Description

Passenger seating mechanism for vehicles, railroad-car with a passenger seating mechanism and process for customization/adapting of the available seats of a railroad-car/train

Technical Domain

(01) The invention pertains to the domain of vehicle technology and in particular the railroad-car technology and relates to a vehicle seating mechanism for vehicles, particularly railroad-cars, as well a railroad-car with a passenger seating mechanism. Furthermore, the invention relates to a process for adapting the availability of seats in a railroad-car.

Already known State of Art Technology

(02) In the design of commuter or intercity railroad cars such as Underground-Railway, there is a principal conflict of objective between higher seating capacity on the one hand and higher transport-capacity in the nature of standing-places on the other. Commuter railroad transport systems such as Underground-train systems experience during the course of the day a set of very different requirements with respect to the
passenger capacity, which can change with the time of the day and through occurrences in the shortest period of time. These changes in requirements could change from tour to tour as well as depending on the direction of the tour. In real terms of passenger services therefore it results in substantial fluctuations of the passenger-arising/number (passanger volume) depending on the time of the day, on the direction, on the route-segment, on the occurrences (for examples events), on weather conditions and other external influencing factors. These can be such that they are foreseeable and therefore can be appropriately planned for or can be unforeseeable.

(03) In vehicles of the public mass passenger transport, there is therefore a conflict of objective in the conception of equipping the interior of the vehicle between passenger capacity and comfort. Passengers have a desire to demand comfort even in short travel-durations, namely wish to have a seating place; on the other hand however they also have the desire to have adequate capacity of the vehicle, in order to be transported even during rush hours to their destinations in the vehicle of their choice. In this case the desire for being transported dominates over the desire for comfort.

(4) Often vehicles are however equipped with a fixed, predetermined seating capacity, which are specified in the planning phase based on diverse parameters. Thereby, for a given vehicle the ratio between seating- place and standing-place is decided upon, independent of the actual number of passengers during the operation. This seating capacity is incorporated firmly in the vehicle and can be modified only with substantial dismantling and restructuring expenditure on the part of the operator. Exceptions are: foldable seats in multi-purpose compartments.

(5) The often witnessed cross-seating with generally two sets each on both sides of the centre aisle is an impediment to flow of passengers especially in case of large number of passengers and the distribution of passengers during the entrance and disembarkation operations. This hindrance is caused especially through the seating rows lying directly at the door-areas. This reflects itself on an prolongation of the halt-time, and it can lead to delays in departure times.

(6) From the US 2010/0140996 Al and DE 10 2008 060 747 Al a seating system in which seats can be made available based on the requirement is known, which is made of a tear-proof, flexible material and which can be classified as per type under a reeling and unreeling blind-material. For this purpose, rollers are envisaged between two seats of a row distanced between one another, which support themselves on the vehicle seats. The material length is fastened to rollers at each of its opposite longitudinal ends such that they can be rolled.

(7) From EP 1 864 850 Bl a wheel-away or extendable seat-unit is known for a transport vehicle. The seating mechanism encompasses a main seat bottom-part and a main back-rest, which are envisaged to hold a first passenger. Furthermore, the extendable seating-unit includes a secondary bottom-part and a secondary back-rest, which can be moved between a retracted/withdrawn position in which they are tucked in relation to the main seating bottom-part and the main back-rest, and an extended/unfolded position in which they are located adjacent to the main seating bottom-part and main back-rest in order to be able to hold a second passenger. The secondary seating bottom-part and the secondary back-rest are moved in relation to the main seating bottom-part and the min back-rest by means of a lateral translatory movement. The secondary seat-bottom and the secondary back-rest in their inserted- or retracted-position are stored respectively at the back of the main seat-bottom and main back-rest.

(08) From FR 2 769 553 a seating system for automobiles is known, in which the width of a seat can be modified. The seat is formed from a number of flexible, longitudinal elements, which are supported by a frame, which lends the shape to the seat. The interval of the flexible elements from one another as well as their diameter can be altered, so that thereby overall the width of the seat can be matched.

Disadvantages of the state of the Art Technology

(09) The current layout of railroad-cars does not allow any modification of the ratio of seating-places to standing-places. Merely from the passenger stand-point, it is possible to make use of the foldable seats envisaged additionally for this purpose. Of course the concepts described above offer a certain variability, but these are often too expensive.

Problem statement

(10) It is therefore the objective of the invention under consideration to make available a vehicle seating mechanism or system which enables a need-based and simple matching of the seats available and is adequately reliable and robust.

Invention-based Solution

(11) This objective is realized through a vehicle seating mechanism or system in accordance with Claim 1. This objective is furthermore achieved through a railroad-car as per Claim 11 as well as a process for matching the available seats of a railroad-car as per Claim 15. Additional embodiments, modifications and improvements emerge from the
following description and in accordance with the enclosed Claims.

(12) In accordance with an embodiment, a vehicle seating mechanism for vehicles, especially railroad-cars is made available, with at least one first seat firmly mountable in vehicle and at least one second seat which can be moved relative to the first seat, and is jointed to the first seat. The second seat is capable of being pivoted around a somewhat vertically running axis of rotation relative to the first seat between a first position, in which the second seat can be tucked in the region of the first seat, for example in, on or under the first seat, and a second position in which the second seat is available for use by a passenger.

(13) Especially through the lateral pivoting, a second seat can be made available depending upon need. The pivoting has, in contrast for instance to the lateral pulling, as described in EP 1864 850 Bl, the advantage that it is simpler and more robust. The lateral- or sideways- pivoting happens typically around an angle of about 90°.

(14) The solution presented here furthermore allows that a customization or adaptation of the seats available can be achieved in a controlled manner, through central control. Accordingly, a timely and controlled modification of the ratio of seating- and standing-places is facilitated for instance during the operation/running of the vehicle - for example during the turning of the trains in the reversing-systems or end-stations if for a short-time no passengers are in the vehicle.

(15) In particular, for a central control of the seating mechanism this can include pursuant to an embodiment, a drive-device, in order to move to and fro the second seat between the first and second position. The drive-device, for example a pneumatic drive or an electro-motor, can be centrally controlled. It is further possible that the regulation/control is done locally, for example through a corresponding switch, which where applicable can be released or cleared by the central-control.

(16) Thus, in contrast to the hitherto solutions, the availability of seats can be customized not only through the passenger himself, for example through use of a foldable seat, but also centrally. The seats available can therefore be controlled from the side of the operator directly. This is of particular advantage when the operator of the vehicle intentionally would like to restrict the seats available, for example in order to enhance the overall capacity of the vehicle in peak periods, and thereby to do justice to the desire of the passengers to be transported expeditiously.

(17) Thus, it is possible to maximize the number of seats available in weak-load periods with low number of passengers, while offering in peak-load times a maximum number of standing-places from the side of the operator.

(18) Moreover, the flow of passengers in the vehicle, for instance accessibility of specific areas, can be influenced - for instance, in that the availability of seats is varied only in specific areas in the vehicle, and in contrast not in the others.

(19) In accordance with an embodiment, the second seat includes a seating-surface, which at its level can be swiveled-in and swiveled-out around the rotation axis, whereby the seating-surface of the second seat has preferably the shape of a quadrant. This solution is especially space-saving and is very robust; it is also eminently suitable as pivoting-solution. By means of the optional quadrant shape the passenger who makes use of the second seat has a greater freedom with respect to his seating position.

(20) In accordance with an embodiment, the first seat has an arm-rest available, which is capable of being swiveled together with the seating-surface, where the arm-rest assumes the function of a back-rest of the second seat, if the seating-surface of the second seat is extended/swiveled-out. If the second seat finds itself in its first position, in which it is tucked, then the arm-rest is assigned to the first seat. The arm-rest can be swiveled together with the seating-surface of the second seat, and represents then for the second seat a back-rest. Thereby the comfort level is improved.

(21) According to an embodiment, the second seat in the first position beneath the first seat is swung into the first seat or second seat. Thereby the second seat can be tucked in an especially space saving manner.

(22) According to an embodiment the pivoting-axis is arranged sideways of the back-rest of the first seat. The pivoting-axis can be integrated in load-carrying structures of the passenger seating mechanism.

(23) According to an embodiment the pivoting-axis supports itself, in assembled condition of the passenger seat mechanism, at the floor of the railroad-car, in order to be able to better withstand the load. However, it is also possible that the pivoting-axis supports itself on the load-carrying structures of the passenger seating mechanism.

(24) According to an embodiment, the seating-surface of the second seat in the second position has a lower seating-position than the seat-surface of the first seat. This is in particular then the case if the seating-surface of the second seat can be tucked below the seating-surface of the first seat. Then, between the two seating-surfaces a step/stage gets formed.

(25) According to an embodiment, the second seat has a fan-shaped structure, so that its seating-surface in the second position is formed by the stretched-out fan-shaped design. This solution is especially space-saving, because here the seating-surface can be virtually tucked in 'folded together' condition. Thereby, also a saving in weight can be achieved.

(26) According to an embodiment, the fan-shaped design has a number of rods, which can be swiveled/swung around the pivoting axis, and a flexible, in particular textile, material which is stretched-out by the swiveled-out rods for creating the seating surface of the second seat. For developing the seating-surface, a flexible and especially foldable material is used. This should be adequately tear-proof, in order to meet the requirements during use. Textile materials are for example well suited.

(27) According to an embodiment, a railroad-car is proposed which includes at least one of the passenger seat mechanisms, which is rigidly mounted with its first seat in the railroad-car.

(28) According to an embodiment, the railroad-car has several passenger seat fittings which are so mounted in the railroad-car that they enable seating positions across/transversal or diagonal to the longitudinal direction of railroad-car, whereby the second seating-place of the passenger seating mechanism can be swiveled-out towards the middle of the railroad-car. Thus, especially the space available in the middle of the coach along the central-axis of the railroad-car can be adapted or adjusted to the respective traffic situation.

(29) According to an embodiment, the passenger seats are configured in the neighbourhood of the access/entrance doors, where the railroad-car optionally has additional passenger seats, which have two seats rigidly jointed with one another, and are located at a distance from the entrance doors. With this embodiment, the size of the access-area can be varied, in that depending upon the requirement the second seating-place can be tilted-in or tilted-out. Through the focused swinging-in or swinging-out of the passage-side seats directly at the door-area, especially in case of large number of passengers, the passenger flow can be beneficially influenced through deploying the seats pointing to the centre of the coach. Moreover, the access-area is enlarged and thus entering into and disembarking from the coach is improved.

(30) In accordance with an embodiment, a process for adapting the availability of seats of a railroad-car is made available, whereby through a signal issued or transmitted by the driver of the railroad-car or from a control-center, all or only a part of the secondary seats of the passenger seating mechanism or system can be swiveled from the first to the second position or from the second to the first position for purpose of matching the seats available. As per one embodiment, the drive-devices of the passenger seating mechanism therefore can be centrally regulated.

(31) According to an embodiment, the railroad-car has a centrally operable control/regulating system, which receives control signals and actuates the drive-devices of the passenger seating mechanism individually, in groups or both together. Furthermore, the railroad-car can have one or more monitoring devices in order to check on the personal freedom in the area of the passenger seating mechanism, so that an inadvertent actuation of the passenger seating mechanism is excluded. Such a monitoring device can for instance be a video camera.

(32) With this approach, the conflict of objective between comfort and capacity can be resolved in a manner that can be controlled by the operator of the railroad-car, and that too directly and in short-term corresponding to the traffic situation and/or the number of passengers (passanger volume). Thus, overall a contribution to the enhancement of the attractiveness of the public mass transport system is made.

(33) The invention can be applied in vehicles such as for instance, Bus, railroad-vehicles, commuter-trains, Metro/Underground systems, rapid-transit system, regional-transport systems, so-called people-movers and monorail carriages. With this invention, in weak-load periods a larger number of seating places can be offered to the passengers. With this invention, peak-time traffic an enhanced passenger capacity in the form of additional standing-places can be offered to the passengers. The probability that passengers cannot be transported on account of a jam-packed coach gets substantially minimized.

Figures

(34) The enclosed Drawings clarify the embodiments and in conjunction with
the description help to elucidate the principles of the invention. The elements of the drawings are relative to one another and are not necessarily true to scale. Identical reference numbers denote similar components.

(35) Figures 1A to 1C illustrate a passenger seating mechanism in accordance with an embodiment of the invention.

(36) Figures 2A and 2B show a passenger seating mechanism or system as per an embodiment of the invention.

(37) Figure 3 illustrates a schematic view of a passenger-space of a railroad-car, which is equipped with passenger seating mechanism or system.

(38) Figures 4A to 4C show a passenger seating mechanism or system According to an
additional embodiment of the invention.

(39) Figures 5A and 5D illustrate individual phases during swiveling-in and swiveling-out of the seating-surface of the second seat, as per a embodiment of the invention.

Embodiments

(40) Different embodiments of passenger seating mechanism or systems are described in the following, in which through a control-command of the driver or the control-center, an additional seating-surface can be unfolded or tucked-in corresponding to the traffic situation. Thereby, there exists the possibility of controlled modification of the ratio of seated- and standing-passengers. The alteration of this ratio takes place in a controlled manner, for example during the turning of the train/coach if the train is empty.

(41) Figures 1A to 1C show a passenger seating mechanism or system 100 with a first seat, having a fixed seating-surface 111 and a back-rest 112. The passenger seating mechanism or system 100 is equipped with an additional fixed but movable seating-surface 121, which can be extended through a rotating movement around a rotation-axis 130 at the lateral edge of the fixed back-rest 112. The extended or tilted-out seating-surface 121 is positioned in this context somewhat below the fixed seating-surface 111 of the first seat, so that a step between the two seating-surfaces 111, 121 is formed. This can be recognized in Figure IB. Both the seating-surfaces 111, 121 can be cushioned/upholstered or un-cushioned or can be designed differently from one another.

(42) The turning of the extendable seating-surface 121 takes place for instance through a control-command triggered by the driver of the coach/train or the control-center. The actuation (not illustrated here) can happen through an electrical servo-motor or a pneumatic drive-cylinder.

(43) In addition to the seating-surface 121, a slim back-rest 113 extends-out so as to form a support for the back or back-rest 212 for a passenger, who sits on the swiveled-out seating-surface 121. This is for instance visible in Figure 1C. In withdrawn or swung-in condition this back-rest 212 forms the lateral arm-support 113 of the first seat, which can also be described as the fixed seat. As against this the second seat can be described as a movable or mobile seat.

(44) The second seat, if for instance centrally controlled, can assume two positions. The first position is shown in Figure 1A. In this position the seating-surface 121 of the second seat is located below the seating-surface 111 of the first seat and is tucked-in there. The second position is shown in Figure IB. There, the seating surface 121 of the second seat is swiveled-out laterally around the vertical axis 130. The arm-rest 113 is swiveled together with the seating-surface 121 of the second seat.

(45) In this embodiment, the seating-surface 121 of the second seat has a quadrant-shaped seating-surface, and is rotated somewhat around the geometrical middle-point of the circle. Thereby the seating-surface 121 can be swiveled-in and -out uniformly under the seating-surface 111.

(46) The second seat with extendable seating-surface 121 can be designed both as a supported-seat with floor-support of the rotating-axis 130, as for example shown in Figure 1A and IB, and as laterally-hung seat without floor-support. The rotating-axis 130 supports itself for example on a foot 140 of the passenger seating mechanism 100 and is guided in it. Figure 1C shows exemplarily how a passenger has taken his place on the seating-surface 121.

(47) An additional embodiment of the passenger seating mechanism is shown in Figures 2A and 2B. An extendable, foldable seating-surface 125 is designed here in a fan-shaped structure. An appropriate number of fan-rods 125b, 125c together with a suitable flexible, for example textile, material forms the seating-surface 125. It would suffice if merely the outer fan-rod 125c is moved through the drive/actuator, while the other fan-rods 125b are passively moved through the pull of the textile material 125a during the swiveling-out of the outer fan-rod 125c. The fan-rods 125b and 125c are suitably linked with the textile material 125a; for example in that the fan-rods 125b, 125c clutch-into or mesh-with the loops or pockets of the textile material 125a. The actuated fan-rod 125c
is moved to the end-position and in so doing stretches-out the textile seating-surface 125. An optional latching ensures that an adequately clamped seating-surface emerges. Through the stretched-out textile-surface and the fan-rods, there remains a certain elasticity which acts as a seat-cushioning. In folded condition (Figure 2B) the textile seating-surface 125 folds-together and creates the edge of the fixed seating-surface 111 of
the first seat. The pivoting back-rest 212 can be designed in similar manner, as earlier described.

(48) The flexible material, which is especially a textile material 125a, should be preferably tear-proof, in order to be able to withstand the loads during its use. Suitable textile materials are: rough- or fine-netted synthetic-fiber textiles.

(49) The fan-rods 125b and 125c are pivot-mounted on one-side and are rotatable around the rotating-axis 130 and deflect or discharge the forces emerging from the use through a passenger to the rotating-axis 130. Preferably the fan-rods are made from formed spring-steel rods, or of fiber-reinforced materials or of aluminium castings or forged components of aluminium.

(50) Different stages of swiveling-in and swiveling-out are illustrated in Figures 5A to 5D, which show a schematic top-view of a passenger seating mechanism, which has a swivel-mounted fixed quadrant-shaped seating-surface, as shown approximately in figures 1A and IB. The passenger seat-mechanism is for instance mounted on the inner-wall of the railroad-car, so that the pivoting seating-surface 121 can be swiveled-out laterally to the coach-center. In the first position (Figure 5A) the pivoting seating-surface 121 is completely tucked-in beneath the seating-surface 111 of the first seat, so that the passenger seating-mechanism 100 in this condition makes use of merely the surface of an individual seating-place. By turning around the rotating axis 130, here running perpendicular to the drawing-level, the seating-surface 121 is progressively extended or swiveled-out till it is brought to the completely extended position (turning by 90°) (Figure 5D). In this context the seating-surface 121 can maintain laterally a minor overlap with the seating-surface 111.

(51) The seating-surface 121 extendable either by rotation or by turning can also be designed in respect of double-seats. Then, these have respectively two first seats with fixed seating-surface 111 and back-rest 112. This is illustrated in Figures 4A to 4C.

(52) In case of dispensing with the swiveling arm-rest or back-rest, as shown in Figures 4A to 4C, the swivel-seat will be used by the passenger as a type of stool.

(53) The swiveling seat-surfaces can also be attached to seats longitudinally fixed or benches where these are arranged at the respective ends.

(54) On basis of appropriate information in respect of expected number of passengers, the decision on swiveling-in or swiveling-out the seating-surfaces is carried out centrally through the driver or the control-center, if the coach/train is empty - namely, generally during the turning of the train or reversal of direction. Figure 3 shows for this purpose in top-view schematically a section of a passenger-space 210 of a railroad-coach 200. The position of the access doors 220 is indicated.

(55) The swiveling seats in case of cross-seating as shown in Figure 3 can be deployed on all seats towards the middle-aisle or alley. Particular advantages emerge, if in case of a partial equipping of the train preferably the seat-rows respectively directly adjoining the entrance-door area 220 are furnished with passenger seating-mechanism. Besides the alteration of the ratio of seating-places to standing-places, the swiveling-in of the seating-surfaces in case of large number of passengers leads to an improvement of the passenger flow during the halt/stop-time, because the passengers can easily distribute themselves in the area between the doors, because of the availability of broader space in the middle-aisle. This can in the overall analysis minimize the stop-time, because the entering and exiting operation is accelerated.

(56) The embodiments described above can be optionally combined with one another.

(57) Notwithstanding the specific embodiments/variants illustrated and described, it is well within the boundary of the invention on hand, to modify appropriately the embodiments shown, without deviating from the extent of protection to the invention under consideration. The following Claims represent a first, unbinding attempt to define the invention in general terms.

Reference List

100 Passenger-seating Mechanism

111 Seating-surface of the first seat

112 Back-rest

113 Arm-rest

121,125 Seating-surface of the second seat

125a, 125c Fan-rod

125b Textile material

130 Rotating-axis

140 Foot of the passenger- seating system/mechanism

150 Inner-wall

200 Railroad-car/train

210 Passenger-area/cabin

220 Entrance/Access Door

212 Back-rest/back-support

CLAIMS

1. Passenger seating mechanism/system for vehicles, in particular railroad-cars, with at least one first seat (111,112), which can be permanently mounted in the vehicle, and at least one second seat (121) movable relative to the first seat (111,112), which is linked to the first seat (111, 112) is thereby characterized

that the second seat (121) is rotatable/pivotable around a substantially vertically running rotating-axis (130) relative to the first seat (111, 112) between a first position in which the second seat (121) can be tucked in the region of the first seat (111,112), and a second position in which the second seat (121) is available for use by a passenger.

2. Passenger seating mechanism in accordance with Claim 1 is thereby characterized that it comprises an actuation device, in order to move the second seat (121) to and fro between the first and second position.

3. Passenger seating mechanism as per Claim 1 or 2 is thereby characterized that the second seat includes a seating-surface (121), which at its level can be swiveled-in or swiveled-out around the rotating-axis (130), whereby the seating-surface (121) of the second seat preferably has a shape of a quadrant.

4. Passenger seating mechanism as per Claim 3 is thereby characterized that the first seat (111,112) comprises an arm-rest (113), which can be swiveled together with the seating-surface 121 of the second seat, where the arm-rest (113) assumes the function of a back-rest (212) of the second seat, if the seating-surface (121) of the second seat is swiveled-out/extended.

5. Passenger seating mehanism as per one of the above claims is thereby characterized that the second seat (121) in the first position is swiveled-in or folded beneath the first seat (111), in the first seat or on the first seat.

6. Passenger seating -mechanism as per one of the above claims is thereby characterized that the rotating-axis (130) is arranged at the side or lateral to the back-rest (112) of the first seat (111,112).

7. Passenger-seating system as per one of the above Claims is thereby characterized that the rotating-axis (130) in assembled condition of the passenger-seating mechanism supports itself on the floor/bottom of the railroad-car (200).

8. Passenger seating mechanism as per one of the above Claims is thereby characterized that the seating-surface (121) of the second seat offers in the second position a lower seating-position than the seating-surface (111) of the first seat.

9. Passenger seating mechanism as per one of the above claims is thereby characterized that the second seat has a fan-shaped structure, so that its seating-surface (215) in the second position is formed by the unfolded/expanded fan-shaped structure.

10. Passenger seating mechanism as per Claim 9 is thereby characterized that the fan-shaped structure has a number of fan-rods (125a, 125c), which can be swiveled around the rotating-axis (130), and a flexible - in particular textile - material (125b), which is stretched by the fan-rods swiveled-out in the second position, for creating the seating-surface (125) of the second seat.

11. Railroad-cars/coaches thereby characterized that it has at least one passenger seating mechanism/system (100) in accordance with one of the above claims, which is, with its first seat, permanently mounted in the railroad-car (200).

12. Railroad-cars as per Claim 11, thereby characterized that it comprises several passenger seating mechanisms/systems (100), which are so mounted in the railroad-car (200) that they facilitate seating position cross-wards/perpendicular to the longitudinal direction of the railroad-car (200), wherein the respective second seating-places of the passenger seating mechanism (100) can be swiveled-out toward the center of the railroad-car (200).

13. Railroad-car as per claim 12 is thereby characterized that the passenger seating mechanisms (100) are arranged in the vicinity of the entrance-doors (220) of the railroad-car (200), where the railroad-car (200) comprises optionally additional passenger seating mechanisms which have seating places rigidly jointed with one another, and arranged way from the entrance/access doors.

14. Railroad-car as per one of the Claims 11 to 13 is thereby characterized that the drive/actuation mechanism of the passenger seating mechanisms can be centrally regulated.

15. Process for customizing or adapting the seats available in a railroad-car, where, in the case of a railroad-car as per one of the Claims 11 to 14, through a signal issued by a driver of the railroad-car or from a control-center, all or only a part of the second seats of the passenger seating mechanism are swiveled from the first in the second position or from the second in the first position for adapting to the availability of seating-places.