NL2023894B1 - Convertible passenger accommodation unit for use in a vehicle, in particular an aircraft - Google Patents

Abstract

The disclosure relates to a convertible passenger accommodation unit for use in a vehicle, in particular an aircraft, which accommodation unit is convertible between a first configuration in which it comprises a number of side-by-side passenger seats and a second configuration in which it comprises a corresponding number of vertically stacked beds. Each passenger seat in the unit has a seating part and a backrest and each bed has a longitudinal direction which is parallel to a plane defined by the backrests of the side-by-side passenger seats. At least one of the beds is vertically movable between a stowed position relatively farther removed from a floor on which the accommodation unit is mounted when the accommodation unit is in its first configuration and a deployed position relatively closer to floor when the accommodation unit is in its second configuration. The disclosure further relates to an assembly of a plurality of such convertible passenger accommodation units, as well as to a vehicle, in particular an aircraft, comprising a passenger compartment in which at least one such convertible passenger accommodation unit or at least one such assembly is arranged.

Description

CONVERTIBLE PASSENGER ACCOMMODATION UNIT FOR USE IN A VEHICLE, IN

PARTICULAR AN AIRCRAFT Description The present disclosure relates to a convertible passenger accommodation unit for use in a vehicle, in particular an aircraft, said accommodation unit being convertible between a first configuration in which it comprises a number of side-by-side passenger seats and a second configuration in which it comprises a corresponding number of vertically stacked beds, wherein each passenger seat has a seating part and a backrest. Such a convertible passenger accommodation unit is known, e.g. from US 7 070 149 B2.

Economy class seats of carrent commercial aircraft do not allow passengers to lie down flat for sleeping or resting during a long-distance flight. This is because these seats are designed to keep the passengers sitting in an upright position during take-off and landing of the aircraft. Although the backrests of economy class seats may recline to some extent, the angle of reclination is limited by the close proximity of a next row of seats, since the pitch of seat rows in economy class will normally be between 30 and 34 inches (0.75 — 0.85 meter).

In business class of an aircraft the seat pitch is typically much larger, e.g. between 55 and 75 inches (1.38 - 1.88 meter), while business class seats are also typically 3-4 inches (7.5 - 10 cm) wider than economy class seats. Consequently, business class seats may extend or fold into a substantially horizontal configuration that will allow passengers to lie down flat. However, since business class seats take up more space than economy class seats, a relatively smaller number of passengers can be carried on a single flight, thus necessitating additional flights or the use of larger aircraft for a given travel demand between two destinations.

Alternatively, some airlines offer business class or first passengers a bed in addition to their seat. This additional bed may be located next to the seat, but may also be located in a different area of the aircraft, e.g. in the cargo hold. Providing such additional beds has the drawback that these take space, which is at a premium in an aircraft. Moreover, such additional beds add weight to the aircraft.

Prior art document WO 99/38772 discloses a seat group which can be automatically transformed into tiered beds. The seat group is comprised of three seat rows directly arranged one behind the other. Each seat in the seat rows includes a seating part, a backrest and a footrest, all of which are pivotable so that the seat may be reclined to a fully flat configuration. Each seat row is supported by a holder which may move in longitudinal and in vertical direction to move the seat rows from the arrangement one behind the other when the seats are upright to an arrangement one above the other when the seats are flat. This seat group is mechanically complex and requires structural reinforcements which add weight to the aircraft. Moreover, in this seat group passengers lie side-by-side at each level, so that passengers who are removed from an aisle cannot leave their bed without cooperation from their neighboring passengers.

The above-identified prior art document US 7 070 149 B2 discloses passenger accommodations which are convertible from conventional three abreast side-by-side seats to bunk beds and back. A support structure supports a seat pad and a seat pad extension and also rotatably supports a seat back. The seat pad extension and seat back are partially supported by the support structure of a row of seats ahead of the convertible seats when the convertible seats are converted to bunk beds. A third bunk bed may be unfolded under the lower bunk bed formed by the seat pad. In one variant of this prior art accommodation each bunk bed is transverse and is formed by similar parts of the three seats in a row, while in another variant the bunk beds extend lengthwise and are each formed by similar parts of two or more seats in consecutive rows. In the transverse variant the length of each bunk bed is limited to the combined width of the three seats, which including the armrests is about 1.5 meter. This is too short to allow passengers to lie comfortably. Moreover, the third bunk bed is on the floor and therefore hard to access, while aircraft floors may also be dirty, And finally, the various movements of the different elements of the seats require additional mechanisms and strengthening of the elements which add weight to the aircraft.

The present disclosure has for its object to provide a convertible passenger accommodation unit of the type discussed above in which the drawbacks of the prior art are obviated at least to some extent. To that end the disclosure provides a convertible passenger accommodation unit wherein each bed has a longitudinal direction which is substantially parallel to a plane defined by the backrests of the side-by-side passenger seats; and wherein at least one of the beds is vertically movable between a stowed position relatively farther removed from a floor on which the accommodation unit is mounted when the accommodation unit is in its first configuration and a deployed position relatively closer to floor when the accommodation unit is in its second configuration. By arranging the beds parallel to the backrests, each bed is easily accessible from an aisle. Moreover, by providing a separate bed which is vertically movable from a stowed position, various parts of the seats, in particular the backrests, do not have to be movable and do not have to support a sleeping passenger, which allows the design of the seats to be simplified.

In a further development the accommodation unit comprises at least three passenger seats and at least three beds, and at least the second bed from the top is vertically movable between the stowed and deployed positions. This arrangement allows the space above the seats to be optimally used to accommodate a number of beds.

When at least the top bed is fixed at a predetermined height above the floor, the number of movable parts is reduced and the structure is simplified.

In order to maximize the headroom for passengers when seated, in its stowed position the second bed from the top is adjacent a bottom of the top bed. A simple, yet strong structure is obtained when the at least one vertically movable bed is slidably arranged in a frame.

For an optimal support of the vertically movable bed while leaving free the access to the seat row, the frame may have a first part arranged adjacent the backrests of the side-by-side passenger seats and supporting a first longitudinal edge of the vertically movable bed and a second part arranged at a distance from an edge of the seating parts of the side-by-side passenger seats opposite the backrests and supporting a second longitudinal edge of the vertically movable bed.

In order to ensure privacy, the convertible passenger accommodation unit may further comprise at least one screen mounted in each of the first and second frame parts. The screen may be fixed, but it may also be movable to improve visibility when the unit is in its first configuration for take-off and landing.

In a further variant of the disclosure, the first frame part may support the backrests in a substantially upright position. Since the passengers in the claimed accommodation unit will typically only be seated upright during take-off and landing, there is no need for the backrests to recline, and the first frame part may be used to provide structural support in an efficient manner.

The convertible passenger accommodation unit may further comprise a ladder which is movable between a stowed position when the accommodation unit is in its first configuration and a deployed position when the accommodation unit is in its second configuration. Such a ladder will allow easy access to the upper beds.

An efficient and compact structure may be achieved when the ladder is slidable along the frame between its stowed and deployed positions. In a variant of the convertible passenger accommodation unit as disclosed here, the seating parts of the side-by-side passenger seats may be extensible to form one of the beds. This bed will then be at a convenient height for easy access.

A structurally simple way of forming this bed is when each of the seating parts is extensible by means of an upwardly pivotable footboard. In order to further simplify the structure of the convertible passenger accommodation unit and increase comfort for a sleeping passenger, the side-by-side passenger seats may be integrated into a bench. In this way the adjacent seating parts will form a continuous surface that is substantially flat.

Although the vertically movable bed may be lowered and lifted by hand, possibly by using ropes and pulleys, the convertible passenger accommodation unit may also comprise an actuating mechanism for moving the vertically movable bed between its stowed and deployed positions. Such an actuating mechanism may include electric motors and/or hydraulic motors.

In order to offer the passengers sufficient room to sleep comfortably without taking up an excessive amount of space in the vehicle, each of the beds may have a length between 1.6 and 2.1 meter, preferably between 1.8 and 2.0 meter, in particular approximately 1.9 meter.

For the same reasons, each of the beds may have a width between 0.5 and 0.8 meter, preferably between 00.6 and 0.7 meter, in particular approximately 0.65 meter. This width is actually smaller than the average seat pitch of an economy class seat group, so that the disclosure allows a greater number of seat rows to be accommodated in an aircraft cabin having given dimensions. This increases yields and leads to a reduced carbon footprint since in this way more passengers can be transported on each flight.

The disclosure further relates to an assembly of a plurality of convertible passenger accommodation units of the type described above.

In a variant of this assembly, which includes accommodation units having first and second frame parts, the accommodation units may be arranged one behind the other along an aisle, each accommodation unit extending substantially perpendicularly to the aisle, and the first frame part of a first accommodation unit may be integrated with the second frame part of a second accommodation unit. In this way a very efficient and compact structure is obtained.

When the assembly further includes accommodation units having ladders, these ladders may then protrude into the aisle when they are in their deployed positions.

And finally, the disclosure relates to a vehicle, in particular an aircraft, comprising a passenger compartment in which at least one convertible passenger accommodation unit or at least one assembly as described above is arranged.

In a further variant, the vehicle may be an aircraft and the accommodation unit(s) may be arranged adjacent a sidewall of the passenger compartment. The curvature of the sidewall may provide additional room for accommodating the relatively long beds.

The aircraft may be a flying wing aircraft and the sidewall adjacent the accommodation unit(s) may be part of a substantially elliptical profile of the flying wing. In an elliptical profile the curvature of the sidewall is even more pronounced than in the case of a conventional “tube-and-wing” aircraft, allowing even more room for the beds.

The disclosure will now be illustrated by way of two embodiments, with reference being made to the accompanying drawings, in which corresponding elements are identified by reference numerals incremented by 100, and in which: Fig. 1 is a perspective view of an aircraft in which a convertible passenger accommodation unit as disclosed here may be installed; Fig. 2 is a perspective sectional view along the line II- in Fig. 1, showing two convertible passenger accommodation units in accordance with the disclosure installed in a passenger compartment of the aircraft;

Fig. 3 is a perspective sectional view along the line III-111 in Fig. 1; Fig. 4 is a perspective front view, taken from the inside of the passenger compartment, showing the convertible passenger accommodation unit of Figs. 2 and 3 in its first configuration: 5 Fig. 5 is a perspective rear view, taken from the outside of the passenger compartment, showing the convertible passenger accommodation unit of Fig. 4; Fig. 6 is a perspective front view, taken from the inside of the passenger compartment, showing the convertible passenger accommodation unit of Figs. 4 and 5 in its second configuration; Fig. 7 is a perspective rear view, taken from the outside of the passenger compartment, showing the convertible passenger accommodation unit of Fig. 6; Fig. 8 is a perspective side view, taken from the inside of the passenger compartment, of four convertible passenger accommodation units in accordance with a further embodiment of the disclosure in their first configuration; and Fig. 9 is a view corresponding with that of Fig. 8 and showing the units in their second configuration.

An aircraft | in which a convertible passenger accommodation unit in accordance with the present disclosure may be installed is shown in Fig. 1. This aircraft is a so-called “flying wing” aircraft, which lacks a separate fuselage, and in which the payload and fuel are carried inside the wings 2, 3. Such a flying wing is more fuel-efficient than a conventional “tube-and-wing” aircraft, In this particular embodiment the aircraft is a specific type of flying wing called the “flying V”, as its wings 2, 3 together define a V-shaped planform. The aircraft 1 has a nose 4 where leading edges 5, 6 of the wings 2, 3 meet, and has winglets 7, 8 at the wingtips 9, 10, which serve as vertical flight control surfaces. The aircraft 1 further has two engines 11, 12 which are arranged on pylons 13, 14 attached to the respective trailing edges 15, 16 of the wings 2, 3. A cockpit 17 is arranged in the nose 4, while a passenger compartment 18 is formed within the forward part structure of the wings 2, 3, as indicated by the windows 19 and passenger doors 20 in the leading edge 5. As stated above, each wing 2, 3 has a leading edge 5, 6 and a trailing edge 15, 16. The structure of each wing 2, 3 comprises a substantially elliptical section 21 which includes the pressure cabin and a tail section 22 which defines the trailing edge 15, 16 and which will include horizontal flight control surfaces such as flaps and ailerons (not shown). The elliptical section 21, which may be made of composite material, is shown to have an upper surface 23 and a lower surface 24, which are connected by vertical stiffeners or columns 25 (Figs. 2, 3). The lower surface 23 is shown to be strengthened by ribs 28. Arranged within the elliptical segment 21 are a floor 26 and a ceiling 27, which together bound the passenger compartment 18.

Inside the passenger compartment 18 a plurality of passenger accommodation units 29 are installed. In the illustrated section only two of these units 29 are shown, but it will be apparent that in an aircraft that is designed to carry hundreds of passengers there will be a great number of such units 29. These units may be arranged side-by-side, separated by one or more aisles, and also one behind the other along the aisles, similar to seat groups in conventional aircraft. One of the two illustrated passenger accommodation unit 29 is shown in the first configuration, wherein it comprises a number of side-by-side passenger seats 30, in this case three seats. The other passenger accommodation unit 29 is shown after conversion to a second configuration in which it comprises a corresponding number of vertically stacked beds 31A-C.

Each passenger seat 30 comprises a seating part 32 and a backrest 33. In the illustrated embodiment the three seats 30 are integrated into a single bench.

In accordance with the present disclosure, each bed 31A-C has a longitudinal or lengthwise direction which is parallel to the backrests 33 of the seats 30. This direction is substantially perpendicular to a direction of travel of passengers in an aisle 34 running along a series of passenger accommodation units (Fig. 8, 9). In this way each passenger may access his or her bed 31 A-C without having to bother any of the other passengers.

In accordance with a further aspect of the disclosure, at least one of the three beds 31A-C is vertically movable between a stowed position when the passenger accommodation unit 29 is in the first configuration and a deployed position when the passenger accommodation unit 29 is in the second configuration. In the illustrated embodiment the middle bed 31B is vertically movable, while the upper or top bed 31A is fixed at a predetermined height above the floor 26 of the passenger compartment 18. Both the top bed 31A and the middle bed 31B have a frame 43A,B including a bottom 35A,B and a mattress 44A, B.

In the stowed position the middle bed 31B is adjacent to the bottom 35A of the upper bed 31A, i.e. relatively far removed from the floor 26 (Figs. 4, 5). This allows passengers seated upright in the seats 30 sufficient headroom under the bottom 35B of the middle bed 31B. In its deployed position the middle bed 31B is arranged at some distance below the top bed 31A, i.e. closer to the floor 26 (Figs. 6, 7). In this position the vertical distance d2 between the upper bed 31A and the middle bed 31B and the vertical distance d3 between the middle bed 31B and the lower bed 31C are chosen such that passengers can comfortably lie on the middle bed 31B and lower bed 31C and can get into and out of those beds relatively easy. Obviously, also the vertical distance dl between the upper bed 31A and the ceiling 27 is chosen such that a passenger can comfortably lie on the upper bed 31A and can easily get into and out of that bed.

In the illustrated embodiment the lower bed 31C is formed by extending the seating parts 32 of the adjacent seats 30 so as to bridge the legroom 36 in front. The seating parts 32 are extended by pivoting a footboard or leg-rest 37 upward, and then locking it in a horizontal position. The backrests 33 may then be pivoted downward to serve as a mattress 44C for the lower bed 31C (Figs. 6, 7). In the illustrated embodiment the vertically movable middle bed 31B is slidably arranged in a two-part frame. A first frame part 38 is arranged adjacent the backrests 33 and supports the backrests 33 in an upright position. The second frame part 39 is arranged at a distance from a forward edge 40 of each seating part 32. Each of the first and second frame parts 38, 39 supports a corresponding longitudinal or lengthwise edge 41B, 42B of the middle bed 31B such that the bed is vertically slidable in the frame. Similarly, each of the first and second frame parts 38, 39 fixedly supports a corresponding longitudinal or lengthwise edge 41A, 42A of the upper bed 31A.

Although not shown in the drawings, each passenger accommodation unit 29 may include an actuating mechanism for moving the vertically movable bed 31B between its stowed and deployed positions. Obviously, such an actuating mechanism is especially useful for raising the bed 31B to its stowed position. An actuating mechanism might include electric motors and/or hydraulic motors. Alternatively, manual operation, e.g. by means of ropes and pulleys, might be envisaged.

When a series of passenger accommodation units 29 is arranged one behind the other (Figs. 2, 3, 8, 9) the first frame part 38 of one of the units 29 may at the same time constitute the second frame part 39° of the next unit 297in the series. Similarly, the second frame part 39 of that unit 29 may be integrated with the first frame part 38” of a previous unit 29” in the series.

In the illustrated embodiment each frame part 38, 39 includes a plurality of openings 45 which provide access to spaces 46 between legs 47 of the seats 30. In this way the legroom 36 is increased. This is important since in the illustrated embodiment the seat pitch is determined by the width of the beds 31, which may be between 0.5 and 0.8 meter (20 — 32 inches), preferably between 0.6 and 0.7 meter (24 — 28 inches), and in particular 0.65 meter (26 inches). This pitch is smaller than usual in economy class seating, which is acceptable since the passengers in the convertible passenger accommodation units according to the disclosure will travel while lying down. The upright seated position is only required during take-off and landing, which are relatively short segments of a long-distance flight. This relatively smaller seat pitch allows a greater number of seat rows to be arranged in the passenger compartment, which is advantageous from an economic point of view, as it increases yields. Moreover, in this way more passengers can be transported, thus reducing the number of flights, which in turn leads to a reduced carbon footprint.

As can be seen in particular in Fig. 5, the beds 31 of the present disclosure have a length which is greater than the combined widths of the three side-by-side seats 30. In order to form the lower bed there is a horizontal extension 48 outwardly of the outermost seat 30. This extension 48 is dimensioned such that it bridges the distance between the first and second frame parts 38, 39. The beds 31 can have this relatively great length because of the curvature of the elliptical sidewall 49 between the upper and lower surfaces 23, 24. In fact, in its deployed position the middle bed 31B could be even longer, and can be lengthened by an additional segment. In the illustrated embodiment each of the beds 31A-C has a length between 1.6 and 2.1 meter, preferably between 1.8 and 2.0 meter, and in particular approximately 1.9 meter. A bed with such a length will be qualified as a full size bed, which will greatly enhance passenger satisfaction.

In this embodiment the first and second frame parts 38, 39 are shown as full width divider walls which provide privacy for the passengers lying on the beds 31. However, when it is desired or even legally required to have visibility along the entire passenger compartment, such as during take-off and landing, parts of these divider walls may be removed or opened.

In the alternative embodiment of the convertible passenger accommodation unit 129 shown in Figs. 8 and 9, a plurality of screens 150A-C are mounted in the first and second frame parts 138, 139. The upper and lower screens 150A, 150C are fixed, but the middle screens 150B which separate the middle beds 131B can be raised together with the middle beds 131B when the units 129 are returned to their first configuration.

In this embodiment each passenger accommodation unit 129 is further provided with a ladder 151 which is movable between a stowed position when the accommodation unit is in its first configuration (Fig. 8) and a deployed position when the accommodation unit is in its second configuration (Fig, 9). In its deployed position the ladder 151, which protrudes into the aisle 134, allows easy access to the middie and upper beds 131A,B. It is assumed that passengers will prefer to enter their “bedrooms” head first, so that their feet will point towards the aisle 134 and their heads are removed from the aisle 134. In the illustrated embodiment each ladder 151 is slidable along or even into the corresponding frame part 138, 139 in order to be stowed.

Although the passenger accommodation unit 29 has been disclosed in the context of a “flying V” type of aircraft, it can be used in other flying wing designs as well. The unit can also be used in a conventional “tube-and-wing” aircraft, although the curvature of the sidewall of the fuselage will be less in that case. This might require arranging the units at a slight acute to the aisle in order to create sufficient space for the full-length beds. And finally, the unit may be used in other passenger vehicles where space is restricted, like trains, buses, boats or self-driving cars.

And although in the illustrated embodiments the seats 30 are arranged facing forward, they could also be arranged facing aft. Since the units 29 are shown to be arranged near a sidewall without any windows, passenger reluctance to flying backwards will be less than in seats near windows. Moreover, passengers will only be seated for a short period of the total flight time, merely during take-off and landing.

And while in the illustrated embodiments the top beds are fixed and only the middle beds are vertically movable, it is also conceivable that both the top and middle beds are arranged to be vertically movable, so that they can be stowed together in the vicinity of the ceiling.

The scope of the disclosure is defined solely by the following claims.

Claims (22)

Conclusions A convertible passenger accommodation unit for use in a vehicle, in particular an aircraft, the accommodation unit being convertible between a first configuration in which it comprises a plurality of passenger seats side by side and a second configuration in which it comprises a corresponding number of vertically stacked beds; each passenger seat having a seat and a backrest; each bed having a longitudinal direction substantially parallel to a plane defined by the backs of the juxtaposed passenger seats; and wherein at least one of the beds is vertically movable between a stowed position relatively further from a floor to which the accommodation unit is mounted when the accommodation unit is in the first configuration and a deployed position relatively closer to the floor. when the accommodation unit is in the second configuration. A convertible passenger accommodation unit according to claim 1, wherein the accommodation unit according to claim 1, wherein the accommodation unit comprises at least three passenger seats and at least three beds, at least the second bed being vertically movable from above between the stowed and expanded positions. Convertible passenger accommodation unit according to claim 2, wherein at least the top bunk is mounted at a certain height above the floor. The convertible passenger accommodation unit of claim 3, wherein the second bed is adjacent from above in its stowed position to a bottom of the top bed. Convertible passenger accommodation unit according to any one of the preceding claims, wherein the at least one vertically movable bed is slidably mounted in a frame. A convertible passenger accommodation unit according to claim 5, wherein the frame has a first portion disposed adjacent to the backs of the side-by-side passenger seats and supporting a first longitudinal edge of the vertically movable bed, and a second portion spaced apart from one another. one edge of the seats of the side-by-side passenger seats is disposed opposite the seat backs and supports a second longitudinal edge of the vertically movable bed. The convertible passenger accommodation unit of claim 6, further comprising at least one screen mounted in each of the first and second frame members. Convertible passenger accommodation unit according to claim 6 or 7, wherein the first frame portion supports the seat backs in a substantially upright position. A convertible passenger accommodation unit according to any preceding claim, further comprising a ladder movable between a stowed position when the accommodation unit is in its first configuration and an unfolded position when the accommodation unit is in its second configuration. The convertible passenger accommodation unit of claim 9 when dependent on any of claims 6 to 8, wherein the ladder is slidable along the frame between its stowed and deployed positions. A convertible passenger accommodation unit according to any preceding claim, wherein the seats of the juxtaposed passenger seats are extendable to form one of the beds. The convertible passenger accommodation unit of claim 11, wherein each of the seats is extendable by means of an upward pivoting footboard. Convertible passenger accommodation unit according to claim 11 or 12, wherein the side-by-side passenger seats are integrated in a sofa, A convertible passenger accommodation unit according to any preceding claim, further comprising an operating mechanism for moving the vertically movable bed between its stowed and deployed positions. Convertible passenger accommodation unit according to any one of the preceding claims, wherein each of the beds has a length between 1.6 and 2.1 meters, preferably between 1.8 and 2.0 meters, in particular about 1.9 meters. . Convertible passenger accommodation unit according to any one of the preceding claims, wherein each of the beds has a width between 0.5 and 0.8 meters, preferably between 0.6 and 0.7 meters, in particular about 0.65 meters , Assembly of a number of convertible passenger accommodation units according to any one of the preceding claims. An assembly according to claim 17 of accommodation units according to claim 6, wherein the accommodation units are arranged one behind the other along an aisle, each accommodation unit extending substantially transversely of the aisle, and wherein the first frame portion of a first accommodation unit is integrated with the second frame portion of a second accommodation unit. An assembly according to claim 18 of accommodation units according to claim 9, wherein the ladders in their deployed positions extend into the aisle. 20. Vehicle, in particular an aircraft, comprising a passenger compartment in which at least one convertible passenger accommodation unit according to any one of claims 1-16 or at least one assembly according to any one of claims 17-19 is arranged. The vehicle of claim 20, wherein the vehicle is an aircraft and the accommodation unit or units is / are disposed adjacent a side wall of the passenger compartment. The vehicle of claim 21, wherein the aircraft is a flying wing and the side wall adjacent to the accommodation unit or units forms part of a generally elliptical profile of the flying wing.