• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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    • 专利摘要:
    VEHICLE STATION SEAT SET. A mobile seat assembly for a vehicle comprises a predetermined course, having an operating location at a first end and an entry / exit location at a second end and a seat that travels the predetermined course between the operating location and the entry / exit location, where the seat does not have an orientation at the operational location and an entrance / exit orientation of the seat at the entry / exit location; the entrance / exit orientation of the seat being substantially inclined in relation to the operational orientation of the seat. Another movable seat assembly for a vehicle comprises a predetermined course, having an operational location at a first end, an entry / exit location at a second end and a waiting location along the course between it; and a seat that travels the predetermined course between the operational location, the waiting area and the entry / exit location; where the seat position is adjustable at the operating location. Another movable seat set for a vehicle comprises a seat coupled to and movable over at least one lane defined a predetermined course (...).
    公开号:BR102013002011B1
    申请号:R102013002011-7
    申请日:2013-01-28
    公开日:2021-03-02
    发明作者:Albert G. Brand；John R. Wittmaak；James M. Mccollough；James H. Harse；Richard H. Adams
    申请人:Bell Helicopter Textron Inc；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    The present disclosure relates to vehicle station seat assemblies and more particularly, mobile station seat assemblies which facilitate the entry and exit of a vehicle station. FUNDAMENTALS
    Vehicle stations can be characterized by compact, intuitive and efficient layouts. Control interfaces, instruments and other key system interfaces can be arranged tightly around a seated crew member 10, in an operational location to reduce the physical strain of the crew member and improve accessibility to the vehicle's system interfaces during operations. Conventional station seats can move a short distance translationally in a front, rear and / or side direction, to accommodate the departure and entry of the crew. However, compromises to design may be necessary to address input and output considerations and may inhibit ideal station layouts. SUMMARY
    Modalities of the present disclosure generally provide movable seat assemblies for a vehicle and methods for positioning movable seat assemblies within a vehicle between an entry / exit position and an operational position along a predetermined path.
    The present disclosure is directed to a movable seat set for a vehicle consisting of a predetermined path, having an operational location at a first end and an entry / exit location at a second end, and a seat that travels along the path. predetermined between the operational location and the entry / exit location, where the seat has an operational orientation at the operational location and an orientation of the entry / exit seat at the entry / exit location; the orientation of the entry / exit seat being substantially inclined with respect to the operational orientation of the seat. In one embodiment, the seat can travel along a separate adjustment path.
    In another aspect, the present disclosure is directed to a mobile seat set for a vehicle consisting of a predetermined path, having an operational location at a first end, an entrance / exit location at a second end and a waits on the way between them; and a seat that travels the predetermined path between the operating location, the waiting location and the entry / exit location, where the position of the seat is adjustable at the operating location. In one embodiment, the movable seat assembly also comprises a stroke assistance mechanism to assist in the translation of the seat between the operational location, the waiting area and the entry / exit location.
    In yet another aspect, the present disclosure is directed to a movable seat assembly for a vehicle, comprising a seat coupled to and movable along at least one lane defining a predetermined path between an operational location and an entrance / exit location . In one embodiment, the seat is reoriented during translation along a curved portion of a first strip of at least one strip. The seat can also maintain an orientation that is tangent to the first lane during the translation of the seat along the predetermined path defined by the first lane. In various embodiments, the seat can be coupled to the first track by a coupling of the limited rotation type, or by a plurality of couplings of the free orientation type.
    In another embodiment, the seat can be slidably reoriented over a pivot point during translation along a curved part of at least one strip. The pivot point can be located on a first substantially straight strip, and the seat can be slidably coupled to the first substantially straight strip. In one embodiment, the seat is slidably coupled to a hinge mechanism located at the hinge point, and the hinge mechanism can be a hinge slide. The seat can also be attached to at least one seat rail. In one embodiment, the first seat rail is slidably coupled to a pivot mechanism located at the pivot point, and a second seat rail is slidably coupled to at least one strip. The hinge mechanism can be a hinge slide. In one embodiment, the second seat rail is slidably coupled to at least one strip by a slip-type coupler. The seat position can be slidably adjustable on at least one seat rail.
    In one embodiment, the movable seat assembly further comprises a seat retention system for locking the seat in a position and orientation in the predetermined course. In one embodiment, the seat retention system can be used selectively from a seated position, a place close to the seat, or a place behind the seat.
    In one embodiment, the movable seat assembly further comprises a stroke assistance mechanism to assist in the translation of the seat in the predetermined course. The stroke assistance mechanism can be selected from the group consisting of: a spring-type mechanism, an electrical mechanism, a hydraulic mechanism, a pneumatic mechanism, a magnetic mechanism, an electro-hydraulic mechanism, an electro-pneumatic mechanism, or an electromagnetic mechanism.
    In another aspect, the present disclosure is directed to a method for positioning a vehicle station seat within a vehicle. The method may include positioning the seat in an in / out position and orientation and translating the seat along a predetermined course between the in / out position and orientation and an operational position and orientation, in which the orientation of seat inlet / outlet is substantially inclined with respect to the operational orientation of the seat. The method may also include selectively maintaining the seat in operating position and orientation. In one embodiment, the translation step comprises electrically moving the seat along the predetermined course.
    Other technical characteristics can be immediately apparent to those skilled in the art from the figures, descriptions and claims that follow. BRIEF DESCRIPTION OF THE DRAWINGS
    For a more complete understanding of this disclosure, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:
    FIGURE 1A shows a schematic top view of a movable seat assembly disposed within a vehicle station, with an access point on the left, according to an embodiment of the present disclosure;
    FIGURE 1B shows a schematic top view of a movable seat assembly within a vehicle station, with a central aft access point, in accordance with an embodiment of the present disclosure;
    FIGURE 1C shows a schematic top view of a movable seat assembly within a vehicle station, with a reverse access point 35 out of the center, in accordance with an embodiment of the present disclosure;
    FIGURE 2A shows a schematic top view of a movable seat assembly being adjustable to an adjustment position coinciding with the position of the stroke, according to an embodiment of the present disclosure;
    FIGURE 2B shows a schematic top view of a movable seat assembly being adjusted separately along an adjustment stroke, 5 in which the seat is in the adjustment position possibly preferred by taller crew members, in accordance with an embodiment of the present disclosure ;
    FIGURE 2C shows a schematic top view of a movable seat assembly being adjusted separately along an adjustment stroke, where the seat is in the adjustment position possibly preferred by 10 lower crew members, in accordance with an embodiment of the present disclosure ;
    FIGURE 3A shows a perspective view in cross section of a strip / coupler assembly of limited orientation, according to an embodiment of the present disclosure;
    FIGURE 3B shows a perspective view in cross section of a strip / coupler set of free orientation, according to an embodiment of the present disclosure;
    FIGURE 3C shows a side cross-sectional view of a sliding type strip / coupler assembly, according to one embodiment of the present disclosure;
    FIGURE 4A shows a perspective view of a movable seat assembly coupled to a belt that defines a predetermined course, according to one embodiment of the present disclosure;
    FIGURE 4B shows a perspective view of a mounting plate for a movable seat assembly coupled to a strip using 25 couplers of the free orientation type, according to an embodiment of the present disclosure;
    FIGURE 4C shows another perspective view of the mounting plate of FIGURE 4B moved along the strip to a different position and orientation, according to an embodiment of the present disclosure;
    FIGURE 5A shows a perspective view of a movable seat assembly coupled to a band and using a pivot point, according to an embodiment of the present disclosure;
    FIGURE 5B shows a bottom view of the movable seat and seat assembly of FIGURE 5A, according to an embodiment of the present disclosure;
    FIGURE 6A shows a perspective view of another set of mobile seating coupled to a strip and using a point of articulation, according to one embodiment of the present disclosure;
    FIGURE 6B shows another perspective view of the movable seat assembly of FIGURE 6A moved along the strip to a different position and orientation, according to an embodiment of the present disclosure; and
    FIGURE 6C shows a perspective view of an articulation mechanism, according to an embodiment of the present disclosure.
    FIGURE 7 shows a side view of a seat retention system that includes three locking mechanisms, according to an embodiment of the present disclosure. DETAILED DESCRIPTION
    Modalities of the present disclosure generally provide a movable seat assembly that facilitates the entry and exit of a vehicle station. As described here, the movable seat assembly is movable along a predetermined course, such as between an entry / exit location near an access point 15 to the station and an operational location near the vehicle controls. In various embodiments, the predetermined course may include substantially straight and curved parts, and the movable seat assembly may have several rotational orientations as it moves translationally along the predetermined course.
    FIGURES 1A-7 illustrate representative configurations of the movable seat assembly 100 and its parts. It is to be understood that the components of the movable seat assembly 100 and their respective parts shown in FIGURES 1A-7 are for illustrative purposes only, and that other suitable components or subcomponents may be used in conjunction with, or in place of, the components comprising the movable seat assembly 100 and its parts, described herein.
    The mobile seat set 100, in accordance with the present disclosure, can be integrated into a variety of vehicle stations 200, including, but not limited to, aircraft, autogyro, automobiles, trains, boats and 30 submersible / semi-submersible vessels, as well as vehicle simulators. Vehicle station layouts vary considerably. Most comprise a seating arrangement, vehicle controls, instruments, dashboards, screens and associated structure. Features are generally arranged in front of, beside and / or above an operator, in order to be substantially accessible during operation of the vehicle. For example, car controls, such as the steering wheel, brake pedal, accelerator and gearshift, as well as instruments such as a speedometer, tachometer and fuel indicator, are usually arranged close to and generally in alignment with the hands, feet and operator's field of vision when operating the vehicle. Likewise, flight controls, such as the joystick, lever, accelerator and pedals, along with various instruments and screens, are located in front of and beside an aircraft operator, seated in an operational position. Hanging control panels and center consoles are within reach and in general alignment with an operator's position and operational orientation. Weapon systems, radar controls, electronic interference equipment and other systems are also positioned close to an operator on board certain types of vehicles.
    An intuitive and efficient arrangement of these systems around an operator is desirable for safe and comfortable operation and efficient vehicle design. These features can be organized in an integrated package, encompassing an operational location designed to minimize operator movement, diversion of attention and unnecessary weight of the vehicle. However, entry and exit considerations may substantially limit the efficient arrangement of these systems in order to provide courses for an operator, technician, or anyone else (hereinafter referred to as "crew member" collectively) to enter and leave a seat at a station . Common access points at the station include a side door, a reverse door or central passage and / or a rear door or side passage, depending on the type of vehicle and its particular architecture. In side door applications, crew members generally enter a seat at the station by sliding sideways to a substantially fixed seat oriented towards the front end of the vehicle. In reverse door or central passage applications, crew members can enter the station from the rear, through the vehicle cabin and pass a narrow passage along the seat to sit. Both approaches involve passing close, and sometimes substantially around, the front of a seat, which a crew member uses to enter and leave a station and sit in an * operational position. Providing such a course can result in station layouts that are uncomfortable and / or unnatural for crew entry / exit and operation, in addition to increasing the vehicle's weight and aerodynamic profile. In many cases, crew members intentionally or inadvertently step on, kick, lean over, or make contact with instruments, controls or other devices when entering and leaving a station, which can damage these systems. Such damage can lead to reduced reliability and increase repair costs. In addition, some station layouts make it difficult for crew members to get in and out without disturbing or invading the personal space of others seated nearby, or without the need for others to move or disembark completely from the vehicle.
    The present disclosure is directed to a movable seat assembly 100 that facilitates the entry and exit of a vehicle station 200 and can contribute to designs that best conform to a crewman seated in an operational location 126. Input / output stroke movement
    Referring now to FIGURES 1A-1C, a movable seat assembly 100 is schematically depicted within a station of the vehicle 200. The movable seat assembly 100 can generally include a station seat 110 and a predetermined course 120 along from which the station seat 110 15 moves. Any suitable seat 110 can be used - modalities described here can include existing or new seat designs and some components of the seat assembly 100 can be designed on the seat 110. In certain embodiments, the ends of the predetermined stroke 120 are generally defined by an entry / exit location 122 near the 20 access point to station 210 and vehicle controls 220 near operational location 126. Several other locations can be identified along the predetermined course 120, as a waiting location 124. In In various embodiments, the predetermined stroke 120 can comprise straight and curved parts, and the seat of station 110 can be rotationally movable as it travels along 25 of predetermined stroke 120. In one embodiment, the seat of station 110 can have a predetermined orientation at each position of the course 128 along the predetermined course 120 as the seat of the station 110 moves between the entry site / exit 122 and operational location 126. The movement along the predetermined course 120 can be translational (longitudinal, lateral, vertical, or a combination thereof) and / or rotational in nature. One skilled in the art will recognize that a desired movement is specific to a given station and vehicle architecture.
    Access points to station 210 may include, but are not limited to, a side door or passageway 240, as shown in FIGURE 1A, a reverse door or central passageway 240, as shown in FIGURE 1B and / or a reverse door or passage out of center 240, as shown in FIGURE 1C. However, the access point to station 210 can be positioned anywhere around the perimeter of station 200, and the location is limited only by the particular architecture of a given station 200. While a station 200 can commonly comprise a vehicle, it may alternatively include any other region of a vehicle in which a crew member is located. For example, a radar operator can sit in a separate station, located behind the cabin of an AWACS aircraft. Station 200 and the corresponding access point of station 210 need not be physically defined by the structure (a door, aisle, bulkhead, etc.), but 10 can cover an area naturally used to operate a vehicle and any location where the entrance and exit are possible, respectively. It may be advantageous to designate an access point to station 210 and a corresponding entry / exit point 122 that is substantially free of obstructions, such as structure, passengers or other crew members, if applicable.
    In operation, the seat of station 110 can be oriented at the entry / exit location 122 so that a crew member can enter and leave the seat of station 110. The exit and entry of the crew member can be facilitated by orienting the seat of station 110 to align naturally with the access point to station 210. For example, referring now to FIGURE 1B, in an application where the access point to station 210 is located near a central reverse port 240 of a station 200, an entry / exit location 122 may be located close to that access location 210 and oriented substantially towards or perpendicular to (or possibly in some orientation between) them. In another example, referring now to FIGURE 1C, a crew member can enter / exit station 200 from a helicopter with a cabin without a door through an access point to central aft station 210. If a crew member approaches the access point to station 210 by climbing the helicopter through a side door of cabin 240, a possible entry / exit point 122 may be close to this access point 210 and oriented to the outside, as shown in 30 FIGURE 1C.
    When the crew member enters the seat of station 110 through the access point to station 210, the seat of station 110 can travel the predetermined course 120 from the entry / exit focal 122 to operating location 126. Operating location 126 is a location close to the controls, instruments, 35 vehicle monitors, etc. (hereinafter "controls 220" collectively). Seat 110 can be oriented in this operational location 126 in a manner favorable to the operation of the vehicle or a vehicle system. In many cases, this orientation is directed towards the front end of the vehicle, in order to that a crew member can see the approaching terrain, but is not limited to this orientation. For example, a crew member can operate a radar system on an AWACS aircraft, and the radar operator station 200 or station area 200 can be turned in the other direction. A possible seat orientation not facing forward in operational location 126 is certainly envisioned in the scope of the disclosure. The predetermined course 120 of the seat assembly of station 100 can be specific to the station. skilled in the art will understand that this predetermined course 120 may be influenced by spatial constraints within station 200, such as avoiding controls at station 220 or another structure. Furthermore, the predetermined course 120 can avoid possible restrictions near the access point of station 210. For example, in the helicopter station without 15 door 200 of FIGURE 1C, the entrance / exit of the seat location 122 can be influenced by a desire to prevent crew members from hitting the knees of passengers already seated in the first row seats 260 of the helicopter cabin.
    A waiting room 124 can be arranged along the predetermined course 120 between the entry / exit location 122 and the operational location 126. In one embodiment, the seat 110 can be moved to that location! standby 124 after a crew member enters station 200. Standby 124 can be located so that a seat 110 positioned at this location 124 is substantially out of the way while the crew member is out of station 200, 25 but still close to a entry / exit location 122 for quick access. For example, moving seat 110 to a waiting position 124 would free up space in the reverse section of station 200 in the mode depicted in FIGURE 1B, and moving seat 110 to a waiting position 124 would allow passengers to sit in the front seats 260 have ample legroom 30 while the crew member performs off-season functions 200 in the mode depicted in FIGURE 1C.
    In one embodiment, the predetermined stroke 120 of the movable seat assembly 100 can include a slightly curved or "j-shaped" arrangement to achieve a desired orientation of the seat of station 110 at the entrance 35 / exit 122 at the operational location 126 and / or several other locations along the predetermined course 120. For example, operational location 126 can be close to vehicle controls 220, and predetermined course 120 can be organized to achieve an orientation facing in front of the station 110 seat in operational location 126. Likewise, the entry / exit location 122 can be close to the access point to the external or reverse station 210, and the predetermined course 120 can be arranged to reach a substantially external orientation to the station seat 110 at the entry / exit location 122. The external / reverse translation of the station seat 110 over a substantially straight portion of the predetermined stroke 120 could effectively insert / remove a crew member from operational site 126, and a combined, lateral or external / reverse 10 travel along a substantially curved portion of the predetermined course 120 could position and orient station seat 110 for easy entry / exit near the access site to station 210. Effectively insert / remove a crew member from operational site 126, and the combined external / reverse and side translation along a substantially curved portion15 of the predetermined course 120 could position and orient the seat of station 110 for easy entry / exit near the access point to station 210. This can also facilitate entry / exit from the station, which can result in fewer cases of damage caused by crew members when stepping, kicking, leaning on, or making contact with the instruments , controls, or other devices. In addition 20, a predetermined stroke 120 having smooth and continuous transitions, as opposed to an abrupt directional change, such as that found in an "L-shaped" strip, can allow seat 110 to translate smoothly throughout the entire course 120 without further guidance or extra effort from a crew member.
    In addition, the station seat assembly 100 can be designed to minimize the footprint created by any reorientation of the seat of station 110 along course 120. By limiting the reorientation of the footprint of the seat of station 110, station 200 does not need to include significant side gaps to accommodate the crewmember's knees during the trajectory along the predetermined course 120. In this way, vehicle controls 220 and other structure can fit tightly to the crewmember's sides at and close to operational position 126. Adjustment movement
    Referring to FIGURES 2A, 2B and 2C, seat 110 can also have an adjustment position 138 along an adjustment path 130, in addition to having a predetermined travel position 128 120. Adjustment position 138 of seat 110 and stroke position 128 may coincide in some cases, as shown in FIGURE 2A. Seat 110 can also be adjusted separately from the stroke movement. In these embodiments, the adjustment path 130 can move with the seat 110 along the predetermined stroke 5 120 - that is, the position of the adjustment path 130 is coupled with the position of the stroke128 of the seat 110 along the predetermined stroke. determined 120. The orientation of the adjustment path 130 is also fixedly coupled to the orientation of the seat 110 in its travel position 128 along the predetermined travel 120. However, the seat 100 can be adjusted to an adjustment position 138 in the 10 the adjustment path 130 which is offset from the travel position 128. For reference purposes, the adjustment position 138 will be referenced in the center of the seat 110, and the position of the travel 128 will be referenced at the intersection of the adjustment travel 130 and the travel predetermined 120.
    Adjustment path 130 may allow seat 110 to be adjusted to 15 an adjustment position 138 offset from travel position 128 of seat 110. For example, a taller crew member may prefer to sit further away from controls 220 than one lowest crew member when seat 110 is positioned at an operational location 126. In operation, the tallest crew member can adjust seat 110 along adjustment path 130 to an adjustment position 20 located aft of travel position 128, as shown in FIGURE 2B, while the lowest crew member can adjust seat 110 along adjustment path 130 to an adjustment position 138 located in front of travel position 128, as shown in FIGURE 2C.
    In modalities such as those depicted in FIGURE 2A, part of the range 25 320 (described later) can define the adjustment path 130 and a part of the predetermined course 120. In modalities having separate adjustment, such as those depicted in FIGURES 2B and 2C, the adjustment path 130 can be defined by a separate structure, such as seat rails 650 (described later), which allow the adjustment movement to be dissociated from the entry / exit movement. In the first case, the position 138 of the seat 110 can be adjusted by the stroke movement along the range 320. Here, the adjustment path 130 would coincide with a part of the predetermined stroke 120 and the adjustment position 138 would coincide with the travel position 128. In the latter case, position 138 of seat 110 can be adjusted along the separate frame 35, as well as the seat rails 650, which is coupled to seat 110 and track 320. Here, the adjustment along of the travel 130 can be separated from the movement of the travel along the travel path 120. The adjustment path can still be coupled to (ie translate with) position 128 of seat 110, but position 138 of seat 110 can be adjusted without necessarily changing the position 128 of the seat 110.
    In one embodiment, the adjustment path 130 is substantially straight and remains fixedly oriented towards the front and rear ends of the seat 110. The adjustment path 130 is fixedly coupled to the stroke position 128 of the seat 110 along the predetermined stroke 120 - that is, the adjustment path 130 moves with the position of travel 128 from seat 110 to 10 along the predetermined travel 120. Adjustment path 130 runs constantly towards the front and rear ends 110 of the seat in this particular mode . In modalities where the adjustment movement can occur separately from the entry / exit movement, the seat 110 can be moved along the predetermined course 120 for entry and exit, while ensuring that the seat 100 will remain located in the preferred adjustment position. of the crew member 138 along the adjustment path 130 when the seat 110 is positioned in a stroke position 128 coinciding with the operational location 126. The station seat of the vehicle 110 can be moved along the predetermined course 20 and the adjustment path 130 in a variety of ways. A seated crew member can manually move seat 110 by pulling or pushing on the floor or nearby structures with their arms or legs. A predetermined course 120 with smooth and continuous transitions, as opposed to an abrupt directional change, such as that found on a "25 L-shaped" strip, can allow the crew member to translate seat 110 smoothly over the entire course 120 without also having to readjust and push / pull in another direction on the station structure. Likewise, an optional engine can propel the seat assembly 100, as well as propel the seats in a car. The motor can be used to assist in the entry / exit movement and the adjustment movement. The crew member can operate the engine using manual engine controls, or the engine may include programmable buttons to "remember" preferred seating positions 138 for multiple crew members. The engine can also be triggered by a signal, such as the one generated by opening or closing a door 240. The engine can be manually operated to allow the seat to move 35 in the event of engine failure. Vehicle station seat assembly 100 may also include a spring or similar stored energy mechanism to help move seat 110 along the predetermined course 120. For example, a spring can be used to pull the 1st seat 110 to a standby 124, then a crew member leaves the station - | 200, thus moving seat 110 out of the way while the crew member | performs functions outside station 200. The crew member could subsequently resume 1st seat 110 to an entry / exit location 122 from standby 124 when he is ready to enter station 200. A predetermined course 120 having smooth transitions and can continuously enable a support device 840 to push / pull the seat 110 over the entire course of travel 120, without the need for additional guidance from a crew member. One skilled in the art will recognize that any number of methods and assistive devices can be employed to carry out the course of seat 110 in the seat assembly, and that the present disclosure is not limited to these examples. * Mechanical modalities
    The movable seat assembly 100 can encompass any operable construction to move the station seat 110 along the predetermined course 120, as previously described. In each of the modalities described here, the movement of the seat is carried out by mechanisms | separated from seat 110. Thus, one skilled in the art will recognize that such construction can be achieved in several ways and will understand that the present disclosure is not limited to the modalities to follow.
    In various embodiments, the path of the seat of station 110 along the predetermined course 120 can be carried out using sets of: strip / couplers 300, such as those described in FIGURES 3A, 3B and 3C. In particular, the seat of station 110 can be coupled via a coupling mechanism 340 directly or indirectly to one or more orientation structures, which may include, but are not limited to, tracks, bars, bars, plumbing and the like ( hereinafter "tracks 320" collectively). | One skilled in the art will recognize that any suitable jocking mechanism 340 can be used to couple the station seat> 110 to tracks 320.।
    Referring now to FIGURE 3A, in one embodiment, the coupling mechanism 340 may include a coupler of the limited orientation type 342: which guides any structure of the seat 110 coupled to the coupler 342 substantially tangent to the tracks 320. For example, the coupler of the kind of. Limited guidance 342 may include an "I-shaped" beam coupler that couples the station seat 110 (or intermediate frame) to a "I-shaped" beam-type recess strip 320, as shown in FIGURE 3A.
    Referring now to FIGURE 3B, in another embodiment, the coupling mechanism 340 may include a coupler of the free orientation type 344 that allows any structure of the seat 110 coupled to the coupler 344 to orient itself in alternative directions in relation to the strips 320 For example, the free orientation type coupler 344 may include a rounded coupler that couples the station seat 110 (or intermediate frame) to any suitable recess range 320, as shown in FIGURE 3B. The rounded coupler 344 can allow the rotational movement of the structure coupled to it.
    Referring now to FIGURE 3, in another embodiment, the coupling mechanism 340 may include a sliding type coupler 346 that allows any seat structure 110 coupled to it to travel along the strips 320, as shown in FIGURE 3C. A 346 sliding type coupler may include a series of 347 bearings or similar mechanisms known in the art to secure the 346 sliding type coupler to strip 320 and provide translation along strip 320. These strip / coupler assembly modalities 300 are understood to be for illustrative purposes only and do not limit the present disclosure to only these modalities. In addition, the movement of the seat assembly of station 100 is not limited to modalities using band / coupler assemblies 300. Reorientation across the track only
    Referring now to FIGURES 4A, 4B and 4G, in one embodiment, the mobile seat assembly 100 is composed of a station seat 110, a mounting plate 400 and one or more band / coupler sets 300 where bands 320 define a predetermined stroke 120, an entry / exit location 122 and an operating location 126. Seat 110 can directly attach to mounting plate 400, or it can fit snugly to one or more seat rails 650 that are fixedly attached to the mounting plate 400. The mounting plate 400 can be constructed of any suitable rigid material and is sized to accommodate the seat 110. The mounting plate 400 and any seat rails 650 may be of sufficient strength to comply with the pertinent standards governing airworthiness, shock resistance, etc., such as parts FAR 29,561, 29,562 and 29,785 in the context of rotary-wing aircraft, for example. Commercial casters 348 can be attached to the bottom of mounting plate 400 for smooth translation across a floor.
    Referring to FIGURE 4A, the mounting plate 400 can be attached 5 to the tracks 320 using a coupling mechanism 340, such as a coupler of the limited orientation type 342. This arrangement can provide a translation and possible reorientation of the mounting plate 400 along the predetermined stroke 120 due to the structure of the strips 320. In particular, due to the fact that a coupler of the limited orientation type 342 maintains the orientation of the mounting plate 10 substantially tangent to the strips 320 during translation, any curvature in lanes 320 can cause a change in orientation to mounting plate 400 and thus to seat 110. One skilled in the art will recognize that any curvature in lanes 320 can be gradual, and of substantial radius, to allow a limited orientation type coupler 15 342 translates without getting stuck within ranges 320.
    Referring now to FIGURES 4B and 4C, mounting plate 400 is shown coupled to tracks 320 by a plurality of coupling mechanisms 340, with mounting plate 400 shown in an orientation when positioned at a travel position 128 in place operational 126 and 20 with the mounting plate 400 shown in another orientation while positioned in a stroke position 128 at the entry / exit location 122. In this arrangement, the mounting plate 400 is free to deviate from a tangential orientation at 320 while traveling a curved course between operational location 126 and entry / exit location 122.
    During flight operations, the station seat can be locked at an operational location 126 using a seat restraint 800 (described later). During the entry / exit of the crew member, the seat restraint system can be disengaged, allowing the mounting plate 400 to move along a predetermined course 120 between operational location 126 and entry / exit location 122. During exit, for example, the mounting plate 400 can move backwards along a section of the strip (s) 320. When the mounting plate 400 reaches the end of the straight sections, it can continue to follow a section curve to the end. The rotation of the mounting plate 400 can only be carried out by translating the movement of the plate 400 to 35 along the strip (s) 320. The mounting plate 400 can continue to follow the predetermined course 120 to the place of input / output 122 be reached. The movement of the seat assembly of station 100 follows a reverse of this course during ticket operations. i Reorientation through the band and the pivot point f
    FIGURES 5A and 5B show a perspective view and a bottom view, respectively, of another embodiment of the movable seat assembly 100, composed of a station seat 110, a mounting plate 400 and tracks 5320 comprising a plurality of segments 322 , 324, 326, 328, as best shown in FIGURE 5B. The seat 110 can be directly attached to the mounting plate 400, or it can be fitted to one or more rails, from the seat 650 which are fixedly attached to the mounting plate 400. The mounting plate 400 can be constructed of any rigid material suitable and is dimensioned to seat 110. The mounting plate 400 can have sufficient strength to comply with the relevant standards governing airworthiness, shock resistance, etc., such as FAR parts 29,561, 29,562 and 29,785 in a context rotary-wing aircraft, for example. The seat 110 can be attached to the mounting plate 400 by any suitable connection mechanism known in the art. As shown in FIGURES 5A and 5B, mounting plate 400 can be attached to each segment of 322, 324, 326, 328 of tracks 320 using any yoke mechanism 340 known in the art that allows translation along: tracks 320 The first strip segment 322 comprises a substantially straight portion 312 having a first end and a second end with a stop 325 at the second end defining a pivot point 500. Each of the other strip segments 324, 326, 328 comprises a portion straight 314, 316, 318, which extends from a first end and is equal in length to the first track segment, 322. Each of the other track segments 324, 326, 328 further comprises a curved part 334, 336, 338 of different radii and lengths, extending from the straight part 314, 316, 318 to a second end. All strip segments .322, 324, 326, 328 are arranged so that the straight parts 312, 314, 316, 318 of each are parallel. As described, the first strip segment 322, which comprises only a straight portion 312, can be situated in a front corner of the seat assembly 100..
    During flight operations, station 110 seat can be locked in; an operational position 126 using an 800 j seat restraint system (described later). During entry / exit operations, the seat retention system can be disengaged, allowing the mounting plate 400 to move along a predetermined course 120 between operating location 126 and entry / exit location 122. During exit, for example, the mounting plate 400 can move backwards along the straight parts 312, 314, 316, 318 of the strip segments 322, 324, 326, 328. When the mounting plate 400 reaches the end of the straight part 312, 314, 316, 318, the stop 325, of the strip segment 322 creates a pivot point 500 on which the mounting plate 400 will rotate according to the course defined by the curved parts 334, 336, 338 10 of the other track segments, 324, 326, 328. Unlike the previous modalities, where translation along the tracks 320 is used to orient the mounting plate 400, in the present mode, the mounting plate 400 is oriented by the movement of translation of the mounting plate 400 along the s curves 334, 336, 338 of band segments 324, 326, 15 328 over a pivot point 500. The indiscriminate rotation of the mounting plate 400 is thus avoided, because the bands 320, couplers 340 and the mounting plate 400 work together . Mounting plate 400 can continue to travel this course along lanes 320 until entry / exit location 122 is reached. The movement of the seat assembly of station 100 follows the reverse of this course during the entry operations.
    FIGURES 6A and 6B depict another embodiment of the movable seat assembly 100 comprising station seat 110, sliding seat rails 650, tracks 320 and hinge mechanism 600, shown in more detail in FIGURE 6C. Seat rails 650, such as a first seat rail 650A and the second seat rail 650B, are used to support the seat of station 110 and can be separated or connected to each other as part of a monolithic structure. Although two seat rails 650 are described here, any suitable number of rails 650 can be used in other embodiments of the present disclosure. The seat rails 30 650 can be spaced to match the mounting hardware of the seat 110 and the rails 650 can define an adjustment stroke 130, allowing the seat of the station 110 to be adjusted to a comfortable adjustment position 138. In one embodiment the seat rails 650 are compatible with a standard seat model, such as AS33601.
    A first seat rail 650A can be coupled to a track 320 using a coupling mechanism 340. The track 320 can be of any shape and suitable construction and defines a travel path for the first seat rail 650A. One skilled in the art will recognize a suitable band shape 320 to effect the desired movement. The first seat rail 650A can be attached to track 320 using any suitable coupling mechanism 340 known in the art that allows translation along track 320. In one embodiment, the first seat rail 650A is attached to track 320 with a sliding type coupler 346.
    A second seat rail 650B can be loosely coupled to a hinge mechanism 600, such as a hinge slide, as shown in more detail in FIGURE 6C. The hinge slide 600 may include a sliding component 610 to which the second seat rail 650B is slidably attached, using a series of bearings or a similar mechanism known in the art. The sliding component 610 can be rotationally connected to a base element 620 along a vertical axis, and a base element 620 can be fixedly connected to support the structure, such as the floor of the vehicle 630.
    During flight operations, the seat of station 110 can be locked at an operational location 126 using a seat restraint system 800 (described later). During entry / exit operations, the seat retention system 20 can be disengaged, allowing the seat rails 650A, 650B to move along a predetermined course 120 between operating location 126 and entry / exit 122. During the exit, for example, the seat rails 650A, 650B can move backwards, with the first rail 650A following a straight portion of track 320 and the second rail 650B forced to slide 25 through the articulation slide 600 on the same direction. A lock 660 can be installed on the second seat rail 650B at a predetermined location to stop the translational movement of the second seat rail 650B through the hinge slide 600. The location of lock 660 on the second seat rail 650B can be chosen so that latch 660 fits into slide 30 of hinge 600 at the same time that the sliding-type coupler 346 enters a curved part of track 320. When the seat rails 650A, 650B reach this point, the first rail of the seat 650A can follow a curved portion of track 320 and the second seat rail 650B can rotate on articulation slide 600, effectively reorienting seat 110. The indiscriminate rotation 35 of seat rails 650A, 650B is prevented because the sliding type coupler 346 and the hinge slide 600 work together. The seat rails 650A, 650B can continue this predefined movement until reaching the entry / exit location 122. Mechanisms, including, but not limited to, casters, can be used to support the back of the seat rails 650, allowing the seat rails 650 to move free of obstructions on the floor of the vehicle 630. The overall movement of the seat of station 100 follows the reverse of this course during the entry operations.
    In this embodiment, the front ends of the seat rails 650A, 650B can slide into the front retainers of the seat rail 670 which restrict upwards, downwards, forwards and sideways to 10 degrees of autonomy. Front retainers 670 and seat retention system 800 (described later) can securely hold seat rails 650 in place when used together. The seat rails 650 may have sufficient strength to comply with the relevant standards governing airworthiness, shock resistance, etc., such as parts FAR 29.561, 15 29.562 and 29.785 in the context of rotary-wing aircraft, for example.
    Referring now to FIGURE 7, seat 110 can be locked in a variety of stroke positions 128 along a predetermined stroke 120 using a seat restraint system 800. The restraint system 800 may comprise one or more releasable locking mechanisms 810 known in the art, such as a locking pin. Each of the locking mechanisms 810 can be attached to a locking / unlocking mechanism 820, such as a release handle. Snap-in / snap-out mechanisms 820 can be located in any convenient location, such as next to the base of the seat 110 or along the side of the rear of the seat 110. The track 320 and the seat rails 650 25 can include locking mechanism receivers. locks 830, such as holes or notches in the frame. Lock receivers 830 can be distributed in any number and frequency across all lanes 320 or a portion of them and seat rails 650, and can define possible locations where a crew member may want to lock the seat in place. For example, one or more 30 lock receivers 830 may be located near entry / exit location 122, waiting area 124 and operating location 126. Seat assembly 100 may include a seat restraint system 800 comprising various mechanisms separate locking devices 810 - one or more for locking seat 110 in a stroke position 128 along 35 of the predetermined stroke 120, and one or more for locking seat 110 in a separate adjustment position 138 along the adjustment path 130. Each locking mechanism 810 can have its own locking / unlocking mechanism 820, and the operation of locking / unlocking mechanisms 820 can be attached or detached. The restraint system 800 can work in conjunction with auxiliary mechanisms 840 such as springs, stored energy devices and motors described earlier here.
    In one embodiment, the movable seat assembly 100 may include a seat retention system 800 comprising three locking mechanisms 810 and three locking / disengaging mechanisms 820 and as shown in FIGURE 7. A first spring locking pin 810a can be coupled to a first spring loop 820a located next to the base of the seat 110. The strip 320 may include a series of receiver holes 830a arranged close to operating position 126, as well as one or more receiver holes 830a arranged close to the entry position / exit 122. A seated crewmember can first use mechanisms 810a and 820a to lock / unlock seat 110 in the receiving holes 830a along the predetermined course 120. The series of receiving holes 830a located close to operational location 126 can serve to identify the various adjustment positions 138 that coincide with associated stroke positions 128.
    A second spring-loaded locking pin 810b can be attached to a second spring-loaded handle 820b located next to the rear of the seat 110 in the embodiment of FIGURE 7. Second mechanisms 810b and 820b work similarly to the first mechanisms 810a and 820a, but can be used by a crew member who is not seated on seat 110. The second handle 820b can operate locking pin 810b, or both locking pins 810a and 810b, allowing the crew member to move seat 110 from behind. Lane 320 may further comprise one or more receiving slots near a waiting area 124. Seat 110 may be locked at this location to accommodate seat 110 in a ready position, however, out of the way, while the crew member performs functions outside from station 200. A spring 840 can be attached to seat 110 and the structure close to operating location 126, so that seat 110 is pulled along the predetermined stroke 120 towards operating location 126 when seat 110 is not locked in place. In operation, a seated crew member could move seat 110 to an entry / exit location 122, lock seat 110 in place using seat retention system 800, disassemble seat 110 and detach handle 820b, thus allowing the spring 840 pull the seat 110 along the predetermined stroke 120, where any of the spring-loaded locking mechanisms 820a or 820b can automatically lock the seat 110 on the retention receiver 830b in the standby position 124.
    A third spring-loaded locking pin 810c can be attached to a third spring-loaded handle 820c located next to or under the front of the seat 110 in the embodiment of FIGURE 7. Third mechanisms 810c 820b work similarly to the first and second mechanisms 810a 820a, 810b and 820b, and are used in the present embodiment to separately adjust the adjustment position 138 of the seat 110 along the path of adjustment 130 defined by the seat rails 650.
    One skilled in the art will recognize that the seat retention system 800 can include any number and combination of locking mechanisms 810, locking-locking mechanisms 820 and locking receivers 830. The particular arrangements described here merely describe possible 15 arrangements to illustrate how the seat restraint system can be used to lock the seat 110 in various positions, 128 and 138.
    It may be advantageous to establish definitions of certain words and phrases used in this patent document. The term "coupling" and its derivatives refer to any direct or indirect communication between two or more elements, 20 whether or not these elements are in physical contact with each other. The terms "include" and "understand", as well as their derivatives, mean inclusion, without limitation. The term "or" is inclusive, which means and / or. The terms "associated with" and "associated with", as well as their derivatives, can mean, include, be included in, be interconnected with, contain, be contained in, 25 connect to or with, couple or with, be in communication with, cooperate with, intercalate, juxtapose, be close to, be connected to or with, have, own, or the like.
    Although the present disclosure and its advantages have been described in detail, it should be understood that various changes, substitutions and amendments 30 can be made to this document without departing from the spirit and scope of the disclosure, as defined by the appended claims. In addition, the scope of this application is not intended to be limited to the specific modalities of the process, machine, fabrication, material composition, means, methods and steps described in the specification. As the one versed in technique 35 will readily appreciate from the disclosure, processes, machines, manufacturing, compositions of matter, means, methods or steps, currently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding modalities described herein, can be used in accordance with this disclosure. In this sense, the appended claims are intended to include in its scope such processes, machines, production, compositions of: material, means, methods, or stages. '
    权利要求:
    Claims (14)
    [0001]
    1. Movable seat set (100) for a vehicle, characterized by the fact that it comprises: first and second predetermined strokes (120), each having an operational location (126) at a first end and an entry / exit location (122 ) at a second end, the first and second predetermined courses (120) being substantially adjacent in position and substantially mirrored in orientation; and first and second seats (110), each coupled to a respective mounting plate (400) which is coupled to a respective strip (320) that runs through the first and second predetermined strokes (120), respectively, between the operational site ( 126) and the entry / exit location (122); wherein each of the first and second seats (110) has an operational orientation at the operational location (126) of its respective predetermined course (120), and an entrance / exit orientation of the seat at the entry / exit location (122) of its respective predetermined course (120); each seat input / output orientation being substantially inclined with respect to its respective seat operating orientation, wherein each of the respective strips (320) comprises a first strip segment (322), including a substantially straight portion (312) with a first end and a second end with a stop (325) at the second end defining a pivot point (500); and a plurality of additional strip segments (324, 326, 328), each with a first and a second end, and each with a straight portion (314, 316, 318) extending from the first end, and of equal length to the first strip segment (322), and a curved part (334, 336, 338) extending from the straight part (314, 316, 318) towards a second end, in which the straight parts (312, 314, 316, 318) of each of the strip segments (322, 324, 326, 328) are parallel; and in which each of the mounting plates (400) is provided to translate backwards along the straight parts (312, 314, 316, 318) of the strip segments (322, 324, 326, 328) during the exit before , when reaching the end of the straight parts (312, 314, 316, 318), rotate around the pivot point (500) according to a course defined by curved parts (334, 336, 338) of the plurality of band segments additional (324, 326, 328).
    [0002]
    2. Movable seat assembly (100) according to claim 1, characterized by the fact that each seat (110) can travel along the respective separate adjustment paths (130).
    [0003]
    3. Movable seat assembly (100) for a vehicle, characterized by the fact that it comprises: a single track (320) configured to define a predetermined course (120) between an operational location (126) and an entry / exit location ( 122), a seat (110) coupled to and movable along the strip (320), and configured to travel along the predetermined course (120) between an operational location (126) and an entry / exit location (122); wherein the seat (110) has an operational orientation at the operational location (126) and an entrance / exit seat orientation at the entrance / exit location (122), the orientation of the entrance / exit seat being substantially angled with respect to the operational seat orientation, wherein the single strip (320) comprises a first strip segment (322), including a substantially straight portion (312) with a first and a second end with a stop (325) on the second end, defining a pivot point (500); and a plurality of additional strip segments (324, 326, 328), each with a first and a second end, and each with a straight portion (314, 316, 318) extending from the first end, and of equal length to the first strip segment (322), and a curved part (334, 336, 338) extending from the straight part (314, 316, 318) towards a second end, where the straight parts (312, 314, 316 , 318) of each of the strip segments (322, 324, 326, 328) are parallel.
    [0004]
    4. Movable seat assembly according to claim 3, characterized by the fact that the seat (110) is reoriented during translation along the curved part (334, 336, 338) of the strip (320).
    [0005]
    5. Movable seat assembly (100) according to claim 4, characterized by the fact that the seat (110) is coupled to the strip (320) by a limited rotation type coupler (342).
    [0006]
    6. Movable seat assembly (100) according to claim 4, characterized by the fact that the seat (110) is coupled to the strip (320) by a plurality of couplers of the free orientation type (344).
    [0007]
    7. Movable seat assembly (100) according to claim 4, characterized in that the seat (110) is slidably coupled to an articulation mechanism (600) at the articulation point (500).
    [0008]
    8. Movable seat assembly (100) according to claim 7, characterized in that the seat (110) comprises a first seat rail (650) which is slidably coupled to the articulation mechanism (600) at the point of articulation (500), and a second seat rail (650) which is slidably coupled to the track (320).
    [0009]
    9. Movable seat assembly (100) according to claim 8, characterized in that the second seat rail (650) is slidably coupled to the strip (320) by a sliding type coupler (346).
    [0010]
    10. Movable seat assembly (100) according to claim 8, characterized in that the seat position (110) is slidably adjustable on the first and second seat rails (650).
    [0011]
    11. Movable seat assembly (100) according to claim 3, characterized by the fact that it further comprises a seat retention system (800) for locking the seat (110) in a position and orientation along the predetermined course (120).
    [0012]
    12. Movable seat assembly (100) according to claim 11, characterized in that the seat retention system (800) can be selectively operated from a seated position, a place next to the seat (110), or a place behind the seat (110).
    [0013]
    13. Movable seat assembly (100) according to claim 3, characterized by the fact that it also comprises a stroke assistance mechanism (840) to assist in translating the seat (110) along the predetermined course (120) .
    [0014]
    14. Movable seat assembly (100) according to claim 13, characterized by the fact that the stroke assistance mechanism (840) is selected from the group consisting of: a spring-type mechanism, an electrical mechanism, a mechanism hydraulic, a pneumatic mechanism, a magnetic mechanism, an electro-hydraulic mechanism, an electro-pneumatic mechanism, or an electro-magnetic mechanism.
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    法律状态:
    2013-12-17| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-12-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-10-27| B07A| Technical examination (opinion): publication of technical examination (opinion)|
    2021-02-02| B09A| Decision: intention to grant|
    2021-03-02| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 28/01/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/360,461|2012-01-27|
    US13/360,461|US8857763B2|2012-01-27|2012-01-27|Vehicle crewstation seat assembly|
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