阅读说明：本技术 设置有安装在可变形部分上的齿条的飞行器座椅 (Aircraft seat provided with a rack mounted on a deformable portion ) 是由 C·谢龙 R·勒叙厄尔 C·弗尼 于 2020-02-28 设计创作，主要内容包括：本发明涉及一种飞行器座椅,包括：导轨(26)；齿条(34)；致动器(30),其设置有齿轮(31)；至少一个连接部分(35),其在导轨(26)和齿条(34)之间提供机械连接,其特征在于,连接部分(35)包括机械弱区域(36),并且第一承载元件(37)和第二承载元件(38)设置在齿条(34)的两侧,使得如果座椅的变形产生齿轮(31)的运动,所述齿轮(31)或对应的轴(32)邻接抵靠承载元件(37、38)之一并且以这种方式使连接部分(35)沿着机械弱区域(36)变形。(The invention relates to an aircraft seat comprising: a guide rail (26); a rack (34); an actuator (30) provided with a gear (31); at least one connecting portion (35) providing a mechanical connection between the rail (26) and the rack (34), characterized in that the connecting portion (35) comprises a mechanically weak region (36) and in that a first bearing element (37) and a second bearing element (38) are provided on either side of the rack (34) such that if a deformation of the seat produces a movement of the gearwheel (31), said gearwheel (31) or the corresponding shaft (32) abuts against one of the bearing elements (37, 38) and in this way deforms the connecting portion (35) along the mechanically weak region (36).)

1. An aircraft seat (10) comprising:

-a guide rail (26),

-a rack (34),

-an actuator (30) equipped with a pinion (31) carried by a shaft (32), said pinion (31) being in mesh with a rack (34),

-at least one connection portion (35) providing a mechanical connection between the guide rail (26) and the rack (34),

characterized in that the connecting portion (35) comprises a region of low mechanical resistance (36) and in that the first supporting element (37) and the second supporting element (38) are arranged on either side of the rack (34) so that, in the event of a deformation of the seat (10) causing a displacement of the pinion (31), said pinion (31) or the corresponding shaft (32) bears against one of the supporting elements (37, 38) to deform the connecting portion (35) along the region of low mechanical resistance (36).

2. The aircraft seat according to claim 1, characterized in that the first support element (37) is a retaining plate having a portion axially superposed with the pinion (31).

3. Aircraft seat according to claim 1 or 2, characterized in that the second support element (38) is a plate provided with a guide slot (40) adapted to guide one end of a shaft (32) carrying the pinion (31).

4. The aircraft seat according to any one of claims 1 to 3, characterized in that the second support element (38), the connecting portion (35) and the rail (26) form a common component (41).

5. The aircraft seat according to any one of claims 1 to 4, characterized in that the actuator (30) is fixed to the base (22) of the seat (10) by means of at least one damping cushion (43.1, 43.2, 43.3).

6. Aircraft seat according to claim 5, characterised in that the damping cushion (43.1) has an elastic part (44) for absorbing mechanical energy in the vertical direction (Z).

7. Aircraft seat according to claim 5, characterized in that the damping cushion (43.2, 43.3) comprises an annular elastic part (47) placed in a passage opening of a fixing member (48) for the actuator (30) to absorb mechanical energy in the longitudinal direction (X) and/or the transverse direction (Y).

8. The aircraft seat according to any one of claims 1 to 7, characterized in that the translating guide member (25) comprises rollers (28), each cooperating with an inclined face (29) of a guide rail (26) having a V-shaped cross-section.

9. The aircraft seat according to any one of claims 1 to 8, comprising a height adjustment device (17).

10. The aircraft seat according to claim 9, characterized in that the height adjustment means (17) comprise two pairs of stars (18) provided with ends cooperating with an upper flange (19) and a lower flange (20) of the seat (10).

11. The aircraft seat according to any one of claims 1 to 10, characterized in that the region of low mechanical resistance (36) is obtained by local contraction of the material in the thickness of the connecting portion (35).

12. An aircraft comprising a seat as claimed in any preceding claim.

Technical Field

The present invention relates to an aircraft seat provided with a rack mounted on a deformable portion. The invention has particular but not exclusive application to a piloting seat for an aircraft or helicopter.

Background

In a manner known per se, the aircraft seat comprises a rail which is fixed to the floor and along which the seat can be moved to allow the pilot to adjust his/her position with respect to the driving position. In order to allow the automatic movement of the seat, an electric actuator equipped with a pinion on the shaft may be provided. The pinion gear is engaged with a rack integral with the guide rail.

During the certification test, stresses are applied to the floor during the so-called "pitch and roll" deformation phase. The result is deformation of the seat structure and corresponding movement of the actuator, while causing disengagement of the pinion gear from the rack. Seat motion control is then lost, which is a safety concern.

Disclosure of Invention

The object of the present invention is to effectively remedy this drawback by providing an aircraft seat comprising:

-a guide rail,

-a rack of teeth,

an actuator equipped with a pinion carried by a shaft, said pinion being in mesh with a rack,

at least one connection portion providing a mechanical connection between the rail and the rack, characterized in that the connection portion comprises a region of low mechanical resistance and in that the first and second support elements are arranged on either side of the rack such that, in the event of a seat deformation causing a displacement of the pinion, said pinion or the corresponding shaft abuts against one of the support elements, in particular according to the direction of displacement of said pinion, to deform the connection portion along the region of low mechanical resistance.

Therefore, the present invention ensures that the pinion of the actuator meshes with the rack so that the rack follows the displacement of the actuator caused by the deformation of the seat, although the seat is deformed to the extent that the connecting portion is deformed. This ensures that the teeth of the pinion gear remain engaged with the teeth of the rack gear as the seat deforms.

According to one embodiment, the first support element is a retaining plate having a portion axially overlapping the pinion.

According to one embodiment, the second support element is a plate provided with a guide slot capable of guiding one end of the shaft carrying the pinion.

According to one embodiment, the second support element, the connecting portion and the guide rail form one and the same component.

According to one embodiment, the actuator is fixed to the base of the seat by at least one damping pad.

According to one embodiment, the damping cushion comprises an elastic portion for absorbing mechanical energy in the vertical direction.

According to one embodiment, the damping cushion comprises an annular elastic part arranged in the passage opening of the fixation member for the actuator, so as to be able to absorb mechanical energy in the longitudinal direction and/or the transverse direction.

According to one embodiment, the translation guide members comprise rollers, each cooperating with an inclined surface of a guide rail having a V-shaped cross-section.

According to one embodiment, the aircraft seat comprises a height adjustment device.

According to one embodiment, the height adjustment means comprise two pairs of stars (spiders) provided with ends cooperating with the upper and lower flanges of said seat.

According to one embodiment, the low mechanical resistance region is obtained by local contraction of the material in the thickness of the connecting portion.

The subject of the invention is also an aircraft comprising a seat as defined above.

Drawings

The invention will be better understood and other characteristics and advantages will become apparent from the following detailed description (including the examples given as illustrative examples) read with reference to the accompanying drawings given as non-limiting examples, which may be used for a complete understanding of the description of the invention and its embodiments, and which will ultimately contribute to its definition, wherein:

FIG. 1 is a perspective view of the front of an aircraft seat according to the invention;

FIG. 2 is a perspective view of the rear of an aircraft seat according to the invention;

FIG. 3 is a detailed perspective view of the seating structure of the seat according to the present invention;

figure 4 is a detailed cross-sectional view of the area where the pinion of the actuator meshes with the rack of the system for translating the seat according to the invention;

figure 5 is a detailed perspective view of the region where the pinion of the actuator meshes with the rack of the system for translating the seat according to the invention;

FIG. 6 is a cross-sectional view of a guide member engaged with an aircraft seat track according to the present invention;

figure 7a is a perspective view of a damping pad for ensuring the fixation between an actuator carrying a pinion meshing with a rack and the base of the seat according to the invention;

FIG. 7b is a perspective view of the damping pad without the securing members to expose the resilient portion of the damping pad;

fig. 8a and 8b are sectional views showing the movement of the actuator when the seat is stressed in two directions of movement opposite to each other.

Detailed Description

It should be noted that in the figures, structural and/or functional elements common to different embodiments may have the same reference numerals. Thus, unless otherwise specified, these elements have the same structure, dimensions, and material properties.

Furthermore, relative terms of the "top", "bottom", "front", "rear" type are to be understood by reference to the common general knowledge imparted to them by the person in the seat. The longitudinal direction X extends linearly from the rear to the front of the seat. The transverse direction Y is perpendicular to the longitudinal direction X while lying in a horizontal plane. The vertical direction Z is perpendicular to a plane formed by the longitudinal direction X and the transverse direction Y.

Fig. 1, 2 and 3 show an aircraft 10 that includes, inter alia, a seating surface 11 mounted on a seating structure 12, a backrest 13 and a headrest 15. The seating structure 12 comprises a height-adjustment device 17, the height-adjustment device 17 being provided with two pairs of X-shaped stars (spiders) 18 mounted between two upper flanges 19 and two inner flanges 20 fixed to a base 22. The base 22 has in particular the form of a plate open in its central part. The stars 18 of each pair are hinged with respect to each other at their central portion.

The rear end of the star 18 is connected for rotation only relative to the lower and upper flanges 20, 19. The front end of the star 18 is connected to rotate and translate along guide slots 23 in the upper and lower flanges 19 and 20, respectively, as shown in fig. 3. In other words, there is a sliding pivotal connection between the front end of the star member 18 and the flanges 19, 20 of the seating structure 12. The vertical displacement of the seat 10 may be limited by a stop in the front of the upper flange 19 at one end of the guide slot 23.

Alternatively, the structure may of course be reversed without changing the operation of the system, that is, the pivotal connection may be provided at the front end side of the star member 18 and the sliding pivotal connection may be placed at the rear end side of the star member 18.

To ensure automatic displacement of the seat 10 from top to bottom, a mechanical cylinder actuator 24 is arranged between the lower ends of the star members 18, as shown in fig. 3. The operation of the actuator 24 may be controlled by the driver.

Furthermore, the base 22 carries translation guide members 25, each translation guide member 25 cooperating with a corresponding guide rail 26 fixed on the floor of the aircraft. In this case, four guide rails 26 are used here, but of course more or less than four guide rails 26 may be used. As can be seen in fig. 1 to 3, the rail 26 comprises a straight portion 26.1 corresponding to the area of use of the seat 10, along which the seat 10 can be moved by a more or less adjusted length with respect to an intermediate reference position, in particular between 50mm and 80mm and of the order of 65 mm.

The track 26 also includes a curved portion 26.2 in which it is located when the seat 10 is in the storage position. The seat 10 is then moved out of the driving position. Given that the curved portion 26.2 corresponding to the storage position of the seat 10 is not constrained by the same operations as the straight portion 26.1 corresponding to the use area of the seat 10, the curved portion 26.2 of the rail 26 can be made of a different material, in particular a less resistant material, than the straight portion 26.1 of the rail 26. Thus reducing the cost of the system. According to a particular exemplary embodiment, the straight portion 26.1 of the rail 26 is made of a steel base material, while the curved portion 26.2 is made of an aluminum-based material.

As shown in fig. 6, the translation guide member 25 comprises rollers 28, each cooperating with an inclined surface 29 of the guide rail 26 having a V-shaped section. The apex of the V is located above the rail 26. This configuration of the guide rail 26 and the guide member 25 may ensure that the guide member 25 is better centered with respect to the guide rail 26 while limiting play in the transverse direction Y.

In order to ensure automatic translational displacement of the seat 10 in the longitudinal direction X, an actuator 30 is provided equipped with a pinion 31 carried by a shaft 32, as can be clearly seen in particular in fig. 4 and 5. The pinion 31 may be integral with the shaft 32 or attached and fixed to the shaft 32. The pinion 31 meshes with a rack 34 integral with the rail 26. For this purpose, at least one connecting portion 35 provides a mechanical connection between the rail 26 and the rack 34. In this case there are two connecting portions 35, but the number may of course vary depending on the application.

The connecting portion 35 comprises a region of low mechanical resistance 36 to allow the connecting portion 35 to deform along said region of low mechanical resistance 36 when the seat 10 is subjected to mechanical stresses, in particular of the "pitch and roll" type. The low mechanical resistance region 36 extends in the longitudinal direction X. The low mechanical resistance region 36 is preferably obtained by local shrinkage of the material in the thickness of the connecting portion 35. As a variant, the low mechanical resistance region 36 may be realized by a material less resistant to deformation than the rest of the part.

Furthermore, a first support element 37 and a second support element 38 are arranged on both sides of the rack 34.

The first support member 37 is a holding plate 37. The holding plate 37 includes a portion that axially overlaps the pinion 31. Therefore, at least one straight line D parallel to the axis of the pinion 31 intersects with the pinion 31 and a portion of the holding plate 37, as shown in fig. 4. The length of the retaining plate 37 is substantially equal to the length of the straight portion 26.1 of the rack 34. By "substantially equal" is meant that there may be a variation of around 10% between the two lengths. The width of the retaining plate 37 is greater than the width of the straight portion 26.1 of the rack 34 so as to obtain an axial overlap with the pinion 31.

In particular, as can be seen in fig. 5, the second support member 38 is a plate provided with a guide groove 40, the guide groove 40 serving to guide one end of the shaft 32 carrying the pinion 31 in the event of deformation of the connecting portion 35. The guide slot 40 may include straight portions and/or curved portions as shown. The length of the plate 38 is substantially equal to the length of the straight portion 26.1 of the rack 34. The width of the plate 38 is greater than the width of the straight portion 26.1 of the rack 34 so as to obtain an axial overlap with the pinion 31.

The second support member 38, the connecting portion 35 and the guide rail 26 are advantageously formed in one piece 41, as shown in fig. 4. The fixing of the rack 34 and the holding plate 37 on this part 41 can be done by fixing members 42 (e.g. screws), which fixing members 42 are inserted into fixing holes in the holding plate 37, the rack 34 and the part 41. The rack 34 is then tightly fitted between the part 41 and the holding plate 37.

Advantageously, in order to limit the action on the rack 34 in case of deformation, the actuator 30 is fixed to the base 22 of the seat 10 by means of at least one damping pad 43, as shown in fig. 7a and 7 b. In this case three damping cushions 43.1, 43.2, 43.3 are used, but their number may of course vary depending on the application, in particular depending on the mechanical stresses to which the seat 10 is subjected. The damping cushion 43.1 comprises an elastic portion 44, which elastic portion 44 is tightly mounted between two washers 45 by means of a fixing member 46, such as a screw, so as to be able to absorb mechanical energy in the vertical direction Z. The height of the resilient portion 44 is greater than its diameter.

Each damping pad 43.2, 43.3 comprises an elastic part ring 47 arranged in the passage opening of the fixing member 48 for the actuator 30 to absorb mechanical energy in the longitudinal direction X and/or the transverse direction Y. The diameter of the resilient portion 47 is greater than its thickness. According to an exemplary embodiment, the elastic portion of the pads 43.1, 43.2, 43.3 may be made in particular of a synthetic material, for example of the rubber or polymer type.

In normal operation, that is to say when the seat 10 does not undergo any deformation, there is a functional play between the pinion 31 and each support element 37, 38.

The operation of the system in the event that deformation of the seat 10 causes displacement of the actuator 30 and therefore of its pinion 31 is described below with reference to figures 8a and 8 b.

As shown in fig. 8a, in the event that deformation of the seat 10 causes upward displacement of the pinion 31, the pinion 31 abuts against the retaining plate 37, thereby deforming the connecting portion 35 upward along the low mechanical resistance region 36. Since the relative position of the pinion 31 with respect to the rack 34 is held by the holding plate 37, the engagement of the pinion 31 with the rack 34 is ensured.

As shown in fig. 8b, in the event that the deformation of the seat 10 causes the pinion 31 to move downwards, the shaft 32 of the pinion 31 abuts against the bottom of the guide groove 40 of the plate 38, thereby deforming the connecting portion 35 downwards along the low mechanical resistance zone 36. Since the relative position of the pinion 31 with respect to the rack 34 is maintained by the plate 38, the engagement of the pinion 31 with the rack 34 is ensured. In addition, the groove 40 can effectively guide the movement of the pinion 31 relative to the rack 34.

In all cases, the damping pads 43.1, 43.2, 43.3 absorb the mechanical deformation energy to limit the stresses to which the rack 34 is subjected.

As a variant, the assembly formed by the retaining plate 37, the rack 34 and the connecting portion 35 forms an additional portion fixed to the rail 26 by fixing means, such as screws, rivets, studs or any other fastening means suitable for the application.

Of course, the different features, variants and/or embodiments of the invention can be associated with each other in various combinations, as long as they are compatible or not exclusive with each other.

It is obvious that the invention is not limited to the embodiments described above, which are provided by way of example only. It includes various modifications, alternatives, and other variations which may be contemplated by those skilled in the art in the context of the present invention, particularly any combination of the various modes of operation described above, which may be employed alone or in combination.