阅读说明：本技术 飞机客舱的乘客座椅单元 (Passenger seat unit for an aircraft cabin ) 是由 罗曼·沙雷尔 劳伦·施特里特尔 皮埃里克·亨利 查尔斯·埃尔曼 于 2019-10-31 设计创作，主要内容包括：本发明描述了一种用于飞机客舱的乘客座椅单元,包括座椅部分(10)、靠背(20)和搁腿架(30),并且具有：直立构造,在其中,靠背(20)和搁腿架(30)处于第一位置；以及床构造,在其中,靠背(20)和搁腿架(30)处于第二位置,靠背(20)、座椅部分(10)和搁腿架(30)形成基本平坦且连续的表面,其中,座椅部分(10)是固定的,靠背(20)安装成可围绕靠背和座椅部分(29)之间的连接轴线旋转移动,搁腿架(30)安装成可围绕搁腿架和座椅部分(39)之间的连接轴线旋转移动。(The invention relates to a passenger seat unit for an aircraft cabin, comprising a seat part (10), a backrest (20) and a leg rest (30), and having: an upright configuration in which the backrest (20) and the leg rest (30) are in a first position; and a bed configuration in which the backrest (20) and the leg rest (30) are in the second position, the backrest (20), the seat portion (10) and the leg rest (30) forming a substantially flat and continuous surface, wherein the seat portion (10) is stationary, the backrest (20) is mounted for rotational movement about a connection axis between the backrest and the seat portion (29), and the leg rest (30) is mounted for rotational movement about a connection axis between the leg rest and the seat portion (39).)

1. A passenger seating unit for an aircraft cabin, comprising a seating surface (10), a backrest (20) movably mounted between a first position and a second position, and a leg rest (30) movably mounted between a first position and a second position, the seating unit having:

-an upright configuration in which the backrest (20) and the leg rest (30) are in a first position, and

-a bed configuration in which the backrest (20) and the leg rest (30) are in a second position, the backrest (20), the seat surface (10) and the leg rest (30) forming a substantially flat and continuous surface, characterized in that:

-the seating surface (10) is stationary,

-the backrest (20) is mounted so as to be movable in rotation between a first position and a second position about an axis of engagement between the backrest and the seat surface (29), the backrest (20) being adapted to receive the back of the passenger when the backrest (20) is in the first position and to receive the head of the passenger when the backrest (20) is in the second position,

-the leg rest (30) is mounted so as to be movable in rotation between a first position and a second position about an axis of engagement between the leg rest and the seat surface (39).

2. Passenger seating unit according to claim 1, wherein the backrest (20) and leg rest (30) are mounted to move in rotation about respective pivot links, and wherein the rotation of the backrest (20) is independent of the rotation of the leg rest (30).

3. The passenger seating unit of any of claims 1 or 2, further comprising a head support (40) mounted to be rotatably movable between a first position and a second position, wherein the backrest (20) and head support (40) are in the first position and form a substantially flat and continuous surface when the seating unit is in the upright configuration, and wherein rotation of the head support (40) is independent of rotation of the backrest (20) and rotation of the leg rest (30).

4. Passenger seating unit according to any of claims 1 to 3, further comprising a foot rest (50) adapted to be separated from the seating surface (10) by a distance substantially corresponding to the size of the leg rest (30), such that the backrest (20), seating surface (10), leg rest (30) and foot rest (50) form a substantially flat and continuous surface when the seating unit is in bed configuration.

5. Passenger seating unit according to any of claims 1-4, wherein the seating surface (10) has a dimension, referred to as width, in the direction of the axis of engagement between the backrest and the seating surface (29), which is greater than the width of the backrest (20).

6. The passenger seating unit according to any one of claims 1 to 5, further comprising a front panel (110) and a shelf (113) adapted to be mounted on the front panel (110) so as to be movable in a rotary manner about a first axis of rotation between a stowed position in which the shelf (113) is stowed against the front panel (110) and an open position in which the shelf (113) is positioned substantially parallel to the seating surface (10) to form a working surface for the passenger.

7. The passenger seating unit of claim 6, wherein the shelf (113) comprises a first tray (1131), a second tray (1132) and a third tray (1133), the trays being stacked, wherein the first tray (1131) is adapted to be mounted for rotational movement about a second axis of rotation perpendicular to the first axis of rotation, and the second tray (1132) is adapted to be slidably mounted along the first axis.

8. The passenger seating unit of any of claims 1-7, further comprising a front panel (110), the front panel (110) having a recess adapted to mount a screen (115), wherein the screen (115) is adapted to be tiltable relative to a plane formed by the front panel (110).

9. The passenger seating unit of any of claims 1-8, further comprising a side panel (120) adapted to laterally delimit the seating unit, and further comprising a dedicated door (121) adapted to be mounted on the side panel (120) and to slide along a longitudinal axis of the seating unit.

10. Passenger seating unit according to any one of claims 1 to 9, further comprising a housing module comprising a seat surface support (130) adapted to be positioned below the seat surface (10), and/or adapted to laterally delimit side panels (120) of the seating unit, and/or adapted to define a rear table (140) of a foot rest (50) of an adjacent rear seating unit, and/or adapted to define a rear module (150) of a front panel (110) of an adjacent rear seating unit.

11. Passenger seating unit according to claim 10, wherein the seat surface support (130) and/or the side panels (120) and/or the table (140) and/or the rear module (150) are of an adaptable size along an axis of engagement between the backrest and the seat surface (29).

12. An arrangement of passenger seat units for an aircraft cabin, comprising a plurality of passenger seat units according to any one of claims 1 to 11, which are positioned parallel to one another such that the bed surface extends diagonally relative to the longitudinal axis of the seat units.

13. An arrangement for a passenger seat unit for an aircraft cabin, comprising a plurality of passenger seat units according to any one of claims 1 to 11, which are positioned in a staggered configuration such that the bed surface extends parallel to the longitudinal axis of the seat unit.

14. A method of manufacturing a housing module for a passenger seat unit of an aircraft cabin according to claim 10, comprising the steps of:

-manufacturing a housing module having a maximum housing module width (Lmax),

-determining a housing module width (Ldet) adapted to be adapted to a width of an aircraft cabin in which the housing module is intended to be arranged,

-cutting away the housing module in order to obtain a housing module having a width substantially equal to the determined width (Ldet) when the determined housing module width (Ldet) is smaller than the maximum housing module width (Lmax).

Technical Field

The invention relates to the field of passenger seats for aircraft cabins.

Background

Commercial flights are becoming longer and longer. In fact, with the advent of new generation aircraft, the range of remote aircraft tends to increase and the airspeed tends to decrease to optimize fuel consumption. In this way, the current flight can last for up to 19 hours. Because of the long flights, it is essential to provide sufficient comfort to the passengers.

In addition, the demand for comfort during flight is increasing for passengers, especially for premium passengers in business or first class cabins. The comfort criteria may vary from passenger to passenger depending on age, gender, size, possible illness, etc.

One comfort criterion generally accepted by passengers is the possibility to benefit from active and non-passive seating surfaces during flight, i.e. to be able to switch from one position to another on the seat. Active seating surfaces promote movement, improve posture, activate body muscles and alter the area of the body that contacts the seat.

Some modern aircraft are equipped with passenger seats that are movable between a seating surface position and a passenger reclined position to accommodate the needs of the passenger during flight. For example, during take-off and landing, or when the passenger is having a meal, the seat is in a seat surface position, and during cruising, for example when the passenger wants to rest or sleep, the seat may be activated to a reclined position.

Passenger seats such as are currently installed in some passenger aircraft are shown by way of example in fig. 1a, 1b and 1 c. The seat includes a backrest 20 ', a seating surface 10 ', and a leg rest 30 '. The seat may be reclined between a seating surface position shown in fig. 1a, one or more intermediate positions (e.g., the position shown in fig. 1 b), and a reclined position shown in fig. 1 c.

The seat can be tilted between different positions by using the deployment kinematics of the electric actuator. Typically, the seat includes two to four actuators and a motion mechanism that slides approximately 500 millimeters forward to transition the seat to a reclined position. The actuated kinematic mechanism of the seat also implies the mounting of the longitudinal guides and the electronic box under the seat. In view of the size limitations of aircraft seats, the seating surface 10' of the seat pivots and/or slides on the seating surface brackets to produce movement of the entire seat. The occupant controls the movement of the seat between the seating surface position and the supine position via the push buttons to actuate the seat mechanism, which is integrated into the armrest of the seat, for example. The kinematic mechanism that actuates the seat must be further dimensioned to accommodate a passenger weighing 120kg in all movements that he can access with a large cantilever bed.

The movement mechanisms for actuating the seat described above therefore add considerably to the complexity, mass and manufacturing costs of the seat, also implying high maintenance costs.

Furthermore, these motion mechanisms limit the surface of the seating surface available to the occupant because the width of the seat is defined by the armrests, which laterally abut the seat. Further, since the seat slides toward the front of the seat surface when the seat is shifted from the seat surface position to the bed position, the side of the seat surface may abut against the housing, thereby confining the seat to the front. This limits the seat surface width even more, thus limiting the ability of the occupant to move on the seat.

A passenger flying in such a seat keeps essentially the same body parts (head, back and rear legs) in contact with the same surface, whether he is in a seat surface position or in a reclined position. This may create strong pressure points to prevent muscle activation and blood circulation, causing discomfort and risk to the health of the passengers during many hours of flight.

Furthermore, the cushions forming the backrest, the seating surface and the leg rest may move substantially apart from each other in the area of their boundaries when the seat is in the reclined position. This inclined position causes some discomfort to the passenger, since the passenger feels the demarcation between the different cushions of the seat below him, so that there is a risk of interrupting the passenger's sleep when changing posture during sleep.

Furthermore, the freedom of movement of the passenger in this type of seat is reduced, and it is difficult for the passenger to change position. The time required for a passenger to switch from one activity (e.g., eating, working, reading, sleeping, resting, watching a movie, interacting with other passengers or an empty sister, etc.) to another is longer, and the probability of the passenger performing several activities simultaneously (e.g., eating while working with a laptop on their knees) is reduced. Thus, passengers have limited ability to reproduce the movements they do in the usual environment during flight (e.g. stretching, rising, crossing legs, sitting on clothing, etc.).

Disclosure of Invention

It is an object of the invention to propose a passenger seat unit for an aircraft cabin, which provides improved comfort for the passengers.

Another object of the invention is to propose a passenger seating unit for an aircraft cabin that offers more freedom of movement for the passengers.

According to a first aspect, the invention relates to a passenger seating unit for an aircraft cabin, comprising a seating surface, a backrest movably mounted between a first position and a second position, and a leg rest movably mounted between a first position and a second position, the seating unit having:

-upright configuration with backrest and legrest in a first position, and

a bed configuration in which the backrest and the leg rest are in the second position, the backrest, the seat surface and the leg rest forming a substantially flat and continuous surface,

the passenger seating unit is characterized by:

-the seating surface is stationary,

the backrest is mounted to move in rotation about an axis of engagement between the backrest and the seat surface between a first position, in which the backrest is adapted to receive the back of a passenger, and a second position, in which the backrest is adapted to receive the head of the passenger,

the leg rest is mounted so as to be movable in rotation between a first position and a second position about an axis of engagement between the leg rest and the seating surface.

Some preferred but non-limiting individual or combined features of the passenger seating units described above are as follows:

the backrest and the legrest are mounted so as to be movable in a rotary manner about respective pivoting links, and wherein the rotation of the backrest is independent of the rotation of the legrest;

the passenger seating unit further comprises a head support mounted so as to be movable in rotation between a first position and a second position, the passenger seating unit being such that, when the seating unit is in the upright configuration, the backrest and the head support are in the first position and form a substantially flat and continuous surface, and the rotation of the head support is independent of the rotation of the backrest and of the leg rest;

the passenger seat unit further comprises a foot rest adapted to be separated from the seat surface by a distance substantially corresponding to the size of the leg rest, such that the backrest, the seat surface, the leg rest and the leg rest form a substantially flat and continuous surface when the seat unit is in the bed configuration;

the dimension of the seat surface in the direction of the axis of engagement between the backrest and the seat surface, referred to as the width, is greater than the width of the backrest;

the passenger seating unit further comprises a front panel and a shelf adapted to be mounted on the front panel so as to be movable in a rotary manner about a first axis of rotation between a stowed position in which the shelf is stowed against the front panel and an open position in which the shelf is positioned substantially parallel to the seating surface to form a passenger working surface;

the shelf comprises a first tray, a second tray and a third tray, these trays being superposed, wherein the first tray is adapted to be mounted to move in a rotary manner about a second axis of rotation perpendicular to the first axis of rotation, and the second tray is adapted to be mounted slidingly along the first axis;

the passenger seating unit further comprises a front panel having a recess adapted to mount a screen, the screen being adapted to be tiltable with respect to a plane formed by the front panel;

the passenger seat unit further comprises side panels adapted to laterally delimit the seat unit, and further comprises dedicated doors adapted to be slidably mounted on the side panels along the longitudinal axis of the seat unit;

the passenger seating unit further comprises a housing module comprising a seat surface support adapted to be positioned below the seating surface, and/or a side panel adapted to laterally delimit the seating unit, and/or a rear table adapted to define a foot rest of an adjacent rear seating unit, and/or a rear module adapted to define a front panel of an adjacent rear seating unit;

the seat surface support and/or the side panels and/or the table and/or the rear module have adaptable dimensions along an axis of engagement between the backrest and the seat surface.

According to a second aspect, the invention relates to an arrangement for a passenger seat unit of an aircraft cabin, comprising a plurality of passenger seat units according to the first aspect, which are positioned parallel to each other such that the bed surface extends diagonally relative to the longitudinal axis of the seat unit.

According to a third aspect, the invention relates to an arrangement for a passenger seat unit of an aircraft cabin, comprising a plurality of passenger seat units according to the first aspect, the passenger seat units being positioned in a staggered configuration such that the bed surface extends parallel to the longitudinal axis of the seat unit.

According to a fourth aspect, the invention relates to a method of manufacturing a housing module for a passenger seat unit of an aircraft cabin according to claim 10, comprising the steps of:

-manufacturing a housing module having a maximum housing module width,

determining a housing module width, the determined housing module width being adapted to fit the width of an aircraft cabin in which the housing module is to be arranged,

-cutting the housing module when the determined housing module width is smaller than the maximum housing module width to obtain a housing module having a width substantially equal to the determined width.

Drawings

Other characteristics, objects and advantages of the invention will emerge from the detailed description which follows, given by way of non-limiting example, and illustrated by the following figures of the drawings:

fig. 1a, 1b and 1c show schematic views of the passenger seat already mentioned in the seat surface position, the intermediate position and the reclined position.

Fig. 2a and 2c show perspective schematic views of a passenger seating unit according to an embodiment of the invention in an upright position.

Fig. 2b and 2d show perspective schematic views of a passenger seating unit according to an embodiment of the invention in a bed position.

Fig. 3a, 3b and 3c show partial perspective views of a passenger seating unit according to an embodiment of the invention in different positions of a shelf.

Fig. 4a and 4b show partial perspective views of a passenger seat unit according to an embodiment of the invention for different positions of the screen and the foot rest.

Fig. 5a and 5b show partial schematic views of perspective views of a passenger seating unit according to an embodiment of the invention, for different positions of a dedicated door.

Fig. 6 shows a perspective schematic view of a passenger seating unit according to an embodiment of the invention.

Fig. 7a and 7b show schematic views of a passenger seating unit having a modular width according to an embodiment of the invention.

Fig. 8 shows a perspective schematic view of a passenger seating unit according to an embodiment of the invention.

Fig. 9 shows a perspective schematic view of passenger seat units on which passengers are mounted according to an embodiment of the invention.

Fig. 10a, 10b and 10c show perspective schematic views of an arrangement of a passenger seating unit according to an embodiment of the invention.

Fig. 11a and 11b show schematic plan views of passenger seat units according to embodiments of the invention, arranged according to two different embodiments.

Fig. 12 shows a schematic perspective view of an arrangement of a passenger seating unit according to an embodiment of the invention.

Detailed Description

In fig. 2a to 2d, 6 and 8, a passenger seat unit for an aircraft cabin is shown by way of non-limiting example.

The seating unit includes a seating surface 10, a backrest 20 mounted for movement between a first position and a second position, and a leg rest 30 mounted for movement between a first position and a second position.

The seat unit has:

an upright configuration, in which the backrest 20 and the leg rest 30 are in a first position, an

A bed configuration, in which the backrest 20 and the leg rest 30 are in the second position, the backrest 20, the seat surface 10 and the leg rest 30 forming a substantially flat and continuous surface.

The passenger seating unit also has the following features:

the seating surface 10 is stationary and,

the backrest 20 is movably rotatably mounted about an axis of engagement between the backrest and the seat surface 29 between a first position, in which the backrest 20 is adapted to receive the back of a passenger, and a second position, in which the backrest 20 is adapted to receive the head of a passenger,

leg rest 30 is mounted so as to be movable in rotation between a first position and a second position about an axis of engagement between leg rest and seat surface 39.

In fig. 2a and 2c, the seating unit is shown by way of non-limiting example in an upright configuration. In fig. 2b and 2d, the seat unit is shown by way of non-limiting example in a bed configuration.

When the seating unit is in the bed configuration, the backrest 20, the seating surface 10 and the leg rest 30 form a substantially flat and continuous surface. In this way, the passenger has a large flat mattress that can comfortably stretch the body in different positions. The surface of the backrest 20 is added to the surface of the seat surface 10 and the surface of the leg rest 30 in order to maximize the total bed surface available to the occupant. When the seating unit is in the bed configuration, the occupant may extend such that their head rests on the surface formed by the backrest 20.

Furthermore, the comfort of the passenger is also improved, since the seating unit, when in the bed position, appears as a large flat mattress, without significant separation between the different elements.

The backrest 20 and the leg rest 30 are mounted so as to be movable in a rotary manner about an engagement axis, that is to say they pivot about engagement axes 29, 39. Only these elements need to be actuated to convert the seating unit from the upright configuration to the bed configuration and vice versa.

In this way, the configuration of the seating unit can be changed by rotation of the backrest 20 and rotation of the leg rest 30 to accommodate the needs of the passengers during flight. In particular, during take-off and landing, or even when the passenger is eating, the seating unit may be in an upright configuration, whereas during cruising, for example when the passenger wants to rest or sleep, the seating unit may be in a bed configuration.

Furthermore, since the respective axes of rotation of the back rest 20 and leg rest 30 are their respective axes of engagement with the seat surfaces 29, 39, the surface of the seat surface 10 is not altered by the position of the back rest 20 or leg rest 30, and the total surface of the seat surface 10, back rest 20 and leg rest 30 assembly is maximized when the back rest 20 and leg rest 30 are in the second position.

Furthermore, this type of seating unit with a fixed seating surface 10 and a backrest 20 and a leg rest 30 pivoting about respective axes of rotation 29, 39 does not require a deployment movement mechanism, such as an actuator and mechanical rails, to convert from the upright configuration to the bed configuration and vice versa.

The absence of a deployment motion mechanism greatly reduces the cost, complexity and mass of the seating unit relative to seating units incorporating such motion mechanisms. This results in a resulting reduction in fuel consumption of an aircraft equipped with such a seating unit. Furthermore, the absence of a deployment motion mechanism greatly reduces seat maintenance costs due to the simplification of the motion mechanism.

Furthermore, no deployment movement mechanism frees up space, in particular under the seat. This free space can be used, for example, for storing luggage, such as one or two luggage compartments, under the seat. In this way, luggage racks, which are usually installed in the space above the seats in the passenger cabin, can be omitted, which contributes to increased mass and cost and makes the passenger cabin more open and popular.

The lack of a deployment motion mechanism further contributes to the integration of the seating surface 10 into the seating unit, with a significant increase in its width (and thus the width of the surface of the seating surface 10). In fact, in conventional seats, the width of the seating surface is limited so as not to collide with the housing of the adjacent front seating unit due to displacement of the seating surface toward the front during deployment of the seating unit toward the bed position. Thus, the increased width of the seating surface makes it easier for the passenger to change positions for the same configuration of the seating unit, to have more space, and to switch from one activity to another, or to perform multiple activities simultaneously during flight.

Fig. 9 shows an example of different positions in the seating unit that can be reached by a passenger. In the upright configuration of the seating unit, the passenger may, for example, be in the seating surface position 10 with their lower back resting on the backrest 20, their thighs resting on the seating surface 10, and their calves resting near or on the leg rest 30. In the bed configuration of the seating unit, a passenger may lie down with the head resting on the backrest 20, the torso resting on the seating surface 10, and the legs resting on the leg rest 30.

The seat unit has a longitudinal direction i, as shown in the examples in fig. 2a, 2b and 6. The front and rear are defined with respect to this longitudinal direction i such that the backrest 20 is in a rear position with respect to the leg rest 30. The dimension in the longitudinal direction i is called the length.

The seat unit also has a transverse direction L, as shown in the example in fig. 2 b. The transverse direction L corresponds to the direction of the axis of engagement between the backrest and the seat surface 29. The dimension in the transverse direction L is referred to as the width.

The seating surface 10 is adjacent the backrest 20 at the rear and adjacent the leg rest 30 at the front.

The seating surface 10 is stationary, that is, reconfiguring the seating unit by rotation of the backrest 20 and/or leg rest 30 does not change the position of the seating surface 10.

The seating surface 10 may have a rear edge of a substantially flat seating surface 12 and a front edge of a substantially flat seating surface 11. The rear edge of the seating surface 12 substantially coincides with the axis of engagement between the backrest and the seating surface 29, and the front edge of the seating surface 11 substantially coincides with the axis of engagement between the leg rest and the seating surface 39.

The seating surface 10 may have a dimension, referred to as a width, in the direction of the axis of engagement between the backrest and the seating surface 29 that is greater than the dimension of the backrest 20 in that same direction. Thus, the width of the seating surface 10 is greater than the width of the backrest 20. This configuration is possible because the dimension of the seating surface 10 in the direction of the axis of engagement between the backrest and the seating surface 29 is not limited by the presence of the transverse rails, actuators and longitudinal transverse armrests, nor by the displacement to the front of the seating surface during the transition to the bed configuration, the seating surface 10 being stationary and therefore not abutting against the adjacent front seating unit. In this way, the surface of the seating surface 10 intended to come into contact with the passenger is enhanced and the comfort of the passenger is improved.

In particular, the seating surface 10 may have a forwardly open shape, with a first lateral edge of the seating surface 13 aligned with a longitudinal axis of the seating unit and a second lateral edge of the seating surface 14 positioned diagonally relative to the longitudinal axis. Thus, the width of the front edge of the seating surface 11 may be greater than the width of the rear edge of the seating surface 12. For example, the width of the rear edge of the seating surface 12 may correspond to the width of the seating surface of a seating unit that includes a deployment motion mechanism requiring rails and actuators, and the width of the front edge of the seating surface 11 may be increased by about 50% relative to the width of the rear edge of the seating surface 12.

The seating unit may comprise two armrests 16, 17 laterally delimiting the seating surface 10. The longitudinal arm rests 16 may be located in the region of a first lateral edge of the seating surface 13 and the diagonal arm rests 17 may be located in the region of at least a portion of a second lateral edge of the seating surface 14. The bed surface of such a seating unit is thus enlarged relative to the bed surface of a seat having a classic deployment movement mechanism with two longitudinal armrests laterally delimiting the seating surface 10.

In this way, the seat unit provides an additional position with respect to a seat having two longitudinal armrests. When the seat unit is in the upright position, a passenger may be seated and oriented, for example, along the longitudinal axis, with the back resting against the backrest 20 and the thighs resting against the seating surface 10, and then pivoted in their seat to sit within the width of the seat unit, for example by leaning back against the longitudinal armrests 16. The passenger may also pivot the leg rest 30 to a second position, if appropriate, so as to have additional surfaces for placing his feet or changing positions. When the seat unit is in the bed position, the occupant may lie diagonally supine relative to the longitudinal axis of the seat.

The longitudinal rails 16 may laterally delimit the entire seating surface 10. The diagonal armrests 17 may laterally define a rear portion of the seating surface, with no diagonal armrests in a front portion of the seating surface. The rear portion of the seating surface may be substantially trapezoidal and open forward, and the front portion of the seating surface may be diamond-shaped.

The width of the front portion of the seating surface may be increased relative to the width of the rear portion of the seating surface and may substantially correspond to the width of the leg rest 30. Thus, the seating surface 10 includes portions that are located outside of the diagonal armrests 17, further increasing their overall surface.

The backrest 20 may have a first backrest edge 21 and a second backrest edge 22 opposite the first edge 21, the first backrest edge being substantially coincident with an axis of engagement between the backrest and the seating surface 29.

The backrest 20 is rotatably mounted about an axis of engagement between the backrest and the seating surface 29. The backrest 20 may be mounted for movement in rotation about a pivot link of the backrest 20, the axis of the pivot link corresponding to the axis of engagement between the backrest and the seating surface 29. The backrest 20 may be moved from the first position to the second position by rotating rearwardly about an axis of engagement between the backrest and the seating surface 29.

The rotation of the backrest 20 between the first and second positions may correspond to an angular rotation between 70 ° and 110 °, preferably between 80 ° and 100 °, preferably about 90 °.

The backrest 20 may also have a plurality of or even a succession of intermediate positions between the first position and the second position, that is to say, angles corresponding to a rotation of the backrest 20 of between 0 ° and a rotation angle between the first position and the second position. For example, the backrest 20 may be inclined at an angle of 30 °, or even 45 °, or 70 ° relative to the first position.

The backrest 20 may also have a plurality or even a succession of positions beyond the first and second positions, corresponding to a rotation towards the front with respect to the first position, or towards the rear with respect to the second position. The successive positions of the backrest 20 between or beyond the first and second positions allow the passenger to adjust the inclination of the backrest 20 to find the best comfort suitable for any type of activity that he is performing during the flight.

The axis of engagement between the backrest and the seating surface 29 corresponds to the axis of articulation of the backrest 20 relative to the seating surface 10, i.e. the interface between the backrest 20 and the seating surface 10. The axis of engagement between the backrest and the seating surface 29 may be an axis substantially perpendicular to the longitudinal axis, forming a horizontal plane with the longitudinal axis.

In the first position, the backrest 20 may extend substantially in a plane perpendicular to the longitudinal direction i of the seating unit, which is referred to as a vertical plane. As a variant, when the backrest 20 is in the first position, the backrest 20 may be tilted forward or backward by some degree with respect to the vertical plane.

In the second position, the backrest 20 extends substantially in the horizontal plane of the seat unit.

Leg rest 30 may have a first edge 31 of the leg rest that substantially coincides with an axis of engagement between the leg rest and seating surface 39 and a second edge 32 of the leg rest opposite first edge 31.

Leg rest 30 may be mounted for rotational movement about a pivot link of leg rest 30, the axis of the pivot link corresponding to the axis of engagement between the leg rest and seat surface 39. Leg rest 30 may be moved from the first position to the second position by rotating forward about an axis of engagement between the leg rest and seat surface 39.

The rotation of the leg rest 30 between the first and second positions may correspond to an angular rotation between 70 ° and 110 °, preferably between 80 ° and 100 °, preferably about 90 °.

The leg rest 30 may also have a plurality of or even consecutive intermediate positions between the first position and the second position, that is to say corresponding to a rotation of the leg rest 30 between 0 ° and a rotation angle between the first position and the second position. For example, the leg rest 30 may be inclined at an angle of 30 ° or again at an angle of 45 ° or 70 ° with respect to the first position.

The leg rest 30 may also have a plurality or even a succession of end positions corresponding to a rearward rotation with respect to the first position, or a forward rotation with respect to the second position.

The axis of engagement between the leg rest and the seating surface 39 may be an axis substantially perpendicular to the longitudinal axis and parallel to the axis of engagement between the backrest and the seating surface 29.

In the first position, the leg rest 30 may extend substantially in a vertical plane. As a variant, when the leg rest 30 is in the first position, the leg rest 30 may be tilted forward or backward by a few degrees with respect to the vertical plane.

In the second position, the leg rest 30 extends substantially in the horizontal plane of the seating unit. For example, the seating unit may be switched to a configuration in which the backrest 20 is in the first position and the leg rest 30 is in the second position, the passenger being able to sit with legs extended and/or resting feet on the leg rest 30, for example.

When the leg rest 30 is in the first position, a space is further formed behind the leg rest. Since the seat unit does not include an actuator or an actuation rail, space is available behind the leg rest 30 under the seat. In this way, luggage can be stowed behind the leg rest 30. This facilitates the storage of more luggage or even the omission of a luggage storage space which is usually arranged in the upper part of the aircraft cabin.

Leg rest 30 may include two adjacent portions, each portion moving in a rotational manner about an axis of engagement between the leg rest and seating surface 39. The two parts are positioned side by side in the transverse direction L. The rotation of the two portions about the axis of engagement between the leg rest and the seating surface 309 may be independent. In this way, the passenger can raise or lower only a portion of the leg rest 30.

The rotation of the backrest 20 may be independent of the rotation of the leg rest 30. In this way, the backrest 20 can be moved rotationally from one position to another and the leg rest 30 can remain stationary, or vice versa. In this way, the number of configurations that can be achieved by the seat unit is further increased, which improves the comfort for the passengers, who can adapt the seat unit more to their needs during flight. As a variant, the rotation of the backrest 20 can be associated with the rotation of the leg rest 30, the two rotations being synchronized so that when the backrest 20 moves from the first position to the second position, the leg rest 30 also moves from the first position to the second position and vice versa.

When the seat unit is in the bed configuration, the first edge 31 of the leg rest is adjacent the front edge of the seat surface 11 and the rear edge of the seat surface 12 is adjacent the first back edge 21.

The seating surface 10 may have a trapezoidal shape. The smaller base of the seating surface 10 defines the junction between the seating surface 10 and the backrest 20, the larger base of the seating surface 10 defines the junction between the seating surface 10 and the leg rest 30, the first transverse edge 13 of the seating surface is longitudinal, the second transverse edge 14 of the seating surface is diagonal, the two transverse edges 13, 14 of the seating surface are defined by respective armrests 16, 17.

The axis of engagement between the leg rest and the seating surface 39 is parallel to the axis of engagement between the backrest and the seating surface 29. When the seating unit is in the upright configuration, the leg rest 30 and the backrest 20 are substantially parallel and extend in a vertical plane. When the seating unit is in the bed configuration, the leg rest 30 and the backrest 20 are substantially parallel and extend in a horizontal plane such that the backrest 20, the seating surface 10 and the leg rest 30 form a substantially horizontal and continuous surface.

By way of non-limiting example, fig. 9 illustrates different positions on the seating unit that are accessible to a passenger as described above.

The seating unit may also include a head support 40. The head support 40 is mounted for rotational movement about a head support rotational axis 49 between a first position and a second position. The rotation of the head support 40 is independent of the rotation of the backrest 20 and the rotation of the leg rest 30.

The backrest 20 and the head support 40 may be substantially parallel to each other and in the same plane when the backrest 20 and the head support 40 are in the first position. As a variant, the head support 40 in the first position may be inclined backwards, for example by a few degrees, with respect to the backrest 20 in the first position. When the backrest 20 and the head support 40 are parallel to each other, they may be separated from each other by a space, or form a substantially flat and continuous surface.

The head support 40 may have a first head support edge 41 and a second head support edge 42 opposite the first edge 41. The second head support edge 42 substantially coincides with the head support rotation axis 49. The width of the head support 40 may be between the width of the backrest 20 and the width of the seating unit.

The head support 40 may be mounted for rotational movement about a pivot link of the head support 40, the axis of the pivot link corresponding to the head support rotational axis 49. The head support 40 may be moved from the first position to the second position by rotating forward about the head support rotation axis 49. The head support rotation axis 49 may be an axis substantially perpendicular to the longitudinal axis and parallel to an axis of engagement between the backrest and the seating surface 29.

In the first position, the head support 40 may extend in a vertical plane. As a variant, in the first position, the head support 40 may be inclined forwards or backwards by a few degrees with respect to the vertical plane.

When the seating unit is in the upright position, the head support 40 and the backrest 20 are both in the first position. Thus, the first head support edge 41 is substantially coincident with the second edge of the backrest 22, and the head support 40 and the backrest 20 have substantially the same inclination. In this manner, the head support 40 extends the backrest 20 and forms a substantially vertical and continuous surface with the backrest, thereby providing an additional support surface for the back and head of the occupant.

In the second position, the head support 40 extends substantially in the horizontal plane of the seat unit.

When the seating unit is in the bed configuration, the occupant may move the head support 40 to the second position so as to be above the occupant's head when the occupant is lying on the bed formed by the leg rest 30, the seating surface 10 and the backrest 20. The head support 40 creates a private space for the passenger, reduces brightness in the space by preventing light from penetrating therethrough, and improves sound insulation in the space, which contributes to improving comfort of the passenger.

The seating unit may include a foot rest 50. The foot rest 50 is adapted to be separated from the seating surface 10 by a distance generally corresponding to the dimensions of the leg rest 30 such that the backrest 20, the seating surface 10, the leg rest 30 and the foot rest 50 form a generally flat and continuous surface when the seating unit is in the bed configuration. In this way, the bed surface of the seat unit formed by the backrest 20, the seat surface 10 and the leg rest 30 is extended by the foot rest 50. Thus, the presence of the foot rest 50 increases the total surface available to the occupant in the bed configuration.

In the first embodiment, the foot rest 50 is fixed, i.e. reconfiguration of the seating unit by rotation of the backrest 20 and/or the leg rest 30 does not change the position of the foot rest 50.

The foot rest 505 may have a surface intended to be in contact with the passenger, which surface is substantially parallel to the seat surface 10, may have a substantially straight front edge 51 of the foot rest and a substantially straight rear edge 52 of the foot rest.

Foot rest 50 may be separated from seating surface 10 by a distance that substantially corresponds to the length of leg rest 30. The foot rest 50 is positioned such that a rear edge 52 of the foot rest substantially coincides with the second edge of the leg rest 30 when the leg rest 30 is in the second position.

A defined axis between leg rest 30 and leg rest 50 may be substantially parallel to an axis of engagement between the leg rest and seat surface 39 and/or an axis of engagement between the back and seat surface 29.

In a second embodiment, the footrest 50 is movable, as shown in a non-limiting example in fig. 4a and 4 b. The foot rest 50 includes a foot rest front portion 53 and a foot rest rear portion 54. The distance separating the forward portion 53 of the foot rest from the seating surface 10 corresponds to the combined length of the rear portion 54 of the foot rest and the leg rest 30.

The forward portion 53 of the foot rest is fixed and substantially parallel to the seating surface 10. The rear portion 54 of the foot rest is rotatably movable, such as forwardly between a first position and a second position. The axis of rotation of the rear part 54 of the foot rest corresponds to the axis of engagement between the front part 53 of the foot rest and the rear part 54 of the foot rest.

In the first position, the rear portion 54 of the foot rest extends substantially in a vertical plane. In the second position, the rear portion 54 of the foot rest extends substantially in a horizontal plane. A rear portion of the foot rest 54 is adjacent the front portion 53 of the foot rest and forms a substantially horizontal, flat and continuous surface with the front portion 53 of the foot rest and the leg rest 30 in the second position.

Such a footrest 50 has a fixed footrest front portion 53 and a rotatably movable footrest rear portion 54, increasing the number of possible configurations of the seat unit. For example, when a passenger wants to move around in an aircraft away from his seat, or to return to his seat after moving around, he may want to position the seating unit in the upright configuration and the rear portion of the footrest 54 in the second position. In this way, the space between the seat surface 10 and the footrest 50 is released and the passenger has more space to leave the seat or to sit on the seat.

The backrest 20 and/or the leg rest 30 may be moved between the accessible positions by the action of the occupant. In the first exemplary embodiment, the passenger moves the backrest 20 and/or the leg rest 30 by pressing one or more control buttons of the backrest 20 and/or the leg rest 30, for example on a lever integrated into the seat or on a remote control. For example, a first button may control rotation of the backrest 20 and a second button may control rotation of the leg rest 30, the two rotations being independent. The third button can control the backrest 20 and the leg rest 30 to simultaneously rotate in synchronization. As a variant, a single button may control the rotation of the backrest 20 and/or the leg rest 30 independently or simultaneously. The one or more buttons control one or more electrical actuators or one or more pneumatic or hydraulic pistons, such as an actuator or piston for the backrest 20 and an actuator or piston for the leg rest 30. The actuator or piston in turn controls the rotation of the backrest 20 and/or the leg rest 30. In the second exemplary embodiment, the passenger moves the backrest 20 and/or the leg rest 30 by manually applying mechanical pressure on the backrest 20 and/or the leg rest 30.

The backrest 20, the seating surface 10 and the leg rest 30, and if appropriate the foot rest 50 and the head support 40 and the armrests 16, 17 may each comprise padding. The pad may be made of a material such as soft fabric, plastic or leather. The cushion includes a foam designed to cooperate with the foam of an adjacent cushion. In this way, the passenger does not feel the junction between the different foams and the different cushions under him, thereby improving his comfort. The surfaces of these elements intended to come into contact with the passengers may be formed by the surfaces of the respective cushions. Each of these surfaces may be substantially planar or even slightly rounded.

The assembly formed by the backrest 20, the seating surface 10 and the leg rest 30 may have a length, referred to as the length of the seating unit, of between 30 inches and 60 inches, preferably between 40 inches and 55 inches, when the seating unit is in the first configuration. In particular, the seating unit may be 50 inches or even 44 inches in length. The 50 inch length increases the size of the seating unit, i.e., the surface defined by the seating surface 10 and the bed surface, thereby increasing passenger comfort. The 44 inch length ensures compatibility of the seating unit with modern passenger cabin size restrictions and standards.

The seating unit may also include a front panel 110. The front panel 110 may extend substantially in a vertical plane. The front panel 110 may be located further forward than the seating surface 10 of the seating unit.

The front panel 110 may include a first portion 111 and a second portion 112, the two portions 111, 112 being adjacent and oriented substantially along a vertical plane. The second portion 112 forms a recess facing forward with respect to the first portion 111.

The seating unit may further comprise a shelf 113 adapted to be mounted on the front panel 110 for rotational movement about a first axis of rotation between a stowed position in which the shelf 113 is stowed against the front panel 110 and an open position in which the shelf 113 is positioned substantially parallel to the seating surface 10 to form a work surface for the passenger. In particular, the shelf 113 may be attached to the first portion 111 of the front panel 110. In fig. 3a, 3b and 3c, the shelf of the seating unit is shown by way of non-limiting example.

The shelf 113 may include a first tray 1131, a second tray 1132, and a third tray 1133, which are stacked, i.e., stacked, on each other, with the second tray 1132 interposed between the first tray 1131 and the third tray 1133. The three trays of the shelf 113 can pivot in a single block between a stowed position and an open position.

The first axis of rotation of the shelf 113 may be parallel to an axis of engagement between the back rest and the seating surface 29. In this way, the shelf 113, and in particular each tray thereof, may extend substantially in a vertical plane when the shelf 113 is in the stowed position and may extend substantially in a horizontal plane when the shelf 113 is in the open position.

The first tray 1131 may be mounted for rotational movement about a second axis of rotation that is perpendicular to the first axis of rotation. The second axis of rotation may substantially correspond to the longitudinal axis. In this manner, when the shelf 113 is in the open position, the first tray 1131 may be expanded to form a substantially horizontal planar and continuous surface with the second tray 1132, the second tray 1132 being positioned in contact with and covering the third tray 1133. The first tray 1131 of the shelf 113 may be attached to the second tray 1132 by a hinge.

The second tray 1132 is adapted to be slidably mounted along the first axis. In this manner, when the shelf 113 is in the open position and the first tray 1131 is expanded, the second tray 1132 may be expanded to at least partially or even fully expose the third tray 1133. Second tray 1132 may be slidably mounted to third tray 1133, for example, by a guide rail positioned on first tray 1131 or laterally to third tray 1133, which guides the sliding of second tray 1132.

When first tray 1131 is expanded and second tray 1132 is expanded, first tray 1131 and second tray 1132 form a substantially horizontal and continuous surface, and third tray 1133 is at least partially or even completely exposed. Thus, in this configuration of the shelf 113, the total working surface available to the passengers is enlarged. Furthermore, the work surface is easily reconfigurable by the passengers by simple rotation and sliding of the tray, according to the passengers' activities during flight.

To lower the rack 113 when the rack is fully expanded, the second tray 1132 translates along the first axis, then the first tray 1131 folds back by rotating about the second axis, and finally the block formed by the three trays is lowered by rotating about the first axis. The reverse movement mechanism transitions from receiving the shelf 113 to a fully extended shelf 113.

Further, the front panel 110 may have a storage space 114, the storage space 114 being covered by the shelf 113 in the storage position and exposed when the shelf 113 is in the open position. In this way, the storage space 114 is accessible to the passenger when the shelf 113 is in the open position. The storage space 114 may be used to store items that are provided to passengers during flight, such as headphones or a sleeping bag. The passenger may also store personal items therein.

The front panel 110 may have a recess adapted to mount the screen entity 115. The recess may correspond to the second portion 112 of the front panel 110. When the seating unit includes the foot rest 50, the recess may be substantially in a vertical direction of the foot rest 50.

The screen 115 may be rotatably mounted along a rotational axis 119 of the screen so as to be tiltable with respect to a plane formed by the front panel 110. For example, the rotational axis 119 of the screen may be substantially parallel to an axis of engagement between the backrest and the seating surface 29. In this way, the inclination of the screen 115 can be adjusted according to the passenger's template, his position in the seat unit, etc. The tiltable screen 115 applied to the front panel 110 is shown by way of non-limiting example in fig. 4a and 4 b.

The screen 115 may be tilted forward in order to free up space near the foot rest 50, for example for the knees of a passenger sitting in the seating unit. Furthermore, the screen 115 is then positioned to be fully adapted to oppose the eyes of a passenger who is leaning on himself, for example when the seating unit is in an intermediate configuration between the upright configuration and the bed configuration. The screen 115 may be tilted forward at an angle of about 30, for example about 22.

The screen 115 may be inclined towards the front, for example being positioned so as to be fully adapted to oppose the eyes of a large passenger seated in the seating unit in the upright configuration. The screen 115 may be tilted back up to an angle of about 20 deg., for example about 7 deg..

The seating unit may also include one or more side panels 120 adapted to laterally bound the seating unit. The side panels 120 define the width of the seating unit. The side panels 120 may be parallel and spaced apart a distance greater than the distance separating the armrests 16, 17.

The side panels 120 may comprise dedicated doors 121 adapted to be slidably mounted on the side panels 120 along the longitudinal axis of the seating unit. The dedicated door 121 applied to the side panel 120 is shown by way of non-limiting example in fig. 5a and 5 b. The dedicated door 121 may slide between a position where the door covers the side panel 120 and a position where the dedicated door 121 exposes the side panel 120, the dedicated door 121 then comes into contact with the side panel 120 to form an additional thickness, and the dedicated door 121 extends the side panel 120 accordingly so that the passenger has a dedicated space separated from the rest of the passenger cabin.

The dedicated door 121 may be embedded in the side panel 120. In this way, the assembly formed by the side panel 120 and the dedicated door 121 has a smaller thickness than the assembly comprising the door sandwiched between the two walls of the caisson of the side panel 120. Thus reducing the mass and cost of the assembly. Furthermore, the dedicated door 121 constitutes a separate module that may or may not be attached to the panel, depending on the needs of the cabin arrangement.

The seating unit may include an overhead projector. The overhead projector may be integrated into the front panel 110 of the adjacent rear seat unit. Then, the physical screen 115 is phased out, and the recess of the front panel 110 that accommodates the physical screen 115 may be released in order to increase the space available to the passengers.

The projection may be realized on a substantially planar projection surface located in front of the passenger. The projection surface may cover a portion or all of the width of the seat, the projection surface being enlarged relative to the surface of the physical screen 115. The projection surface may be, for example, a surface of one or more folding shelves. The shelf 113 is rotationally movable between a vertical position, in which the shelf 113 forms a projection surface, and a horizontal position, in which the shelf 113 forms a working surface of uniform dimensions, the projection surface being defined by the front panel 110.

The projection surface may be between 20 inches and 50 inches, and may preferably be approximately 39 inches. In this way, the projection surface is much larger than the surface of a physical screen 115, such as integrated into a classic seating unit.

The seating unit may also include a housing module. The housing module may comprise a seat surface support 130 adapted to be positioned below the seat surface 10, and/or a side panel 120 adapted to laterally delimit the seat unit, and/or a rear table 140 adapted to define a footrest 50 of an adjacent rear seat unit, and/or a rear module 150 adapted to define a front panel 110 of an adjacent rear seat unit.

The seat surface support 130 may be in the form of a caisson located below the seat surface 10. The rear table 140 may define a projection that is forward relative to the rear module 150 and substantially at the elbow region of a passenger seated in the seating unit in the upright configuration. The rear module 150 may have a portion positioned to be recessed to receive the backrest 20 in the bed configuration of the seating unit.

The seat surface support 130 and/or the side panels 120 and/or the table 140 and/or the rear module 150 may have dimensions along an axis of engagement between the backrest and the seat surface 29, in other words an adaptable width. Fig. 7a and 7b show non-limiting examples of housing modules for a seating unit with adaptable width. Thus, the width of the housing module can be adjusted according to the width of the passenger cabin in which the seat unit is arranged. The seat unit can thus be installed in a large number of existing types of aircraft having different cabin widths.

It is necessary to design and manufacture a single seat unit housing module as shown by way of non-limiting example in fig. 6, 7a and 7 b. The housing module can be made, for example, by molding. The manufactured housing module corresponds to the maximum formwork width of each of its elements, in particular to the maximum width of its seat surface supports 130 and/or its side panels 120 and/or its tables 140 and/or its rear module 150. Thus, the manufactured case module has the maximum case module width Lmax.

The housing module may have one or more cut-out regions 170 extending in the longitudinal direction. The resection line corresponds to the width of one or more possible housing modules, being smaller than the maximum housing module width Lmax.

A determined housing module width Ldet is determined which corresponds to the housing module width which corresponds to the width of the passenger cabin in which the housing module is intended to be arranged. When the maximum housing module width Lmax is greater than the determined housing module width Ldet, a single manufactured housing module may be cut along its cut-off line.

The development and manufacturing costs of the seat unit are greatly reduced because a single housing module is designed and developed and then cut to fit its width.

It is also ensured that the table 140 can be oriented in a horizontal plane in order to allow the angle of the housing module to be adapted to the cross section of the aircraft. The positioning of the table 140 in the horizontal plane changes the interface with the seating surface 10, as well as the orientation of the foot rest of the adjacent rear seating unit.

A process for manufacturing a housing module for a passenger seat unit of an aircraft cabin may comprise the steps of:

-manufacturing a housing module having a maximum housing module width Lmax,

determining a housing module width Ldet, the determined housing module width Ldet being adapted to fit the width of an aircraft cabin in which the housing module is intended to be arranged,

-cutting away the housing modules to obtain housing modules having a width substantially equal to the determined width Ldet, when the determined housing module width Ldet is smaller than the maximum housing module width Lmax.

In a first variant embodiment, the seating unit comprises a front panel 110 of the type described above, and comprises a shelf 113 movable between a first position and a second position. The third tray 1133 of the shelf may rest on the back table 140 when the shelf 113 is in the second position. In this manner, the stability of the shelf 113 is increased, allowing passengers to place more weight on the shelf 113.

In a second variant embodiment, illustrated by way of non-limiting example in fig. 8, the seating unit defines a mini-suite. This may be the case in particular of a seating unit located in the forwardmost region of an aircraft. In fact, there is an extra length in the forward most region of the aircraft.

According to a first variant embodiment, the overall length of the minikit may be greater than the length of the seating unit. The length of the side panels of the mini-kit is greater than the length of the side panels 120 of the seat unit according to the first variant embodiment. Side shelves 122 may be attached to one and/or the other of the side panels 120, the side shelves 122 being rotatably movable about a longitudinal axis between a stowed vertical position and a deployed horizontal position. The side shelves 122 may particularly have a structure substantially similar to that of the shelves 113 of the front panel 110, so as to be able to form a modular work surface. Storage space 123 may be made in the side panels, storage space 123 being accessible to passengers when side shelf 122 is in the deployed position.

The front panel of the mini-kit may have a recess adapted to receive an additional passenger seat 160 located opposite the backrest 20, the seating surface 10 and the leg rest 30 forming the primary passenger seating unit described above. The additional passenger seat 160 may be in the form of, for example, a bench including a fixed backrest and a seating surface, or a seating unit substantially similar to the main seating unit. The physical screen 115 may be attached to the front panel above the back of the additional passenger seat 160, the screen 115 extending substantially in a vertical plane. As a variant, the surface formed by the front panel above the backrest of the additional passenger seat 160 may form a projection surface for an overhead projector attached to the rear module 150.

The additional passenger seat 160 may include a leg rest that is movable between an upright position and a horizontal position. In the horizontal position, the leg rest of the additional passenger seat 160 forms a substantially horizontal and continuous surface with the seat surface of the additional seat 160. When the leg rest of the additional seat 160 is in the horizontal position and the leg rest 30 of the main seating unit is in the second position, both leg rests may form a substantially horizontal and continuous surface. In this way the bed of the passenger has a further increased surface, in particular length.

A dedicated door slide may be attached to the side wall of the front panel 124. The dedicated door may slide to extend the side walls of the front panel 124. In this way, the space constituting the mini-kit may be completely isolated from the rest of the passenger cabin, providing improved comfort for the passengers.

The rear panel of the mini-package may define a front panel 110 of the seating unit according to the first variant embodiment, which is arranged at the rear of the mini-package.

Several passenger seat units may be arranged to form an arrangement of a plurality of passenger seat units, as shown by way of non-limiting example in fig. 10a to 10c and 12.

The arrangement of the passenger seating unit is intended to be installed in an aircraft cabin. The passenger cabin may comprise several rows of seat units, each row being able to comprise two seat units or e.g. four seat units. The passenger cabin has a cabin axis extending from the aircraft nose to the aircraft tail.

According to a first exemplary embodiment, shown by way of non-limiting example in fig. 10a to 10c, 11a and 12, the seating units are positioned parallel to each other at the rear (the "herringbone" configuration). The longitudinal axis l1 of the seat unit is parallel to the longitudinal axis l2 of the adjacent rear seat unit. The longitudinal axes l1, l2 of the seat units may correspond to the cabin axis. In this way, the bed surface of the seat unit in the bed configuration extends substantially diagonally with respect to the cabin axis and the longitudinal axis of the seat unit, the bed surface of the seat unit being positioned in a chevron shape.

Two seat unit groups positioned on either side of the cabin axis may be positioned as mirror images of each other. In this way, the bed surface of the seat unit on one side of the cabin axis extends diagonally in the opposite direction to the bed surface of the seat unit on the other side of the cabin axis.

According to a second exemplary embodiment, which is illustrated by way of non-limiting example in fig. 11b, the seating units may be positioned in a staggered configuration. The longitudinal axis l1 of the seat unit may exhibit an inclination relative to the cabin axis and the longitudinal axis l2 of the adjacent rear seat unit may exhibit an opposite inclination relative to the cabin axis. Two seat unit assemblies positioned fore and aft of each other are positioned as mirror images of each other. In this way, the bed surface of the seating unit in the bed configuration extends substantially in the direction of the cabin axis.

The seat unit can be anchored on cabin rails located below the seat surface module 10, in particular by the substructure of the seat unit. The substructure may be positioned below the seating surface structure 130 and/or the table 140 and comprise an upper mechanical link and legs adapted to be anchored in the cabin rails, in particular two legs adapted to be anchored in two cabin rails positioned parallel to the cabin axis. The upper mechanical link may for example comprise two parallel tubes, which may be positioned substantially perpendicularly with respect to the cabin rails. The legs may be attached to the upper mechanical linkage, in particular may be mounted slidably along the tubes, in order to adjust their position and spacing according to the arrangement of the cabin rails to which they have to be anchored. In this way, the substructure accommodates the anchoring of the seat unit to different cabin track spacings, which may vary depending on the type of aircraft and/or the central or lateral position of the seat unit in the cabin.

The anchoring of the seat unit has a significantly reduced mass and complexity relative to seat units having deployment kinematics. In fact, the seat unit is much lighter than a seat unit with a deployment movement mechanism.