the locked position, the lugs are forced to travel down to the base of the inclined apertures, clamping the track between the foot and the sled means, so that data and/or power connectors on the seat foot or leg may engage the power and/or data blocks already in place in the track.
The locking lever is preferably hinged or pivotable approximately mid-way between the first and second ends, so that when in the open position the lever forms an angle with regard to the first and second ends and, when in the locked position, the lever lies in line with or close to a hypothetical line connecting the first and second ends.
The engagement means for engaging the locking lever in the locked position is preferably a fastener such as one of those disclosed in International Patent Application No PCT/AU2004/001580. One of the fasteners referred to as an “in-line” fastener in the international application may be useful, for example.
It is preferred that the fastener which holds the seat in position reports that the scat is locked down and that it is connected to power and/or data through the block or blocks, to the aircraft control system.
When it is desired to reconfigure the seat, the fastener in this embodiment is instructed to open, which releases the locking lever and the seat from the clamped-down position If the fastener is an in-line fastener, the mechanism is released to allow it to spring partially open. The locking lever is then opened fully manually, the seat data or power connectors are disengaged, the seat foot is moved from the second opening to the first opening in the first channel of the track and the seat can then be lifted vertically out of the track. Alternately, the seat can be slid along the track to the new position. Preferably, the fastener reports that it has been disengaged and, preferably, the block or blocks report that the seat has been disengaged from the power and/or data system.
Because it is important in aircraft to present a neat and streamlined appearance, it is desirable that a single seam carpet join is used in the region of the track, to give integration of the seat leg with the floor and to provide liquid-resistant protection for connections and the seat track locking mechanism. In this embodiment, in the space between consecutive seats, the carpet edges can join together and snap into the scat track to provide a single seam joint.
When seats are being installed or reconfigured, the power and/or data communication means is preferably plugged into the aircraft network. In this way, the work order and positioning instructions for the new seat configuration may be fed into the aircraft network and recognised by the power and/or data communication means. In this embodiment, if the system is effectively “instructed” as to the correct location of seats in the new configuration, the installer can be alerted by lights or sound (as referred to above) when each seat is in its correct position. At the same time, the power and/or data block can lock itself off as indicated above.
The invention will now be described in connection with certain non-limiting examples described in connection with the accompanying drawings, in which:
In
With reference to
Track 20 also includes second channel 30 and third channel 32. As can be seen from the Figure, the shape of second channel 30 is a mirror image of that of third channel 32.
Each of second channel 30 and third channel 32 is designed to receive and retain a power and/or data block (refer
On the outside vertical walls 40 and 42 of second channel 30 and third channel 32 respectively are oblong apertures 44 (only one of which is labelled). These act as indexing points for fasteners in the power and data blocks and provide the apertures for locking.
In this embodiment, track 20 is shown as integral with beam 46. Track 20 also includes floor board support flanges 48.
In
Data block 58 similarly includes data communication means in the form of cable 70 for providing data connection to the seat through data connector 56 to foot 50.
Data block 58a is shown with tongue 76 in the extended position. Data block 58 and power block 54 have similar tongues or locking means. Tongue 76 may normally be retracted until actuated to extend through one of apertures 44 when the relevant block reaches an assigned position.
Turning now to
Locking lever 84 is formed in two parts 85 and 87 (refer
Lower part 72 of foot 50 (refer
Consequently, after power block 54 and data block 58 have been locked into position as described above, seat frame 94 (and the rest of the seat assembly) is located in first channel 22 of track 20 and positioned to power connector 52 and data connector 56 Locking lever 84 is pushed downwardly into the locking position, from the configuration shown in
As locking lever 84 is lowered, carpet clip 64 of carpet 62 is captured by seat foot 50 (refer
If the seats are to be reconfigured, the aircraft control system is used to instruct fastener 98 to open and tongue 96 is disengaged from tongue 90. Lever 84 can then be manually moved to the open position shown in
The embodiments in the drawings are given by way of illustration only. Changes may be made without departing from the spirit and scope of the invention.
As will be readily appreciated by those skilled in the various arts, the inventions disclosed herein are not limited to the examples set out and have wide applications in many areas, representing significant advances in the relevant art. In particular, the inventions provide track, power/data block and releasable fastening systems particularly suitable for securing and releasing aircraft seats to the body of the aircraft which are far more sophisticated compared to prior art systems, permitting the application of modern technology.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2005902565 | May 2005 | AU | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/AU06/00645 | 5/17/2006 | WO | 00 | 1/22/2008 |
