Title of Invention	AIRCRAFT SEAT
Abstract	An aircraft seat, which is convertible into a bed, is divided from adjacent seats by partitions(2) and has a movable squab (11), a movable e leg rest (12), a fixed foot rest (14) and a movable backrest (15) to which a headrest (17) is pivotally connected. A control pane 1(21) is provided on a partition (2) for controlling the disposition of the seat. The seat has front legs (29) and rear legs (28) pivoted to aircraft deck (27) and is actuated by slide actuator (29) and recline actuator (30) (which extends or retracts rear legs (28)). In the normally sitting up position of the seat, the squab back is held towards cabin wall (48) with a dide actuator (29) and a recline actuator (30) extended. When the seat is partially reclined the headrest (17) is pivoted forward to lie at an obtuse angle with respect to the front face of backrest (15) to keep headrest (17) clear of cabin wall (48). In the fully reclined position of the seat, the headrest (17) is lowered into recess (51) in shelving (52) at the rear of the seat unit along cabin wall (48).

Title of Invention

AIRCRAFT SEAT

Abstract

An aircraft seat, which is convertible into a bed, is divided from adjacent seats by partitions(2) and has a movable squab (11), a movable e leg rest (12), a fixed foot rest (14) and a movable backrest (15) to which a headrest (17) is pivotally connected. A control pane 1(21) is provided on a partition (2) for controlling the disposition of the seat. The seat has front legs (29) and rear legs (28) pivoted to aircraft deck (27) and is actuated by slide actuator (29) and recline actuator (30) (which extends or retracts rear legs (28)). In the normally sitting up position of the seat, the squab back is held towards cabin wall (48) with a dide actuator (29) and a recline actuator (30) extended. When the seat is partially reclined the headrest (17) is pivoted forward to lie at an obtuse angle with respect to the front face of backrest (15) to keep headrest (17) clear of cabin wall (48). In the fully reclined position of the seat, the headrest (17) is lowered into recess (51) in shelving (52) at the rear of the seat unit along cabin wall (48).

Full Text	AIRCRAFT SEAT The present invention relates to an aircraft seat, in particular one convertible to abed. Convertible seats are well known. There is, however, a difficulty in arranging a maximum number of such seats in an aircraft cabin, in that they are not readily configured in lines abreast as regards access. A staggered or herringbone arrangement is preferred in terms of privacy and efficient arrangement of the seats in a cabin. An awkwardness of a herringbone arrangement of essentially rectangular seats along the edge of a cabin is that at one end - the head end in practice - a triangular area exists against the cabin wall beyond the end of the seat In International Patent Application No WO 03/013903, in the name of Virgin Atlantic Airways Limited, there is a proposal to utilise the triangular area to extend the length of the bed surface (page 29, lines 13-15). This seat is configured such that the seat backrest folds forwards for conversion to a bed, with the bed surface being formed by the backrest of the seat backrest and other surfaces (Figure 5). The object of the present invention is to utilise the triangular area by accommodating part of the reclined seat forming the bed surface in the triangle. A difficulty with this concept as taught by Virgin is that use of the triangular surface per se as part of the bed surface moves the entire reclining seat further from the cabin wall, since the seat backrest and the head rest must be of a certain length to accommodate tall passengers and the head rest must finish on the side of the triangular space remote from the cabin wall. An alternative which we have adopted in the present invention is to lower the head rest into the triangular area. This makes for more efficient use of the space, but creates another problem in that the cabin wall is not vertical but curves inwards over the triangle. Lowering a full length seat backrest and head rest into the triangular Whilst it can be envisaged that the squab movement mechanism can be a linkage mechanism, in which a single actuator moves all parts of the seat in phase with each other between the different configurations of the seat, in the preferred embodiment, the mechanism includes a plurality of actuators under control of a control system programmed to synchronise the actuators. The headrest can be arranged to move translationally towards the seat squab general parallel to the backrest to achieve the foreshortening of the backrest and the headrest. However in the preferred embodiment, the headrest is pivotally arranged on the backrest for foreshortening movement by angling of the headrest such that the front faces of the headrest and the backrest form an obtuse angle, the control system being programmed to achieve this obtuse angle during lowering of the backrest from the sitting configuration to bed configuration. In the preferred embodiment, the headrest is pivotally connected to the backrest at a pivot axis therebetween, close to the front of faces of these. Alternatively the headrest may be connected to the backrest by legs which can be telescopically withdrawn (e.g. into tubes in the frame of the backrest) to bring the headrest closer to the backrest and thereby to foreshorten the combined length of the backrest and the headrest. It can also be envisaged that the squab movement mechanism and the control system can be an integrated mechanism with a single actuator lowering both the seat backrest and inclining the headrest forwards during such lowering, with the control system being a simple up/down control. However, in the preferred embodiment, separate actuators are provided for the backrest and the headrest, typically electric motor and gearbox driven lead screw devices, and the control system is an electronic controller. Alternatively, hydraulic pump and ram devices can be used. The backrest actuator (and squab) actuators can be as described in our prior European Patent No 1,074,468 ("Our Earlier European Patent"). Preferably, the controller is programmed to allow the headrest to be raised for watching of television when the seat is fully reclined to bed configuration and The seat has a movable squab 11, a movable leg rest 12, and a fixed foot rest 14, which also are conventional. The movable backrest 15 of the seat is conventional, save that it has a headrest 17 pivotally connected to it about a pivot axis between them and close to the front face of the backrest and the headrest. A control panel 21 is provided on the partition 2 for controlling the disposition of the seat. The seat is supported on> • runners 22 on a frame 23, incorporated in the partitions, via sliders 24 attached to the underside of the rear of the squab, immediately below a pivotal connection 25 of the backrest and the seat squab; • front legs 26 pivoted to the aircraft deck 27 and the underside of the front of the squab; and • rear legs 28 pivoted to the deck and the back of the backrest some 20% up its height. The seat is actuated by a slide actuator 29 acting between the frame 23 and the front legs 26 and recline actuator 30 acting to extend or retract the rear legs. A further actuator (not shown) extends or retracts the foot rest. The arrangement of the runners, legs and actuators is as in Our Earlier European Patent. The pivoted head rest 17 is provided with a 41 rear crank pivotally connected to a lead screw 43 from an actuator 44 for rotating a non-shown screw nut. The arrangement is such that the headrest can be pivoted about an axis 45 to lie at an obtuse angle a (see Figure 5) with respect to the front face of the backrest or generally parallel therewith. The back of the headrest is provided with a collapsible bellows 46 and a movable back plate 47, normally urged away from the headrest by internal pressure or resilience, these components being shown in Figures 7 & 8 only. Figure 3 shows the normally sitting up position of the seat, in which the slide actuator 29 holds the squab back towards the cabin wall 48 and the recline actuators 30 are extended. Figure 4 shows the seat slightly reclined with the slide actuator 29 unadjusted and the rear legs 28 shortened by the recline actuators. As will be seen in backrest in the position equivalent to Figure 5 and enable the backrest to be moved between the sitting and bed configurations without fouling the cabin wall. The invention is not intended to be restricted to the details of the above described embodiment. For instance, the head rest can be manually operated, particularly in the Figure 9 embodiment by providing a manual lever in place of the motor drive 153. Further, where as in the embodiment of Figure 1, the head rest has a rounded A, top, this can be modified to allow the very top to pivot forwards to give a more conventional appearance, with the top being folded up for use. This envisaged primarily as a matter of appearance as opposed to function. CLAIMS: 1. An aircraft seat convertible to a bed which comprises: • a seat having: • a squab and a backrest, both being movable; • a mechanism for moving the movable squab and backrest between respective dispositions in the seat's upright, sitting configuration and its laid-down, bed configuration; and • a headrest with a front face normally substantially aligned with a front face of the backrest and an end which is at the top of the headrest when the seat is in its sitting configuration; wherein the convertible seat is improved by provision of: • drive means for moving the headrest to foreshorten the combined length of the backrest and the headrest, for movement of the backrest between its dispositions for the sitting configuration and the bed configuration, and to extend the shortened length when the backrest is moved to its disposition for either of these configurations; • powered means for the drive means and the squab moving mechanism; • at least one actuator, including an actuator for the headrest drive means, as part of the powered mechanism; and • a control system programmed to synchronise the actuators, whereby the said combined length is foreshortened during reclining and extended in the fully reclined position of the backrest 2. An aircraft seat as claimed in claim 1, wherein the mechanism and the control system comprise an integrated mechanism with a single actuator for lowering both the seat backrest and foreshortening the headrest during such lowering, with the control system including a simple up/down control. 3. An aircraft seat as claimed in claim 1, wherein the mechanism and the control system comprise an integrated mechanism in which separate actuators are provided for the backrest and the headrest and the control system includes an electronic controller, 4. An aircraft seat as claimed in claim 1, claim 2 or claim 3, wherein the or each actuator is an electric motor and gearbox driven lead screw device. 5. An aircraft seat as claimed in any one of the preceding claims, wherein the drive means is arranged to move the top of the headrest towards the squab to foreshorten the combined length of the backrest and the headrest. 6. An aircraft seat as claimed in claim 5, wherein the headrest is arranged to move translationally towards the seat squab parallel to the backrest to achieve the foreshortening of the backrest and the headrest. 7. An aircraft seat as claimed in claim 6, including legs connecting the headrest to the backrest, legs being telescopically withdrawn to foreshorten the combined length of the backrest and the headrest. 8. An aircraft seat as claimed in claim 5, wherein the headrest is pivotaliy arranged on the backrest for foreshortening movement by angling of the headrest such that the front faces of the headrest and the backrest form an obtuse angle, the drive means being arranged to achieve this obtuse angle during lowering of the backrest from the sitting to the bed configuration and back again. 9. An aircraft seat as claimed in claim 8, wherein the headrest is pivotaliy connected to the backrest at a pivot axis therebetween, close to the front faces of these. 10. An aircraft seat as claimed in claim 8 or claim 9, wherein the control system is programmed to allow the headrest to be raised for watching television when the seat is fully reclined to the bed configuration and adjusted to a convenient angle when the seat is stopped between the sitting and the bed configurations, the headrest being angled away from any aircraft cabin wall. 11. An aircraft seat unit incorporating a seat as claimed in any preceding claim, wherein the unit has a shelf surrounding the headrest in its lowered, bed, position, the shelf being at the same level as the headrest surface, except that the shelf is recessed adjacent to the headrest at least around part of the headrest/shelf interface. 12. A unit as claimed in claim 11 wherein an anti-entrapment collapsible device is provided between the headrest and the recessed surface. 13. An aircraft seat as claimed in any one of claims 1 to 140, when located in an aircraft so that, when in bed configuration, the top of the headrest forms the head end of a bed adjacent to a cabin wall of the aircraft which forms a bed head. 14. An aircraft seat unit as claimed in claim 11 or claim 12 when located in an aircraft cabin. 15. An aircraft seat convertible to a bed in combination with an aircraft fuselage, the aircraft seat comprising: • a seat having: • a squab and a backrest, both being movable; • a mechanism for moving the movable squab and backrest between respective.dispositions in the seat's upright, sitting configuration and its laid-down, bed configuration; and • a headrest with a front face normally substantially aligned with a front face of the backrest and an end which is at the top of the headrest when the seat is in its sitting configuration; wherein the convertible seat is improved by including: * • drive means for moving the headrest to foreshorten the combined length of the backrest and the headrest, for movement of the backrest between its dispositions for the sitting configuration and the bed configuration, and to extend the shortened length when the backrest is moved to its disposition for either of these configurations; the seat being installed in the fuselage in such position that the backrest cannot be moved from its sitting to its laid-down configuration, due to fouling of the head rest with a cabin wall of the fuselage, without the headrest being moved to foreshorten the combined length of the backrest and the headrest. 16. An aircraft seat as claimed in claim 1 wherein the drive means is manually operated. 17. An aircraft seat as claimed in claim 1, wherein the drive means and the squab moving mechanism are both powered. 18. An aircraft seat convertible to a bed which comprises: • a seat having: • a squab and a backrest, both being movable; • a mechanism for moving the movable squab and backrest between respective dispositions in the seat's upright, sitting configuration and its laid-down, bed configuration; and • a headrest with a front face normally substantially aligned with a front face of the backrest and an end which is at the top of the headrest when the seat is in its sitting configuration; wherein the convertible seat is improved by including: • drive means for moving the headrest to foreshorten the combined length of the backrest and the headrest, for movement of the backrest between its dispositions for the sitting configuration and the bed configuration, and to extend the shortened length when the backrest is moved to its disposition for either of these configurations and wherein • the mechanism is a linkage mechanism, under the control of a single actuator which moves all parts of the seat including the headrest drive means in phase with each other between the different configurations of the seat.

Full Text

AIRCRAFT SEAT
The present invention relates to an aircraft seat, in particular one convertible to abed.
Convertible seats are well known. There is, however, a difficulty in arranging a maximum number of such seats in an aircraft cabin, in that they are not readily configured in lines abreast as regards access. A staggered or herringbone arrangement is preferred in terms of privacy and efficient arrangement of the seats in a cabin.
An awkwardness of a herringbone arrangement of essentially rectangular seats along the edge of a cabin is that at one end - the head end in practice - a triangular area exists against the cabin wall beyond the end of the seat
In International Patent Application No WO 03/013903, in the name of Virgin Atlantic Airways Limited, there is a proposal to utilise the triangular area to extend the length of the bed surface (page 29, lines 13-15). This seat is configured such that the seat backrest folds forwards for conversion to a bed, with the bed surface being formed by the backrest of the seat backrest and other surfaces (Figure 5).
The object of the present invention is to utilise the triangular area by accommodating part of the reclined seat forming the bed surface in the triangle.
A difficulty with this concept as taught by Virgin is that use of the triangular surface per se as part of the bed surface moves the entire reclining seat further from the cabin wall, since the seat backrest and the head rest must be of a certain length to accommodate tall passengers and the head rest must finish on the side of the triangular space remote from the cabin wall.
An alternative which we have adopted in the present invention is to lower the head rest into the triangular area. This makes for more efficient use of the space, but creates another problem in that the cabin wall is not vertical but curves inwards over the triangle. Lowering a full length seat backrest and head rest into the triangular

Whilst it can be envisaged that the squab movement mechanism can be a linkage mechanism, in which a single actuator moves all parts of the seat in phase with each other between the different configurations of the seat, in the preferred embodiment, the mechanism includes a plurality of actuators under control of a control system programmed to synchronise the actuators.
The headrest can be arranged to move translationally towards the seat squab general parallel to the backrest to achieve the foreshortening of the backrest and the headrest. However in the preferred embodiment, the headrest is pivotally arranged on the backrest for foreshortening movement by angling of the headrest such that the front faces of the headrest and the backrest form an obtuse angle, the control system being programmed to achieve this obtuse angle during lowering of the backrest from the sitting configuration to bed configuration.
In the preferred embodiment, the headrest is pivotally connected to the backrest at a pivot axis therebetween, close to the front of faces of these. Alternatively the headrest may be connected to the backrest by legs which can be telescopically withdrawn (e.g. into tubes in the frame of the backrest) to bring the headrest closer to the backrest and thereby to foreshorten the combined length of the backrest and the headrest.
It can also be envisaged that the squab movement mechanism and the control system can be an integrated mechanism with a single actuator lowering both the seat backrest and inclining the headrest forwards during such lowering, with the control system being a simple up/down control. However, in the preferred embodiment, separate actuators are provided for the backrest and the headrest, typically electric motor and gearbox driven lead screw devices, and the control system is an electronic controller. Alternatively, hydraulic pump and ram devices can be used. The backrest actuator (and squab) actuators can be as described in our prior European Patent No 1,074,468 ("Our Earlier European Patent").
Preferably, the controller is programmed to allow the headrest to be raised for watching of television when the seat is fully reclined to bed configuration and

The seat has a movable squab 11, a movable leg rest 12, and a fixed foot rest 14, which also are conventional. The movable backrest 15 of the seat is conventional, save that it has a headrest 17 pivotally connected to it about a pivot axis between them and close to the front face of the backrest and the headrest. A control panel 21 is provided on the partition 2 for controlling the disposition of the seat.
The seat is supported on>
• runners 22 on a frame 23, incorporated in the partitions, via sliders 24 attached to the underside of the rear of the squab, immediately below a pivotal connection 25 of the backrest and the seat squab;
• front legs 26 pivoted to the aircraft deck 27 and the underside of the front of the squab; and
• rear legs 28 pivoted to the deck and the back of the backrest some 20% up its height.
The seat is actuated by a slide actuator 29 acting between the frame 23 and the front legs 26 and recline actuator 30 acting to extend or retract the rear legs. A further actuator (not shown) extends or retracts the foot rest. The arrangement of the runners, legs and actuators is as in Our Earlier European Patent.
The pivoted head rest 17 is provided with a 41 rear crank pivotally connected to a lead screw 43 from an actuator 44 for rotating a non-shown screw nut. The arrangement is such that the headrest can be pivoted about an axis 45 to lie at an obtuse angle a (see Figure 5) with respect to the front face of the backrest or generally parallel therewith. The back of the headrest is provided with a collapsible bellows 46 and a movable back plate 47, normally urged away from the headrest by internal pressure or resilience, these components being shown in Figures 7 & 8 only.
Figure 3 shows the normally sitting up position of the seat, in which the slide actuator 29 holds the squab back towards the cabin wall 48 and the recline actuators 30 are extended. Figure 4 shows the seat slightly reclined with the slide actuator 29 unadjusted and the rear legs 28 shortened by the recline actuators. As will be seen in

backrest in the position equivalent to Figure 5 and enable the backrest to be moved between the sitting and bed configurations without fouling the cabin wall.
The invention is not intended to be restricted to the details of the above described embodiment. For instance, the head rest can be manually operated, particularly in the Figure 9 embodiment by providing a manual lever in place of the motor drive 153.
Further, where as in the embodiment of Figure 1, the head rest has a rounded
A,
top, this can be modified to allow the very top to pivot forwards to give a more conventional appearance, with the top being folded up for use. This envisaged primarily as a matter of appearance as opposed to function.

CLAIMS:
1. An aircraft seat convertible to a bed which comprises:
• a seat having:
• a squab and a backrest, both being movable;
• a mechanism for moving the movable squab and backrest between
respective dispositions in the seat's upright, sitting configuration and its
laid-down, bed configuration; and
• a headrest with a front face normally substantially aligned with a front face
of the backrest and an end which is at the top of the headrest when the seat
is in its sitting configuration;
wherein the convertible seat is improved by provision of:
• drive means for moving the headrest to foreshorten the combined length of the
backrest and the headrest, for movement of the backrest between its
dispositions for the sitting configuration and the bed configuration, and to
extend the shortened length when the backrest is moved to its disposition for
either of these configurations;
• powered means for the drive means and the squab moving mechanism;
• at least one actuator, including an actuator for the headrest drive means, as part of the powered mechanism; and
• a control system programmed to synchronise the actuators, whereby the said combined length is foreshortened during reclining and extended in the fully reclined position of the backrest
2. An aircraft seat as claimed in claim 1, wherein the mechanism and the control
system comprise an integrated mechanism with a single actuator for lowering both the
seat backrest and foreshortening the headrest during such lowering, with the control
system including a simple up/down control.
3. An aircraft seat as claimed in claim 1, wherein the mechanism and the control
system comprise an integrated mechanism in which separate actuators are provided
for the backrest and the headrest and the control system includes an electronic
controller,
4. An aircraft seat as claimed in claim 1, claim 2 or claim 3, wherein the or each
actuator is an electric motor and gearbox driven lead screw device.

5. An aircraft seat as claimed in any one of the preceding claims, wherein the drive means is arranged to move the top of the headrest towards the squab to foreshorten the combined length of the backrest and the headrest.
6. An aircraft seat as claimed in claim 5, wherein the headrest is arranged to move translationally towards the seat squab parallel to the backrest to achieve the foreshortening of the backrest and the headrest.
7. An aircraft seat as claimed in claim 6, including legs connecting the headrest to the backrest, legs being telescopically withdrawn to foreshorten the combined length of the backrest and the headrest.
8. An aircraft seat as claimed in claim 5, wherein the headrest is pivotaliy arranged on the backrest for foreshortening movement by angling of the headrest such that the front faces of the headrest and the backrest form an obtuse angle, the drive means being arranged to achieve this obtuse angle during lowering of the backrest from the sitting to the bed configuration and back again.
9. An aircraft seat as claimed in claim 8, wherein the headrest is pivotaliy connected to the backrest at a pivot axis therebetween, close to the front faces of these.
10. An aircraft seat as claimed in claim 8 or claim 9, wherein the control system is programmed to allow the headrest to be raised for watching television when the seat is fully reclined to the bed configuration and adjusted to a convenient angle when the seat is stopped between the sitting and the bed configurations, the headrest being angled away from any aircraft cabin wall.
11. An aircraft seat unit incorporating a seat as claimed in any preceding claim, wherein the unit has a shelf surrounding the headrest in its lowered, bed, position, the shelf being at the same level as the headrest surface, except that the shelf is recessed adjacent to the headrest at least around part of the headrest/shelf interface.
12. A unit as claimed in claim 11 wherein an anti-entrapment collapsible device is provided between the headrest and the recessed surface.
13. An aircraft seat as claimed in any one of claims 1 to 140, when located in an aircraft so that, when in bed configuration, the top of the headrest forms the head end of a bed adjacent to a cabin wall of the aircraft which forms a bed head.
14. An aircraft seat unit as claimed in claim 11 or claim 12 when located in an aircraft cabin.
15. An aircraft seat convertible to a bed in combination with an aircraft fuselage, the aircraft seat comprising:

• a seat having:
• a squab and a backrest, both being movable;
• a mechanism for moving the movable squab and backrest between respective.dispositions in the seat's upright, sitting configuration and its laid-down, bed configuration; and
• a headrest with a front face normally substantially aligned with a front face of the backrest and an end which is at the top of the headrest when the seat is in its sitting configuration;
wherein the convertible seat is improved by including: *
• drive means for moving the headrest to foreshorten the combined length of the
backrest and the headrest, for movement of the backrest between its
dispositions for the sitting configuration and the bed configuration, and to
extend the shortened length when the backrest is moved to its disposition for
either of these configurations;
the seat being installed in the fuselage in such position that the backrest cannot be moved from its sitting to its laid-down configuration, due to fouling of the head rest with a cabin wall of the fuselage, without the headrest being moved to foreshorten the combined length of the backrest and the headrest.
16. An aircraft seat as claimed in claim 1 wherein the drive means is manually operated.
17. An aircraft seat as claimed in claim 1, wherein the drive means and the squab moving mechanism are both powered.
18. An aircraft seat convertible to a bed which comprises:
• a seat having:
• a squab and a backrest, both being movable;
• a mechanism for moving the movable squab and backrest between respective dispositions in the seat's upright, sitting configuration and its laid-down, bed configuration; and
• a headrest with a front face normally substantially aligned with a front face of the backrest and an end which is at the top of the headrest when the seat is in its sitting configuration;
wherein the convertible seat is improved by including:

• drive means for moving the headrest to foreshorten the combined length of the
backrest and the headrest, for movement of the backrest between its
dispositions for the sitting configuration and the bed configuration, and to
extend the shortened length when the backrest is moved to its disposition for
either of these configurations and wherein
• the mechanism is a linkage mechanism, under the control of a single actuator
which moves all parts of the seat including the headrest drive means in phase
with each other between the different configurations of the seat.

Documents:

0825-che-2007-abstract.pdf

0825-che-2007-claims.pdf

0825-che-2007-correspondnece-others.pdf

0825-che-2007-description(complete).pdf

0825-che-2007-drawings.pdf

0825-che-2007-form 1.pdf

0825-che-2007-form 3.pdf

0825-che-2007-form 5.pdf

0825-che-2007-pct.pdf

0825-CHENP-2007 CORRESPONDENCE OTHERS 25-06-2012.pdf

0825-CHENP-2007 FORM-3 25-06-2012.pdf

825-CHENP-2007 AMENDED CLAIMS 15-10-2013.pdf

825-CHENP-2007 AMENDED PAGES OF SPECIFICATION 15-10-2013.pdf

825-CHENP-2007 CORRESPONDENCE OTHERS 05-01-2012.pdf

825-CHENP-2007 CORRESPONDENCE OTHERS 17-09-2013.pdf

825-CHENP-2007 CORRESPONDENCE OTHERS 29-08-2013.pdf

825-CHENP-2007 CORRESPONDENCE OTHERS 05-04-2013.pdf

825-CHENP-2007 EXAMINATION REPORT REPLY RECEIVED 15-10-2013.pdf

825-CHENP-2007 FORM-1 05-04-2013.pdf

825-CHENP-2007 FORM-1 17-09-2013.pdf

825-CHENP-2007 FORM-13 05-01-2012.pdf

825-CHENP-2007 FORM-13 05-04-2013.pdf

825-CHENP-2007 FORM-13 17-09-2013.pdf

825-CHENP-2007 FORM-13-1 05-04-2013.pdf

825-CHENP-2007 FORM-2 05-04-2013.pdf

825-CHENP-2007 FORM-3 15-10-2013.pdf

825-CHENP-2007 FORM-5 15-10-2013.pdf

825-CHENP-2007 OTHERS 15-10-2013.pdf

825-CHENP-2007 POWER OF ATTORNEY 15-10-2013.pdf

825-CHENP-2007 POWER OF ATTORNEY 05-04-2013.pdf

825-CHENP-2007 POWER OF ATTORNEY 17-09-2013.pdf

825-CHENP-2007 POWER OF ATTORNEY 29-08-2013.pdf

825-CHENP-2007 POWER OF ATTORNEY 30-09-2013.pdf

825-CHENP-2007 CORRESPONDECE OTHERS 30-09-2013.pdf

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Patent Number

257727

Indian Patent Application Number

825/CHENP/2007

PG Journal Number

44/2013

Publication Date

01-Nov-2013

Grant Date

30-Oct-2013

Date of Filing

26-Feb-2007

Name of Patentee

ZODIAC SEATS UK LIMITED

Applicant Address

KESTREL HOUSE LAKESIDE LLANTARNAM INDUSTRIAL PARK CWMBRAN NP44 3HQ

Inventors:

#	Inventor's Name	Inventor's Address
1	BETTELL, RAY	WATCHMOOR POINT, CAMBERLEY, SURREY GU15 3EX, UK

PCT International Classification Number

B64D 11/06

PCT International Application Number

PCT/GB05/03266

PCT International Filing date

2005-08-22

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	60/614,074	2004-09-29	U.K.
2	0419148.2	2004-08-27	U.K.