Variable thermal resistance device for vehicular seats.

(54) Title: VARIABLE THERMAL RESISTANCE DEVICE FOR VEHICLE SEATS. (54) Title: VARIABLE THERMAL RESISTANCE DEVICE FOR VEHICULAR SEATS.

(57) Summary

A seat assembly comprising: a frame having an opening; a support surface spanning the opening in the frame; a variable thermal resistance device opposite the supporting surface when the variable thermal resistance device is in a closed state in which the air flow is obstructed, the variable thermal resistance device is movable from the closed state to an open state in which the air flow is not obstructed and from the open state to the closed state; and an actuator coupled to the variable thermal resistance device. The actuator is operable to drive the movement of the variable thermal resistance device between the open and closed states.

(57) Abstract

A seating assembly comprising: a frame having an opening; a support surface spanning the opening in the frame; a variable thermal resistance device that opposes the support surface when the variable thermal resistance device is in a closed State in which airflow is obstructed, the variable thermal resistance device being movable from the closed State to an open State in which airflow is not obstructed and from the open State to the closed State; and an actuator coupled to the variable thermal resistance device. The actuator is operable to actuate movement of the variable thermal resistance device between the open and closed States.

Yes:

Institute

Mexican Property

Industrial

PATENT TITLE NO. 339775

Owner (s): THE BOEING COMPANY

Address: 100 North Riverside Plaza, Chicago, Illinois, 60606-2016, USA

Name: VARIABLE THERMAL RESISTANCE DEVICE FOR VEHICLE SEATS.

Classification: lnt.CI.8: B60N2 / 56; B64D11 / 06

Inventor (s): TREVOR M. LAIB; ANTHONY R PARKINGTON; SHAWN A. CLAFLIN HENRY

<td colspan="2">VR FLETCHER, M</td><td>SgllilSgiSiinni / oií-fí</td>

<td>illlll 11113111 you::;:;::;;::?:;.::;; ./</td><td>REQUEST</td><td></td>

<td>Number: i</td><td>Presentation date:</td><td>Hour:</td>

<td>MX / a / 2013/013020</td><td>November 7, 2013</td><td> 13:57</td>

<td></td><td>PRIORITY</td><td></td>

<td>Country:</td><td>Date:</td><td>Number:</td>

<td>US</td><td>February 27, 2013</td><td> 13/779,242</td>

<td colspan="2">Validity: Twenty years ifbclia of Expiration: November 7, 2033</td><td></td>

The reference patent is granted based on articles 1, 2 fraction V, 6 fraction III, and 59 of the Industrial Property Law.

B In accordance with article 23 of the Industrial Property Law, this patent has a validity of twenty non-expendable years, agitated from the date φ filing of the application and will be subject to the payment of the fee to keep the right

Q¡ | subscribes to this title on the basis of the provisions of articles 6 sections III and 7 bis 2 of the Industrial Property Law (Diario i&gt; ficial dalia Federación (DOF) 06/27/1991, Reformed on 08/02/1994, 10/26/1996, 12/26/1997, 05/17/1999, 2ffiü1 / 2004, 06/16/2005, 25 &lt;l / 2006, 06/05/2009 / 06 / 01/2010, 06/18/2010, 2B / 06/2010. 01/27/2012 and 04/09/2012); articles 1 ”, 3 · fraction V unjust a), 4 ° and 12 ° fraction ^ I and III * l Regulations of the Mexican Institute of Industrial Property (DOF 12/14/1999, amended on 0ÍÜP7 / 2002, 15/07 / 2004, 07/28/2004 and 09/07/2007); Articles 1, 3, 4, 5, section V, subsection a), 16 sections I and III and 30 of the Organic Statues of the Mexican Institute of Industrial Property (DOF) 12/27/1999, amended on 10/10/2002, 07/29/2004, 08/04/2004 and 09/13/2807); 1, 3 and 5 subsection a) of the Agreement that delegates powers to the Deputy Directors General, Coordinator, Divisional Directors, Holders of the Regional Offices, Divisional Deputy Directors, Departmental Coordinators and other subordinates of the Mexican Institute of Industrial Property. (DOF 12/15/1999, amended on 02/04/2000, 07/29/2004, 08/04/2004 and 09/13/2007).

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Issue Date: June 9, 2016

THE DIVISIONAL DIRECTOR OF PATENTS

NAHANNY CANAL REYES

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MX / 2016/45428

33WS

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THERMAL RESISTANCE DEVICE

MEXICAN INSTITUTE OF LA MONEDAD

INDUSTRIAL

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VARIABLE FOR VEHICÜCÜ SEATS

FIELD OF THE INVENTION

This description is generally about passenger seats for vehicles. In particular, this description is about passenger seats for aircraft.

BACKGROUND OF THE INVENTION

During hot day ground conditions at the port, an aircraft's air conditioning system is typically not turned on, resulting in high temperatures in the passenger cabin. When passengers or crew sit down, the seat increases its resistance to clothing, making it even warmer. This results in heat, sweat, passengers and crew sitting uncomfortably while the plane is on the ground.

The current solution for hot conditions in a passenger seat of a conventional aircraft is to provide the passenger and crew with personal air vents (commonly called fresh air supplies).

Fresh air supplies increase heat transfer and evaporation from (i.e. cool) exposed surfaces of a seated person's body, but cannot provide a cooling effect to surfaces blocked by seat cushions and

Ref.:244364

IMPI

MEXICAN INSTITUTE DF. IA Industrial PROPERTY

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cloth. It may also be the case that some payers leaving the airport on a hot day find that the air flow from the fresh air supplies is insufficient to eliminate discomfort while the aircraft remains in port.

A new generation of lightweight passenger seats uses mesh fabric material or a webbing instead of solid cushions. If the pores in the mesh material are left open, this ventilates the sitting person's back and thighs, resulting in a cooling sensation during a day of hot ground conditions. But a seat made this way could over-ventilate the person sitting at an altitude of flight, resulting in cold, cool, and uncomfortable sitting passengers and crew. The current solution for cold conditions in a mesh seat is to cover the front of the seat with fur, which unfortunately also eliminates the advantage that the mesh seat has for a day in hot conditions.

It would be desirable to modify existing passenger seats so that the effect of lowering the temperature of fresh air supplies can be supplemented when a vehicle is on the ground during hot day conditions.

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ΙΝΠΤΤυΤΟ MEXICANO Dt L * ROMÍDAD industrial

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SUMMARY OF THE INVENTION '^{, l} »»· —

One aspect of the subject matter described in detail hereafter is a seat assembly comprising: a frame having an opening; a support surface spanning the opening in the frame; a variable thermal resistance device that opposes the supporting surface when the variable thermal resistance device is in the closed state in which the air flow is obstructed, the variable thermal resistance device is movable from the closed state to an open state in which the air flow is unobstructed and from the open state to the closed state; and an actuator coupled to the variable thermal resistance device. The actuator is operable to drive the movement of the variable thermal resistance device between the open and closed states. The support surface can be air permeable or non-porous. Optionally, one or both of the support surface and the variable thermal resistance device comprise a material that has high thermal conduction.

Another aspect of the disclosed material is a seat assembly comprising: a frame having an opening; a support surface spanning the opening in the frame; a variable thermal resistance device that opposes the support surface when the variable thermal resistance device is in the closed state in which the flow ti Si

IMPI

INSTITUTO MEXICANO DF LA PROPIEDAD INDUSTRIAL

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of air is obstructed, the rpgistgnria variable temperature device being movable from the closed state to an open state in which the air flow is unobstructed and from the open state to the closed state; and an actuator coupled to the variable thermal resistance device, the actuator is operable to drive movement of the variable thermal resistance device between the open and closed states. One or both of the support surface and the variable heat resistance device comprise a material that has high thermal conduction of at least 40

W / m- ° K.

In accordance with an embodiment described in detail below, a seat assembly comprises: a frame having an opening; a suspension fabric under tension and spanning the opening in the frame; a multiplicity of grids that are movable between an open state in which the grids obstruct the air flow to the suspension fabric, and an open state in which the grids do not obstruct the air flow to the suspension fabric; and a rotatable cylinder coupled to the grids by at least one bead. The grids move from the closed state to the open state when the rotatable cylinder is rotated in one direction, and they move from the open state to the closed state when the rotatable cylinder is rotated in another direction opposite to the first direction. The grids can

IMPI

MEXICAN INSTITUTE OF THE HROFIMMD

INDUSTRIAL

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comprise sailboat magnets or fasteners arranged to hold the racks in the closed state. Each grid may comprise a fabric wrapped foam core which is coupled to the suspension fabric.

Other aspects of the improved passenger seat designs are described and claimed below.

BRIEF DESCRIPTION OF THE FIGURES

Various embodiments will be described herein with reference to the figures, which show some, but not all, of the components of various passenger seat assemblies.

FIG. 1 is a diagram showing a front isometric view of an aircraft seat arrangement for a known embodiment of a passenger seat assembly.

FIG. 2 is a diagram showing a rear isometric view of the embodiment of a passenger seat assembly shown in FIG. 1.

Figure 3 is a diagram showing a front isometric view of a one-piece structural frame incorporated in the passenger seat assembly shown in Figure 1.

Figure 4 is a diagram showing a front isometric view of a one-piece support frame incorporated in the passenger seat assembly shown in Figure 1.

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Figure 5 is a diagram showing a front isometric view of a comfort frame assembly which incorporates the support frame shown in Figure 4.

Figure 6 is a diagram showing a cross sectional view of a comfort frame assembly comprising a suspension fabric.

Figures 7 and 8 are diagrams showing components of a modified passenger seat having grids operable to selectively open (see figure 7) and close (see figure 8) an air-permeable layer that is in contact with the body of a passenger. seated.

Figure 9 is a diagram illustrating the principle of operation of the passenger seat equipped with a diagrammed grille in Figures 7 and 8.

Figures 10A and 10B are diagrams showing top views of a portion of a rack-equipped passenger seat in which the support surface is a non-porous material having high thermal conductivity. The grids are shown in their fully closed (see figure 10A) and fully open (see figure 10B) states.

Figures 11A and 11B are diagrams showing an alternative embodiment in which air flow and / or heat transfer from a passenger support surface (either air permeable or non-porous) can be controlled by a non-movable surface. porous.

IMPI 'NSTfTUTO MEXICANO DE LA PMOrtí »AD INDUSTRIAL

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Fig. 12 is a diagram showing a sectional view of a portion of a passenger seat equipped with a variable heat resistance device in the form of a stretchable sheet whose porosity increases when the sheet is stretched according to an alternative embodiment.

Figure 13 is a diagram showing a plan view of a stretchable slotted sheet which can be used in the embodiment shown in Figure 12.

Figure 14 is a diagram showing the operating principle of a variable thermal resistance comprising a fabric sling which, when under tension (as shown in Figure 14), contacts a suspension fabric, which supports the passenger to obstruct the air flow through the suspension fabric and, when loose (not shown in figure 14), it does not obstruct the air flow through the suspension fabric.

FIG. 15 is a block diagram showing components of an electronically controlled system for varying the thermal resistance of a vehicle's passenger seats.

Figures 16A and 16B are diagrams showing an alternative embodiment having vents which can be opened or closed to adjust the temperature within a space behind and / or below the seated passenger.

Reference will be made hereinafter to the figures in

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which similar elements in different figugao ··· have¹ the same numerical reference.

DETAILED DESCRIPTION OF THE INVENTION

The subject matter described herein is directed to passenger seats that can be adjusted to provide thermal comfort to passengers seated in hot and cold conditions. These improved passenger seats provide greater thermal comfort to seated persons during hot day conditions on land by lowering the effective insulation value of the clothing of seated persons. During cold conditions, this effect can be negated, increasing the effective insulation value of the clothing of seated people.

The variable heat resistance passenger seats described in detail below are intended to complement (rather than replace) fresh air suppliers by providing cooling to surfaces that support the body of the seated passenger, which can become hot and sweaty in hot day conditions. The proposed seat provides this cooling function only as desired, such as during hot day conditions, and not during cold flight conditions, when the common passenger desires improved insulation.

The described variable heat resistance passenger seats provide greater comfort under circumstances

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MEXICAN INSTITUTE

DS LA PROWÍDAO INDUSTRIAL

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where the normal cooling system is not turned on, such as during passenger loading and unloading, and before starting the auxiliary ignition unit. These variable heat resistance passenger seats also provide increased comfort during delayed departures, especially due to equipment failure, when normal ventilation and fresh air supply systems may not be on. The improved seat designs described here improve thermal behavior on the ground on a hot day with minimal or zero weight gain against mesh cloth seats, or substantial weight reduction against conventional seats.

Various modes of passenger seating provided with systems that enable the passenger to vary the thermal resistance of their seat will be described below. More specifically, variable thermal resistance devices in accordance with various modalities will be described in the context of passenger seats on an aircraft. However, the variable heat resistance devices to be described also have application in passenger seats in other transport vehicles, such as buses and trains, or in furniture, such as office furniture.

In accordance with various modalities, a variable heat resistance device can be incorporated into passenger seat mounts having either surfaces

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air-permeable passenger carrier (pvr ^ jamnin. suspension fabric), in which case the variable heat resistance device either obstructs or does not obstruct the air flow through the air-permeable material, or air-impermeable passenger support surfaces (for example, cell foam closed or a continuous sheet of strong, stretchable plastic material), case in which the variable thermal resistance device either obstructs or does not obstruct the flow of air through the rear surface of the air impermeable material. In either case, the passenger support surfaces may be incorporated into passenger seat mounts of the type shown in Figures 1 to 4.

FIG. 1 is a front isometric view of a portion of an aircraft seat arrangement 100 using one embodiment of a passenger seat assembly 102 (shown in detail in the rear isometric view of FIG. 2). Seat mounts 102 are suitable for use as passenger seats in an aircraft, for example, as a row in a commercial aircraft. Seat mounts 102 may be coupled to a suitable and appropriate fuselage structure of the aircraft, such as the floor, one or more side walls, support beams, or the like. In the embodiment depicted in Figure 1, seat mounts 102 are coupled to seat guides 104, which

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they provide a mounting interface between the seat 102 mounts and the fuselage structure of the aircraft.

Although each seat mount 102 is represented as a triple seat mount, the concepts, techniques, features, and technologies described herein can be extended to any practical seat configuration, such as a double seat, a quad seat, a single seat, or a seat configured to accommodate any number of passengers, limited only by practical size restrictions, structural material properties, and aircraft interior configuration regulations.

Referring to Figure 2, the seat assembly 102 includes two primary modular components: a structural frame 106 and a plurality of comfort frame assemblies 108, which are coupled to and supported by a structural frame 106 when the seat assembly 102 is deployed . This modular approach assigns the two main functions of a passenger seat (comfortably supporting the passenger and containing the passenger) for comfort frame 108 and structural frame 106 mounts, respectively. In this embodiment, the seat mount 102 has three comfort frame mounts 108, one for each passenger seat location. Comfort frame mounts 108 can be virtually identical in a commercial aircraft deployment.

IMPI

MEXICAN INSTITUTE OF INHISTRIAL PROPERTY

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A modular passenger seat mount pnmn as described, may also include headboards 134 and / or folding tables 136 (see figure 2). Folding tables 136 can be designed for storage in the back of the support frames of the comfort frame mounts 108. The back of the structural frame 106 may include appropriately sized openings therein to accommodate the folding tables 136.

Fig. 3 is a front isometric view of a structural frame 106 installed in the seat guides 104. The structural frame 106 is suitably configured to support at least one passenger (three passengers in the illustrated embodiment), and to transfer dynamic loads associated with the passenger (s) for an aircraft fuselage structure. For example, structural frame 106 may be designed to facilitate the transfer of loads from seat assembly 102 to seat guides 104, the floor of the aircraft, the side walls of the aircraft, or other structural components of the aircraft. Structural frame 106 is manufactured as a one-piece component. The structural frame 106 can be designed and manufactured to be a monocoque construction, that is, so that it absorbs and / or transfers most of the loads and stresses to which the seat assembly 102 is subjected. In certain modalities, the structural framework 106 is

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MEXICAN INSTITUTE OF THE PROnSDAO

INDUSTRIAL

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a one-piece composite construction, for example a molded composite component.

Referring still to FIG. 3, structural frame 106 generally includes N seat sub-frames 110 corresponding to N passenger seat locations (in the illustrated embodiment, N = 3). Considering the one-piece construction of structural frame 106, seat subframes 110 represent integral features of structural frame 106. Structural frame 106 has an upper end 112, a lower end 114, and an aircraft mounting structure 116 formed therein. The aircraft mounting structure 116, which is located at the lower end 114, is suitably configured to accommodate engagement with the aircraft fuselage structure. The aircraft mounting structure 116 may, for example, be designed to be compatible with the seat guides 104 that are integrated into the floor of the aircraft. For this embodiment, the aircraft mounting structure 116 is understood as a number of mounting feet or rails that cooperate with the seat guides 104 and / or accommodate fasteners or coupling mechanisms that are used to attach the structural frame 106 to the seat guides 104.

The lower end 114 generally represents the base of the structural frame 106, and the upper end 112 generally represents the rear seating portion of the

IMPI

MEXICAN INSTITUTE OF PROPERTY

INDUSTRIAL

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Structural frame 106. Structural frame 106 may also include the following integrated features formed therein: a number of support legs 118; a number of rear support elements 120; a lower rear cross member 122; and an upper rear cross member 124. As shown in the figures, the aircraft mounting structure 116 is connected to the support legs 118, which are connected to the rear support elements 120. The rear support elements 120 extend upward and at an angle oriented slightly from the support legs 118. In this embodiment, two of the support legs 118 and two of the rear support elements

120 they are common to two of the seat sub-frames 110. On the other hand, the outermost support legs 118 and the outermost rear support elements 120 are used only for a seat sub-frame 110. The lower rear cross members 122 and upper rear cross members 124 are connected to rear support elements 120. Structural frame 106 may also include arm rest coupling features 126 (see Figure 3) for attachment of arm rests 128 (see Figure 2) for seat mounting 102, and seat safety belt coupling features 130 (see figure 3) for attaching passenger seat safety belts to seat assembly 102.

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INSTITUTO MEXICANO DE LA ΜΟΝΕΡΛΓ, INMOTRIAE

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Referring again to Figure 2, the seat assembly 102 comprises multiple comfort frame assemblies 108, which correspond respectively to the seat subframes 110. Each comfort frame assembly 108 is suitably configured to cooperate with the structural frame 106 to accommodate the comfort frame mounting motion 108 relative to the structural frame 106. In accordance with some embodiments, the comfort frame assembly 108 can pivot (recline) independently relative to the structural frame 106. Furthermore, the structural frame 106 itself is designed to be a fixed support component for comfort frame assemblies. 108. Thus, the comfort frame mounts 108 move within the fixed confines of the structural frame 106.

Each comfort frame assembly 108 is manufactured from two main components: a support frame (item 200 shown in Figure 4) and a fabric carrier (item 218 shown in Figure 5) coupled to the support frame 106, where the Fabric carrier 218 defines the seating surface of the respective comfort frame assembly 108.

As shown in Figure 4, the support frame 2 00 can be manufactured as a one-piece component. In certain embodiments, the support frame 200 is a low weight molded composite component. An embodiment of the support frame 200 can be manufactured using any number of

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MEXICAN IHSTITUT OF THE industrial PtOFffcÜAD

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materials and compositions, including without limiting the materials and compositions described above in the context of structural frame 106. In addition, support frame 200 is ergonomically shaped and contoured in accordance with the desired seating configuration. The particular embodiment depicted in Figure 4 comprises a lower edge 206, a lower seat frame section 210 connected to the leg frame section 208 connected to the lower edge 2 06, a seat frame section 210 connected to the section of lower leg frame 208 and a rear section 212 connected to the seat frame section 210. These features are formed as integral features of a one-piece support frame 200. The rear section 212 is preferably a solid panel section having an opening 202. The lower leg frame section 208 comprises an outer frame defining an opening 214, and the seat frame section 210 comprises an outer frame defining a opening 216. Openings 202/214/216 are covered with material in the finished assembly. These 202/214/216 openings provide ventilation to increase passenger comfort. Each comfort frame mount 108 can be suitably configured to reduce pressure points and to provide passive temperature control due to air circulation around the passenger.

ΙΜΡΪ

MEXICAN INSTITUTE JF * • E LA PRORE · »D

INDUSTRIAL

Fig. 5 is an isometric view of the µη montaie of comfort frame 108 in accordance with an alternative embodiment. This comfort frame assembly 108 comprises a fabric carrier 218 coupled to a support frame 200.

Fabric carrier 218 comprises a strong, stretchable suspension fabric 220. The perimeter of the suspension fabric 220 is attached to a fabric carrier ring (not shown in Figure 5), which is attached to the support frame 200. The suspension fabric 22 0 is primarily intended to support the weight of the occupant. .

As best shown in the sectional view of FIG. 6, the fabric holder 218 may comprise a fabric holder ring 228. The fabric holder ring 228 may approximately correspond to the outer edge of the support frame 200 and has openings which are they overlap the openings formed in the support frame 200 (eg, openings 202/214 shown in Figure 4). In the embodiment shown in Figure 6, the support frame 200 has a general L-shaped cross section in the areas near an opening.

Fabric carrier ring 228 can be molded from a variety of suitable thermoplastic materials or the like.

Fabric carrier 218¡ can also be manufactured by encapsulating at least a portion of suspension fabric 220 in a fabric carrier ring 228. For example, the margin a

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MEXICAN INSTITUTE OF THE FnoniDAD

INDUSTRIAL

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along the perimeter of the Riisppnsion fabric 22o should not be encapsulated in the fabric support ring 228 so that it encompasses the opening formed in the fabric support ring 228. The fabric carrier 218 can be attached to the support frame 200 using any suitable means, including without limitation: fasteners, stickers, snaps, clips, connectors, or the like. For example, the fabric carrier ring 228 may include tabs, teeth, or other features 236 that allow the fabric carrier 218 to be secured to the support frame 200 during mounting.

Returning to Figure 2. The modular passenger seat assembly 102 may further comprise a properly configured pivot mechanism that accommodates pivoting (or other travel modes) of the comfort frame assembly 108 relative to the structural frame 106. The Pivot may also comprise features that allow the installation and removal of the comfort frame assembly 108 from the structural frame 106. The pivot mechanism may be configured to accommodate pivoting of the comfort frame assembly 108 on an axis that is located near the lower end 114 of the structural frame 106. For this embodiment, the lower end 114 roughly corresponds to the location of the ankle or foot of a passenger, and the pivot axis corresponds to a bar 132 or other hinge element of the seat assembly 102. For this embodiment, the mechanism

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MEXICAN INSTITUTE 0 »LA PROHÍBA 1 'INIW.ÍTRIAI

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The pivot pin includes a bar 132 (shown in Figures 2 and 3) and tube sections 23 8 formed in the support frame 200 near the bottom edge 206 (shown in Figures 4 and 5). Tube sections 238 are pivotally coupled to bar 132, which is in turn secured to lower end 114 of structural frame 106. Seat mount 102 may include actuators, springs, control mechanisms, mechanical displacement limiters, and other features that allow the passenger to adjust the position of comfort frame mount 108 relative to structural frame 106.

In accordance with the teachings described herein, each aircraft passenger seat described above can be modified to include a respective apparatus to increase the thermal comfort of passengers seated in hot and cold conditions. Such an apparatus is here referred to as a variable thermal resistance device. For example, each aircraft passenger seat can be modified by incorporating a first variable heat resistance device under the seat and a second variable heat resistance device behind the seat. Each variable thermal resistance device can be actuated to change from a closed state to an open state (to cool the passenger) or from an open state to a closed state (to warm the passenger). A device

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variable thermal resistance of ηι ^ ίφι-ίοτι »i_n._what The items described hereafter provide greater thermal comfort to seated persons during hot day conditions on land by decreasing the effective insulation value of the seated person's clothing. During cold day flight conditions, this effect can be negated, increasing the effective insulation value of the sitting person's clothing.

The thermal resistance of clothing is measured in units cío (see ASHRAE Fundamentals Handbook or any guide in thermal comfort for the guide in cío units.) A person in a temperate climate (for example Seattle) typically wears clothes that have a thermal resistance of around 0.7 cío. Sitting in a conventional aircraft passenger seat adds approximately 0.15 percent of thermal insulation, equivalent to donning a sweater vest. Sitting on a mesh, ventilated or reticulated Mayan cloth seat squeezes the air out of the person's clothing without adding any significant heat resistance by itself. This reduces a person's thermal insulation by approximately 0.15 cube, which is equivalent to removing a short-sleeved shirt.

Variable thermal resistance devices will be described hereafter which can passively subtract at least 0.15 cio to improve comfort in

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INSTITUTO MEXICANO DE LA RROEIEDA INDUSTRIAL hot conditions, or add at least Ü.'T3 'tlu pal · »· improve comfort in cold conditions, without the use of fans or other active cooling devices. A variety of different configurations will be described hereafter to obtain the desired effect, but all versions have either a porous (i.e. air permeable) or air impermeable layer that supports the seated person combined with some mechanism for obstructing ventilation or heat transfer through or crossing the back surface of the backing layer.

Figures 7 and 8 show components of a modified passenger seat having operable grids 16 to selectively open (see figure 7) and close (see figure 8) the openings or pores of an air-permeable suspension fabric 12 under tension that is in contact with and support a portion of the body of the seated passenger. [As used herein, the term grating refers to a panel, flap, or auxiliary flap that is movable.] The suitable suspension fabric can take the form of a knit or woven fabric (eg, mesh or webbing fabric). ) made of synthetic fibers. More specifically, suspension fabric 12 may be formed of a relatively strong, stretchable, and resilient material or combinations of materials such as DUPONT ™ DYMETROL® high performance bi-component woven fabric (comprising high quality textile yarn and elastomeric filaments.

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INSTITUTO MEXICANO • e la prorisdad

INDUSTRIAL

DUPONT ™, HYTREL®), polyester, nylon, KEVLAR®, NOMEX®, or the like. Suspension fabric 12 is attached to a fabric carrier ring (not shown in Figures 7 and 8) and encompasses an opening formed by portions of the seat frame (only portions 10a and 10b of the seat frame are shown in the figures). 7 and 8). Seats in this design are significantly lighter in weight than conventional aircraft passenger seats, and are also thinner, allowing more seats in an aircraft without compromising accessibility.

In accordance with the embodiment shown in Figures 7 and 8, the variable heat resistance device comprises a row of grids 16 having an edge 18 which is attached (for example by seams or fasteners) to the suspension fabric 12 of a such that the grids can rotate between positions which are parallel and perpendicular respectively to the mesh or net-shaped fabric 12. The opening in the fabric carrier ring may be covered by a decorative back cover 12. Air in the air space between the suspension fabric 12 and the back cover 14 easily flows through the suspension fabric 12 when the grids 16 are perpendicular to it (see figure 8) while air is restricted from flowing through the suspension fabric 12 when the louvers 16 are located parallel

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to the fabric (see figure 8). The pngtprinr id cover will ring the sight grilles and protect them from being altered.

The system schematically represented in Figures 7 and 8 further comprises an actuator (not shown in Figures 7 and 8) for closing the row of grids by moving them from the perpendicular state shown in Figure 7 to the parallel state shown in Figure 8, and to open the row of grids by moving them from the parallel state shown in figure 8 to the perpendicular state shown in figure 7. The actuator can be operated either manually or automatically.

According to one embodiment, the actuator comprises a series of cords, cables, or cords to move the grids 16 from one state to the other, and pulleys, loops, grommets, or guides to connect the cords, cables, or cords to an actuator mechanism. manually operated.

The principle of operation of a variable thermal resistance device comprising cord-activated grids is shown in Figure 9, which shows a single grid 16 connected to an actuator in the form of a rotatable cylinder, (for example, a drum, reel, roll or tube) by means of a single cord having two segments 20a and 20b. The point of the bead where the bead segments 20a and 20b connect to each other is attached to the movable distal edge of the grid 16 at location 24 (alternatively, two beads 2 0a and 2 0b can be used). A portion

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MEXICAN INSTITUTE OF INDUSTRIAL RXOPICDAD

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Cord segment terminal 20a is Mvuplta in one direction around a first portion of rotatable cylinder 22, while a cord segment terminal portion 20b is wrapped in an opposite direction around a second portion of rotatable cylinder 22. Thus, when rotatable cylinder 22 rotates in one direction, causing grid 16 to move from its closed position (indicated by broken lines in Figure 9) to its open position, an increased length of chord segment 20a is wound on the first position of rotatable cylinder 22, while an increased length of cord segment 20b is being unwound from the second portion of rotatable cylinder 22. Conversely, when rotatable cylinder 22 rotates in the opposite direction, causing the grid to move from its open position to its closed position, an increased length of chord segment 20a is unwound from the first portion of the rotatable cylinder while an Increased length of cord segment 20b is being wound on second rotatable cylinder portion 22. The chord segments 20a and 20b must have sufficient clearance so that the chord tension does not interfere with or impede the rotation of the grid and the displacement accompanied by its distal edge towards and away from the seat material during opening and closing. For the purpose of simplification, Figure 9 shows a

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MBX1CANO INSTITUTE OF INDUSTRIAL PROPERTY

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cord segment 20a passing over a first pnlpa 22a v a cord segment 2 0b passing over a second pulley 22b. However, any number of pulleys can be used depending on the requirements of the respective routes to be followed by the chord segments.

Multiple cords can be provided which wrap around the rotatable element 22 in respective axial positions and which connect to each grid in a row at respective locations. For example, slatted grids may have two strings attached at top and bottom locations. Furthermore, although Figure 9 shows the cord connected to a single grid, it should also be understood that each cord can be attached to each grid in a row of grids so that all grids in a row open and close at the same time. In addition, the grid arrangement can comprise multiple rows, the height of the grids being reduced so that they appear more like mosaics than panels, fins or slats.

The rotatable cylinder 22 shown in Figure 9 can be located under the passenger seat, but within the reach of the seated passenger. One end of the rotatable cylinder can be provided with a knob that has a textured or fluted surface to facilitate turning with one hand. Instead of a knob, the user interface may consist of a lever or any other device suitable for

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX339775B_D0029.tif" />

pulling cords or ropes through manual operation.

According to one embodiment, each grid may comprise a firm foam core wrapped within a soft insulating fabric, eg Polarfleece ™. [Polarf leece ™ is a synthetic, insulating, soft wadding fabric made of polyethylene terephthalate or other synthetic fibers.] Other types of fabric can be substituted for Polar f leece; other substrates (eg wood or composite material) can be replaced by the foam core. The panels can be used instead of grids. The racks can be attached directly to the suspension fabric or to some other surface of the seat mount. The louvers can be adjusted with magnets or sailboat fasteners so that when they are in the closed state, they seal air movement more effectively.

The grids can be rigid if they are segmented lengthwise. For example, several dozen mail stamp size tiles can be attached along one edge, with that edge fired to the back of the seat mesh fabric. The opposite edge can be attached with an elastic cord to combine the tiles on a grid. The entire chain of rigid tiles will be balanced against the mesh to close, or in the opposite direction to the mesh to open, flexing to accommodate the curvature of the seated passenger's back.

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MFXICANQ INSTITUTE OF PROPERTY

INDUSTRY!.

<img file="MX339775B_D0030.tif" />

The number of racks possible is a function of the thickness of the racks. If the grids are paper thin, then there may be many small grids. For louvers with appreciable thickness, there is a limit to the number of louvers because the thickness of each louver obstructs some of the airflow in the open state. In one implementation, the thickness of the back of the seat limits the width of the grille to just over 2.54cm (1 inch) allowing around 16 grids per rear of the seat. The lower part of the seat allows racks up to 5.08 cm (2 inches) deep, allowing about 8 racks. Grids do not need to be of consistent thickness - a grid that is thin at the base and thicker on the far side of the seat mesh fabric will be more efficient in cooling mode than a continuous thickness grid.

According to an alternative embodiment, the suspension fabric seen in Figures 7 and 8 can be replaced by a rigid perforated material, including plastic and metal, or it can even be a conventional foam cushion adapted with long channels or tubes to allow air flow through the cushion.

Alternatively, the passenger support surface may include porous or perforated cushions made of spring-like materials, such as those used

IMPI

ΙΝΓΠΤυΤ · MEXICAN Say LA «« EIEDAV INDUSTRIAL

<img file="MX339775B_D0031.tif" />

For some mattresses and sofas, I providedKaftde · · that ~ £ ¿Luya_ enough air through the cushion from back to front.

Instead of ropes or cords, the open / closed mechanism may consist of a sheet of porous material attached to the grids (or panels), such that when this sheet or cloth is moved parallel to the seating surface, it pulls the grids (or panels) from an open state to a closed state and vice versa.

In accordance with the additional alternative embodiment shown in Figures 10A and 10B, the support surface may be a substrate made of a non-porous (i.e. air-impermeable) material having high thermal conduction, such that when the flow of air is restricted from flowing through the rear of the support surface 30 by the closed louvers 34 (see figure 10A), heat transfer from support surface 30 to the ambient atmosphere is obstructed. On the contrary when the grids 34 are open (see figure 10B), the heat transfer to the ambient atmosphere is not obstructed.

High thermal conduction material can also be used when the support surface is air permeable. For example, high thermal conduction elements can be incorporated into a support surface that includes fabric

<img file="MX339775B_D0032.tif" />

ιν &lt;Τ, Π ΙΤΟ MÍXICANO Of THE PROPERTY

INDUSTRIAL

<img file="MX339775B_D0033.tif" />

Mesh and / or louvers to improve heat transfer when louvers are in the open state. This may consist, for example, of highly thermally conductive fibers (such as copper fabrics or carbon mesh fabrics) incorporated within (i.e. integrated with) the seat mesh fabric and the face of the grids that bend towards the mesh of the seat. Thus, when the racks are open, the high thermal conduction fibers conduct heat to the open side of the racks and this cools the seated passenger; and when the grids are closed, the high thermal conduction fibers in the grids are themselves folded against the seat mesh fabric, and are not exposed to air movement and the passenger is not cooled by the conductive fibers.

Another option could be to incorporate high thermal conduction fibers into the seat mesh fabric itself, such that the fibers on one surface are in contact with the back of the seated passenger, and on the other side they are exposed to air. free when the racks are open, and not exposed to the open air when the racks are closed.

Suitable high thermal conduction materials preferably have a thermal conduction of at least 40 W / m- ° K. However, the shape of the high thermal conduction material matters as much as the thermal conduction.

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MEXICAN INSTITUTE Ja

Dt LA M PIEDAD Q&gt; - i,. \ 3i ^J -ift /

INDUSTRIAL in the general equation of heat transfer from the body to the ambient atmosphere. According to one embodiment, heat sink thermal compounds made of Silicon rubber compounds that conduct heat better than steel and also provide elastic comfort can be used as seat materials.

The location of grids, air flow to and / or heat transfer from a passenger support surface 30 (either air permeable or non-porous) can be controlled by a movable non-porous surface 36 arranged parallel to the surface. support 30, as shown in Figures 11A and 11B. For example, the non-porous moving surface 36 can take the form of a foam cushion placed under or behind the support surface 30. In the cooling mode shown in Figure 11A, the non-porous moving surface 36 is spaced from the support surface 30.

In response to the selection of the seated passenger from the heating mode, an actuator 38 presses the non-porous moving surface 36 against the rear of the support surface 30, as shown in FIG. 11B. For a movable panel, the actuator may comprise a four-bar linkage, or cam to lift the movable panel close to the support surface.

According to a further embodiment, the movable surface can take the form of a cloth sling 50 and that

IMPI

INDUSTRIAL MEXICAN INSTITUTE OF FROPltTY hangs below and behind a support frame 200 as partially represented in figure 14. Fabric sling 50 may comprise a sheet or fabric which is insulating (ie, when the support surface 30 has high thermal conduction) and / or is impervious to air flow (i.e. when the support surface 30 is permeable to air flow). One end of the sling

<img file="MX339775B_D0034.tif" />

<td>fabric 50</td><td>can</td><td>be insured to</td><td>a portion</td><td>higher</td><td>(not</td>

<td>shown)</td><td>of the</td><td>support frame</td><td>200; the other</td><td>extreme</td><td>of the</td>

<td colspan="2">sling</td><td>fabric 50 is attached</td><td>oh rolled</td><td>around</td><td>of</td>

a rotating cylinder 54. A portion of the fabric sling 50 passes over a second rotatable cylinder 52 while the sling is wound on and released from the rotatable cylinder 54. In this embodiment, a suspension fabric 220 encompasses an opening in the support frame 200. In the heated mode, the fabric sling 50 can be tensioned in contact with the suspension fabric 220 by rotating the rotating cylinder 54 in the direction indicated by the arrow in Figure 14. (The spacing between the suspension fabric 220 and the fabric sling 50 is provided for clarity purposes so that the solid, dashed lines are not in contact with each other, such contact could obscure the representation of separate fabrics.) conversely, to change from heating mode to cooling mode, rotary cylinder 54 can be rotated in the direction

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INSTITUÍ · MEXICANO • t THE PROPERTY

INDUSTRIAL

<img file="MX339775B_D0035.tif" />

opposite of that indicated by the arrow in figure 14. In that case, the fabric sling will become loose and fall off the suspension fabric 220, as indicated by a series of straight arrows in figure 14. The sling of Fabric 50 may comprise a woven fabric or woven felt.

Alternatively the fabric sling can load a substrate (for example a foam cushion) which is pressed against the underside of the suspension fabric when the fabric sling is tensioned.

In accordance with a further alternative embodiment, an air chamber or bag may be devised to expand with changes in pressure in the cabin, thereby pressing a waterproof surface against the bottom or back of a suspension fabric or other type of porous substrate, thereby obstructing air flow through the permeable substrate.

In accordance with additional modalities, air flow and / or heat transfer can be controlled by enclosing the space below or behind a suitable support surface which is permeable or has high thermal conduction, such that the enclosed space is open to air flow or restricted from allowing air flow by the action of a variable thermal resistance device. For example, Figure 12 shows a space 40 behind a support surface 30, whose space 40 can

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NSTmrro Mexican OF INDUSTRIAL PROPERTY

<img file="MX339775B_D0036.tif" />

be enclosed by a variable thermal resistance device in the form of a stretchable sheet 42 whose porosity increases when stretched, ie by rotating a rotatable cylinder 44.

Figure 13 shows a plan view of an embodiment in which the stretchable sheet 42 has an arrangement of equally spaced and parallel grooves 46. When one end of the stretchable sheet 42 is pulled in the direction of the arrow while the other side is attached, the stretch sheet 42 will stretch, causing the grooves 46 to open (shown closed in FIG. 13).

According to a variation of the embodiment shown in Figures 12 and 13, the stretchable sheet may comprise numerous closely spaced stepped small grooves such that when the sheet is in tension along the axis of the grooves, the sheet is impermeable , but when tension is applied perpendicular to the axis of the grooves (or shear stress is applied to the blade), the grooves open and ventilate the support surface.

In accordance with an alternative embodiment shown in Figures 16a and 16b, the rear seat cover 60 may be provided with vents 64 and 66 that open and close. When the vents are closed as shown in Figure 16A, the gap 62 between the back cover 60 and a support surface

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL RRORIEDAD

<img file="MX339775B_D0037.tif" />

of the back permeable to io la. badly heated by the passenger's body, it will be locked up. In contrast, when the vents 64, 66 in the back cover 60 are open, fresh air can enter the enclosed space 62 through the vent 64 and hot air within the enclosed space 62 can exit through the ventilates 66 (this air flow is indicated by arrows in Figure 16B), thus cooling the seated passenger. The vents can be coupled to move in tandem in response to manual rotation of a knob mounted to one side of the passenger seat or by pressing a switch to start an engine. In accordance with other embodiments, the actuator mechanism may comprise a motor, which shall change the variable thermal resistance device from a heating mode to a cooling mode and vice versa automatically as directed by an electronic controller, or as driven by a seat switch operated by seat occupant.

According to a further alternative embodiment, the actuator mechanism may comprise a thermally activated device (for example, a biomaterial or a shape memory alloy actuator) which would change the variable thermal resistance device from a heated mode to a mode. of cooling and vice versa automatically while changing the cabin temperature. Optionally, the

<img file="MX339775B_D0038.tif" />

IMPI

The MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY actuation mechanism could comprise a pressure-controlled di qpngi t- -i vn (for example, a piston, bellows, or an air bag) which would change the seat from a heating mode to a heating mode. cooling and vice versa automatically while changing cabin pressure.

If an airline decided to have all variable heat resistance devices resettable to (for example) a fully open position after arriving passengers leave and before the next group of passengers arrive, maintenance time would be required to readjust the seats which are not electronically remotely adjustable. This could be solved with the addition of a spring-loaded device that would reset the seat to the fully open position when the passenger rises from the seat. The airline would have to balance the failure rate of the added weight, complexity, and increase caused by a spring return mechanism against the effort of manually readjusting the seats while they are being cleaned between flights.

Alternatively, in cases where variable heat resistance devices are powered by electronic motors, all variable heat resistance devices could be remotely resettable electronically. For example, Figure 15 is a block diagram

<img file="MX339775B_D0039.tif" />

IMPI

INSTITUTO MEXICANO DE LA RfcOMEOAD INDUSTRIAL that shows the components of an aistsma. electronically controlled to vary the thermal resistance of a vehicle's passenger seats. Components for only two seats are shown. The seat no. 1 comprises a variable thermal resistance assembly 88 which can be driven by a motor 86 in response to the passenger sitting in seat No. one pressing a switch 80 located on an arm rest; similarly, seat No. 2 comprises a variable heat resistance assembly 92 which can be driven by a motor 90 in response to the passenger sitting in seat No. 2 by pressing a switch 82 located on an arm rest. Alternatively, a flight crew member could operate both engines 86 and 90 remotely using an electronic controller 84. Electronic controller 84 may be programmed to readjust all variable thermal resistance assemblies in sequence or in groups in response to command input via a user interface (not shown).

While the invention has been described with reference to different embodiments, it will be understood by those skilled in the art that different changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. Also, many modifications can be made

IMPI κϊτττυτ · Mexican OE LA «OHÍIIAD INDUSTRIAL

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to adapt a particular situation to the teachings here without departing from the essential scope of the teachings. Therefore it is intended that the claims are not limited to the particular modalities described.

As used in the claims, the term "support surface" refers to a substrate capable of supporting weight. A support surface can be either porous (i.e., air permeable) or non-porous.

Similarly, as used in the claims, the term substrate encompasses at least one of the following: a sheet (plastic or metal), a layer of foam, woven or non-woven fabric, webbing, or mesh.

It is noted that in relation to this date, the best method known by the applicant to put the aforementioned invention into practice is the one that is clear from the present description of the invention.

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