WO2017089860A1 - Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule - Google Patents

Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule Download PDF

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Publication number
WO2017089860A1
WO2017089860A1 PCT/IB2015/059051 IB2015059051W WO2017089860A1 WO 2017089860 A1 WO2017089860 A1 WO 2017089860A1 IB 2015059051 W IB2015059051 W IB 2015059051W WO 2017089860 A1 WO2017089860 A1 WO 2017089860A1
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WO
WIPO (PCT)
Prior art keywords
cabin
bulkhead
aircraft
controllable parameter
user interface
Prior art date
Application number
PCT/IB2015/059051
Other languages
English (en)
Inventor
Tim FAGAN
Brian Conner
Jeff Bartenbach
Linsey Nancarrow
Tom Hobbs
Erick Waldman
Sebastian Petry
Original Assignee
Bombardier Inc.
Short Brothers Plc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Inc., Short Brothers Plc filed Critical Bombardier Inc.
Priority to PCT/IB2015/059051 priority Critical patent/WO2017089860A1/fr
Priority to CN201580085454.6A priority patent/CN108475164A/zh
Priority to CA3005395A priority patent/CA3005395C/fr
Priority to EP15801277.3A priority patent/EP3380917A1/fr
Publication of WO2017089860A1 publication Critical patent/WO2017089860A1/fr

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Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F3/00—Input arrangements for transferring data to be processed into a form capable of being handled by the computer; Output arrangements for transferring data from processing unit to output unit, e.g. interface arrangements
    • G06F3/01—Input arrangements or combined input and output arrangements for interaction between user and computer
    • G06F3/048—Interaction techniques based on graphical user interfaces [GUI]
    • G06F3/0481—Interaction techniques based on graphical user interfaces [GUI] based on specific properties of the displayed interaction object or a metaphor-based environment, e.g. interaction with desktop elements like windows or icons, or assisted by a cursor's changing behaviour or appearance
    • G06F3/0482—Interaction with lists of selectable items, e.g. menus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/0015—Arrangements for entertainment or communications, e.g. radio, television
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F3/00—Input arrangements for transferring data to be processed into a form capable of being handled by the computer; Output arrangements for transferring data from processing unit to output unit, e.g. interface arrangements
    • G06F3/01—Input arrangements or combined input and output arrangements for interaction between user and computer
    • G06F3/048—Interaction techniques based on graphical user interfaces [GUI]
    • G06F3/0484—Interaction techniques based on graphical user interfaces [GUI] for the control of specific functions or operations, e.g. selecting or manipulating an object, an image or a displayed text element, setting a parameter value or selecting a range

Definitions

  • Patent Application Serial No. 14/164,932 filed on January 27, 2014 which claims priority from United States Provisional Patent Application Serial No. 61/759, 146, filed on January 31, 2013, the entire contents of which are incorporated herein by reference.
  • the present patent application is directed to a system and a method of operation of a system incorporating a graphical user interface that is positioned in a bulkhead of a vehicle cabin (also referred to herein as a "bulkhead GUI,” “bulkhead input output node,” or “bulkhead IO node”).
  • the bulkhead IO node provides control over one or more functions within the cabin of the vehicle.
  • the vehicle may be an aircraft.
  • Environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables.
  • Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e. , upright or reclined), and a remote call for a flight attendant (i.e., a flight attendant call button).
  • Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume. With respect to content, selectivity may be provided so that a passenger may select a genre of music (i.e., jazz music or pop music) or a genre of movies (i.e., comedy or drama), among other variations. As should be apparent to any passenger, individuals may control the volume of the media that has been selected.
  • selected the environmental functions typically are adjusted by the flight crew for the comfort of all passengers within the aircraft.
  • temperature typically is controlled at a central location within the aircraft cabin, via a thermostat or similar temperature control device.
  • main cabin lighting in the aircraft typically is controlled via a central panel available to the flight crew. As a result, the flight crew can turn on, turn off, or dim the main lights within the aircraft cabin for all of the passengers.
  • the present technology provides a GUI and a method of operation of a GUI that is disposed within a bulkhead in an aircraft.
  • the present technology provides for a method of operation for a system incorporating a bulkhead graphical user interface disposed in a bulkhead within a cabin of an aircraft, the bulkhead dividing the cabin lengthwise into cabin zones, wherein the system comprises a processor, a controller operatively connected to the processor, and the bulkhead graphical user interface connected to the controller, the method comprising:
  • controllable parameter comprises at least one selected from a group comprising cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade, and wherein the controllable parameter is associated with one of the cabin zones that extends between two bulkheads in the cabin of the aircraft.
  • the bulkhead comprises at least one interior wall within the cabin of the aircraft.
  • the method further comprises:
  • the method further comprises:
  • control input received from the bulkhead graphical user interface prioritizing, by the controller, the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • cabin light intensity, temperature, and degree of openness of the at least one window shade is adjustable between a predetermined minimum and a predetermined maximum.
  • the light color is adjustable between a predetermined warm color and a predetermined cool color.
  • the displaying of the menu for the controllable parameter includes displaying a cabin light icon, a thermostat icon, and a window shade icon.
  • the present technology provides for a system incorporating a bulkhead graphical user interface disposed in a bulkhead within a cabin of an aircraft, the bulkhead dividing the cabin lengthwise into cabin zones comprising:
  • a processor a controller being operatively connected to the processor, wherein the bulkhead graphical user interface also is connected operatively to the processor; a first display for displaying on the bulkhead graphical user interface at least one controllable parameter; an input on the bulkhead graphical user interface for receiving a selection of the controllable parameter; and a second display for displaying on the bulkhead graphical user interface at least one control for the controllable parameter, wherein the input receives a control input for the selected controllable parameter; wherein the controller adjusts the controllable parameter consistent with the control input, wherein the controllable parameter comprises a plurality of controllable parameters selected from a group comprising cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade, and wherein the controllable parameter is associated with one of the cabin zones that extends between two bulkheads in the cabin of the aircraft.
  • the bulkhead comprises at least one interior wall within the cabin of the aircraft.
  • the bulkhead graphical user interface is touch sensitive, permitting selection of the controllable parameter.
  • the controller prioritizes the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • the first display comprises a cabin light icon, a thermostat icon, and a window shade icon.
  • the present technology provides for a non-transitory, executable, computer program product providing instructions for a method of operation of a system incorporating a bulkhead graphical user interface disposed in a bulkhead within a cabin of an aircraft, the bulkhead dividing the cabin lengthwise into cabin zones, wherein the system comprises a processor, a controller operatively connected to the processor, and the bulkhead graphical user interface connected to the controller, wherein the instructions comprise:
  • controllable parameter comprises at least one selected from a group comprising cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade, and wherein the controllable parameter is associated with one of the cabin zones that extends between two bulkheads in the cabin of the aircraft.
  • the bulkhead comprises at least one interior wall within the cabin of the aircraft.
  • the instructions further comprise:
  • the instructions further comprise:
  • control input received from the bulkhead graphical user interface prioritizing, by the controller, the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • cabin light intensity, temperature, and degree of openness of the at least one window shade are adjustable in response to a sliding motion across a touch-sensitive surface of the bulkhead graphical user interface.
  • the second display comprises a slider that responds to a sliding motion across a touch-sensitive surface of the bulkhead graphical user interface.
  • the one of the cabin zones comprises at least one of a crew seating area, a passenger seating area, a bedroom, and a conference room between the two bulkheads in the cabin of the aircraft.
  • the one of the cabin zones comprises at least one of a crew seating area, a passenger seating area, a bedroom, and a conference room between the two bulkheads in the cabin of the aircraft.
  • the one of the cabin zones comprises at least one of a crew seating area, a passenger seating area, a bedroom, and a conference room between the two bulkheads in the cabin of the aircraft.
  • the present technology provides for a method of operation for a system incorporating a graphical user interface disposed in a bulkhead within a cabin of an aircraft.
  • the method includes displaying a menu for at least one controllable parameter, receiving a selection of the controllable parameter, displaying at least one control for the selected controllable parameter, receiving a control input for the selected controllable parameter, and adjusting the selected controllable parameter consistent with the control input.
  • the controllable parameter may be one from a plurality of controllable parameters selected from a group that includes cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade.
  • the bulkhead may be at least one interior wall within the cabin of the aircraft.
  • the method may include placing the bulkhead graphical user interface into a sleep mode if selection of a controllable parameter is not received.
  • the plurality of controllable parameters may be associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft.
  • the method may include prioritizing the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • cabin light intensity, temperature, and degree of openness of the at least one window shade may be adjustable between a predetermined minimum and a predetermined maximum.
  • Light color may be adjustable between a predetermined warm color and a predetermined cool color.
  • the displaying of the menu for the controllable parameter includes displaying a cabin light icon, a thermostat icon, and a window shade icon.
  • the present technology also provides for a system incorporating a graphical user interface disposed in a bulkhead within a cabin of an aircraft.
  • the system encompasses a first display for displaying at least one controllable parameter, an input for receiving a selection of the controllable parameter, a second display for displaying at least one control for the selected controllable parameter, wherein the input receives a control input for the selected controllable parameter, and a controller for adjusting the selected controllable parameter consistent with the control input.
  • the controllable parameter may be one of a plurality of controllable parameters selected from a group including cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade.
  • the bulkhead is at least one interior wall within the cabin of the aircraft.
  • the bulkhead graphical user interface is touch sensitive, permitting selection of the controllable parameter.
  • the plurality of controllable parameters may be associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft.
  • the controller may prioritize the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • the plurality of controllable parameters are associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft.
  • the present technology also provides for an executable computer program product providing instructions for a method of operation of a system incorporating a graphical user interface disposed in a bulkhead within a cabin of a vehicle.
  • the instructions include displaying a menu for at least one controllable parameter, receiving a selection of the controllable parameter, displaying at least one control for the selected controllable parameter, receiving a control input for the selected controllable parameter, and adjusting the selected controllable parameter consistent with the control input.
  • the controllable parameter includes a plurality of controllable parameters selected from a group comprising cabin light intensity, cabin light color, temperature, and the degree of openness of at least one window shade.
  • the bulkhead is contemplated to be at least one interior wall within the cabin of the aircraft.
  • the instructions may include placing the bulkhead graphical user interface into a sleep mode if selection of a controllable parameter is not received.
  • the plurality of controllable parameters are associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft.
  • the executable computer program product may include instructions to prioritize the control input received from the bulkhead graphical user interface in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.
  • the bulkhead 10 node provides to users
  • Fig. 1 is a graphical overview of one embodiment of a distributed architecture with which the bulkhead IO node of the present technology is contemplated to cooperate;
  • FIG. 2 is a graphical overview of a second embodiment of a distributed architecture with which the bulkhead IO node of the present technology is contemplated to cooperate;
  • FIG. 3 is a graphical, top view of a portion of an aircraft, depicting one possible configuration for an aircraft cabin that employs the bulkhead IO node of the present technology
  • FIG. 4 is a front, graphical view of one half of a bulkhead within the aircraft cabin incorporating a bulkhead IO node of the present technology
  • FIG. 5 is an enlarged, elevational view of the bulkhead IO node that is depicted in
  • FIG. 4 illustrating a first mode of operation thereof
  • FIG. 6 is an enlarged, elevational view of the bulkhead IO node that is depicted in
  • FIG. 4 showing a second mode of operation thereof
  • Fig. 7 is an enlarged, elevational view of the bulkhead IO node that is depicted in
  • FIG. 4 showing a third mode of operation thereof
  • Fig. 8 is an enlarged, elevational view of a second embodiment of the bulkhead
  • FIG. 9 is an enlarged, elevational view of a further contemplated embodiment of the bulkhead IO node of the present technology.
  • Fig. 10 is a flow chart illustrating a first method of operation of the bulkhead IO node of the present technology
  • Figs. 11- 14 collectively depict various aspects of a flow chart illustrating a second method of operation of the bulkhead IO node of the present technology.
  • the present technology addresses controls for parameters on board an aircraft including environmental functions and functions related to passenger comfort.
  • environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables.
  • Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e., upright or reclined), and a remote call for a flight attendant (i.e. , a flight attendant call button).
  • Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume.
  • selectivity may be provided so that a passenger may select a genre of music (i.e. , jazz music or pop music) or a genre of movies (i.e. , comedy or drama), among other variations. Individuals may control the volume of the media that has been selected.
  • a genre of music i.e. , jazz music or pop music
  • a genre of movies i.e. , comedy or drama
  • the labels "environment” and "passenger comfort” when applied to specific functions that are controllable in an aircraft are merely provided to assist with an understanding of the present technology.
  • Use of either of the labels is not intended to be limiting, as the labels are not considered to be mutually exclusive of one another or of other functions that are not highlighted herein.
  • control over the degree to which the window shades are opened qualifies as control over an environmental function and also over aspects of passenger comfort.
  • the lights in the aircraft belong to the same, crossover category.
  • flight crew is intended to be generic to any member of the flight crew, including the pilot, co-pilot, and/or flight attendants. In other words, the term “flight crew” is intended to refer to persons other than passengers on board the aircraft.
  • a bulkhead is wall that is disposed within the aircraft.
  • a bulkhead may or may not be a structural component of the aircraft.
  • the bulkhead IO node (or bulkhead GUI) of the present technology may be provided on a corporate or private aircraft.
  • the present technology may be employed in an aircraft that typically has limited seating by comparison with a commercial, passenger aircraft. While corporate, business, or personal aircraft encompass the primary focus of the bulkhead IO node of the present technology, the present technology is not limited just to such aircraft. To the contrary, the present technology may be employed in any aircraft, including commercial passenger aircraft, without departing from the scope of the present technology.
  • the bulkhead IO node of the present technology is contemplated to be employed on an aircraft, it is noted that the present technology may be employed in any other suitable environment.
  • the present technology may be practiced on a passenger car of a train, on board a ship, or any other suitable environment that should be apparent to those skilled in the art.
  • the distributed architecture includes a central processing unit 12 (“CPU") that includes a processor 14 and a controller 16.
  • the CPU 12 may be a computer, as should be apparent to those skilled in the art.
  • the term CPU 12 is not intended to be limited only to a computer or any part thereof. To the contrary, the term CPU 12 is intended to encompass any type of computing device that may operate to provide the functionality described herein.
  • processor is intended to broadly encompass any device capable of executing machine -readable instructions.
  • processor 14 is intended to refer to any device or component that processes instructions and data.
  • semiconductor chips within a computer are considered to fall within the definition of the term "processor 14.”
  • the processor 14 will be a single component of the distributed architecture 10, the distributed architecture 10 is not intended to be limited solely to such a construction.
  • the processor 14 may include multiple devices that are separate from one another, but cooperate together to process data and execute instructions.
  • the processor 14 may include a semiconductor processing chip and/or any other peripheral devices that support the operation of the semiconductor processing chip.
  • the processor 14 may encompass processing chips that are located in separate systems, but which are operatively connected to provide the desired functionality.
  • the CPU 12 includes a controller 16.
  • the controller 16 may be a hardware component that is separate from the processor 14.
  • the controller 16 may be embodied in software (i.e., operating software) that runs on the central processing unit 12.
  • the processor 14 may be the device on which the controller 16 is executed.
  • the controller 16 may be a combination of hardware and software. Regardless of whether the controller 16 is hardware, software, or a combination of the two, it is contemplated that the controller 16 will facilitate communication between the processor 14 and any input/output ("IO") and/or peripheral devices connected thereto.
  • the peripheral devices include the bulkhead IO node of the present technology.
  • the distributed architecture 10 is described in terms of a CPU 12, a processor 14, and a controller 16 (among other components), it is noted that this configuration is not intended to be illustrative of the breadth of the present technology. The configuration is not intended to exclude any possible server/client configurations.
  • the CPU 12 may be a server on which a client is resident.
  • the controller 16 may be the client.
  • the CPU 12 may be a server that provides access to an independent client.
  • the CPU 12 may be a router.
  • the processor 14 may connect to one or more databases 18.
  • the database 18 may be a memory storage device, an 10 device such as an MP3 player, a compact disc (“CD”) player, a digital video disk (“DVD”) player, or any other suitable storage and playback device.
  • the database 18 may include, but is not limited to, any suitable memory on which the CPU 12 relies for its operation.
  • the term database 18 should not be understood to be limited solely to memory devices.
  • the distributed architecture 10 contemplated for use with the bulkhead IO node of the present technology also may be connected to other systems and processors on board the aircraft.
  • the distributed architecture 10 may receive input from a flight computer on board the aircraft. These other input devices are not illustrated for simplicity. It is noted, however, that other inputs may be provided to the distributed architecture 10, as should be apparent to those skilled in the art.
  • the distributed architecture 10 is intended to be specific to the passengers and flight crew on an aircraft.
  • the CPU 12 is contemplated to connect to at least two IO nodes: (1) a passenger IO node 20 and (2) a crew IO node 22.
  • the passenger IO node 20 receives input and provides output to the passenger.
  • the crew IO node 22 receives input and provides output to members of the flight crew. Both the passenger IO node 20 and the crew IO node 22 connect to the controller 16, through which selected inputs and outputs are directed.
  • the passenger IO node 20 is contemplated to encompass any suitable input/output device that may be available to a passenger.
  • the crew IO node 22 is intended to encompass any suitable input/output device that may be available to a member of the flight crew.
  • the present technology will be described in connection with specific devices, the present technology is not intended to be limited thereby. Other devices may be provide or substituted for the devices described herein without departing from the scope of the present technology.
  • the various components of the distributed architecture 10 connect to one another via communication lines 24.
  • the communication lines 24 may be wired or wireless communication lines, as should be apparent to those skilled in the art. Wired communication lines encompass, but are not limited to, wired connections and docking stations (for one or more of the IO nodes). Wireless communication lines may be provided via any suitable data format including, but not limited to, a BluetoothTM connection (where appropriate).
  • the communication lines are illustrated as two-way communication channels. While depicted as two-way communication channels, it is noted that one-way communication channels may be employed without departing from the scope of the present technology.
  • the communication channels 24 may encompass one or more busses that channel multiple channels of communication along a single communication line 24.
  • FIG. 2 illustrates a second embodiment of a distributed architecture 26 contemplated for use with the bulkhead IO node of the present technology.
  • the second embodiment of the distributed architecture 26 may be considered as a variation of the first embodiment.
  • the distributed architecture 26 is directed to a location-oriented approach rather than a person-oriented approach, as detailed in connection with the distributed architecture 10.
  • the person-oriented approach that is employed for the distributed architecture 10 encompasses an architecture where an IO node is associated with an individual, such as a passenger or a member of the flight crew.
  • the location-oriented approach for the distributed architecture 26 encompasses an architecture that relies, at least in part, on IO nodes that are placed at specific locations with the aircraft.
  • the second distributed architecture 26 is similar to the first distributed architecture in that the distributed architecture 26 includes the CPU 12, the processor 14, the controller 16, and the database 18.
  • the second distributed architecture 26 differs from the first distributed architecture 10 in that additional IO nodes are provided at specific locations within the aircraft cabin, as noted above.
  • the second distributed architecture is contemplated to include the passenger 10 node 20 and the crew IO node 22.
  • the second distributed architecture 26 includes a bulkhead IO node 28, a side ledge IO node 30, a table IO node 32, and a window IO node 34. Details of the bulkhead IO node 28, the side ledge IO node 30, the table IO node 32, and the window IO node 34 are provided below.
  • the IO nodes 28, 30, 32, 34 are provided at specific locations in the aircraft.
  • the person-specific IO nodes 20, 22 are contemplated to be portable devices that are associated with individuals and, as such, are not associated with any fixed structure within the aircraft.
  • the IO nodes 20, 22, 28, 30, 32, 34 connect to the controller 16.
  • the controller is contemplated to incorporate a hierarchical command structure that prioritizes input(s) from the different IO nodes 20, 22, 28, 30, 32, 34.
  • the controller 16 may include a hierarchical command structure where input(s) provided by a crew member override (or nullify) input(s) provided by a passenger.
  • input(s) provided at one of the IO nodes 20, 22, 28, 30, 32, 34 may be given priority over any other input(s).
  • a crew member may have closed the window shades in the aircraft so that the passengers may enjoy in-flight entertainment.
  • a passenger may wish to open his or her window shade via the window IO node 34. So that the passenger may do this, input(s) from the window IO node 34 may be placed at the top of the hierarchical command tree. Still further, the owner or operator of the aircraft may set the hierarchical command structure for the individual aircraft or a fleet of aircraft, as required or as desired.
  • window IO node 34 and the table IO node 32 are but two examples of nodes where limited space is available for control inputs and/or outputs.
  • the present technology should not be understood to be limited to the nodes 32, 34 that are shown and described herein.
  • FIG. 3 To facilitate the discussion of the distributed architectures 10, 26, a top view of an aircraft 36 is illustrated in Fig. 3.
  • the aircraft 36 that is depicted is merely exemplary of the infinite possible configurations that are possible and should not be understood to be limiting of the configurations with which the bulkhead IO node 28 of the present technology is contemplated to operate.
  • the aircraft 36 As illustrated in Fig. 3, the aircraft 36 has a front end 38, a rear end 40, a left side
  • the fuselage 46 of the aircraft 36 defines a cabin 48 therein.
  • the layout of the cabin 48 illustrated in Fig. 3 may be provided for a corporate, business, or personal aircraft, such as a private jet.
  • the cabin 48 includes a cockpit 50, a galley 52, and a passenger area 54.
  • the cabin 48 also includes a forward lavatory 56, a first passenger seating area 58, a second passenger seating area 60, a third passenger seating area 62, a first bedroom 64, a second bedroom 66, and an aft lavatory 68.
  • the first passenger seating area 58 is positioned adjacent to the galley 52 and the forward lavatory 56.
  • the first passenger seating area 58 is immediately aft of the door 70 that provides ingress into and egress out of the aircraft 36.
  • a first bulkhead 72 separates the area adjacent to the door 70 from the first passenger seating area 58.
  • the first passenger seating area 58 is defined by one passenger seat 74 and a stowable table 76.
  • the passenger seat 74 is contemplated to be a reclining seat. However, the passenger seat 74 need not recline.
  • the stowable table 76 is contemplated to be stowable in a side compartment adjacent to the passenger seat 74. As required by applicable aviation laws, the table 76 must be stowed for taxi, take-off, and landing.
  • the first passenger seating area 58 may be reserved for one or more crew members and, therefore, be understood to be a crew seating area 58. Since the type of individual that uses the seating area 58 is not critical to operation of the present technology, the seating area 58 will be referred to herein as the first passenger seating area 58. It is also noted that, while other seating areas are indicated as being for passengers, crew members may use these areas together with the passengers.
  • a second bulkhead 78 separates the first passenger seating area 58 and forward lavatory 56 from the second passenger seating area 60.
  • the second passenger seating area 60 includes four passenger seats 74 that are positioned on opposite sides of a central aisle. Two seats 74 face one another across a table 76 on the right side 44 of the aircraft 36. Similarly, two seats 74 face one another across a stowable table 76 on the left side 42 of the aircraft.
  • the third passenger seating area 62 is defined by six passenger seats 74, a stowable table 76, and a stowable conference table 80.
  • Two seats 74 face one another across the stowable table 76 on the right ride 44 of the aircraft 36.
  • Four seats 74 face one another (in two pairs) across a stowable conference table 78.
  • the tables 76, 80 are deployed, they are contemplated to form a single conference table that extends across the width of the cabin 48.
  • these passenger areas 58, 60 are contemplated to form a continuous passenger area within the cabin 48.
  • the first bedroom 64 is separated from the third passenger seating area 62 by a third bulkhead 82.
  • the first bedroom 64 includes a divan 84 on the left side 42 of the aircraft 36 and a cabinet 86, such as a media cabinet, on the right side 44 of the cabin 48. It is contemplated that the divan 84 will function both as a couch (or a sofa) and a bed, depending upon its use or configuration.
  • the second bedroom 66 is separated from the first bedroom 64 by a fourth bulkhead 88.
  • the second bedroom 66 includes a divan 84 on the right side 44 of the aircraft 36.
  • a seat 74 and stowable table 76 are provided on the left side 42 of aircraft 36.
  • a cabinet 90 which may be provided with a media center, including a monitor or a television.
  • a fifth bulkhead 92 separates the second bedroom 66 from the rear lavatory 68.
  • the fuselage 46 includes a plurality of windows 94.
  • monitors 96 i.e., video output screens
  • the monitors 96 are contemplated to be positioned to provide video information and entertainment to the passengers in the aircraft 36. It is contemplated that entertainment also may be provided to the passengers via entertainment devices that are associated with the passenger seats 74.
  • the cabin 48 also includes several side ledges 98 that extend along the length of selected ones of the passenger seating areas 58, 60, 62. Where they are provided, the side ledges 98 are disposed between the passenger seat 74 and the wall of the fuselage 46. As is apparent from Fig. 3, the side ledges 98 are provided in the first passenger seating area 58 and the second passenger seating area 60. While side ledges 98 are not illustrated for the third passenger seating area 62, side ledges 98 may be provided in this seating area without departing from the scope of the present technology. [00109] It is noted that the term "side ledge" is intended to encompass other furniture within the cabin 48 of the aircraft 36 in addition to the typical side ledge 98 that is identified in Fig.
  • a cabinet or side ledge 98 may be provided adjacent to the divan 84 in the aircraft 36. While such a side ledge 98 would extend transversely to the travel direction of the aircraft 36, the side ledge 98 may be provided with control functionality. In addition, if the aircraft 36 were to include a bed with night stands, the night stands would be considered as side ledges 98 for purposes of the present technology.
  • the configuration for the cabin 48 of the aircraft 36 that is provided in Fig. 3 is merely exemplary of the many possible configurations that may be employed in the cabin 48 of the aircraft 36.
  • the present technology should not be understood to be limited to use on aircraft 36 with the configuration depicted in Fig. 3.
  • the aircraft 36 may be employed onboard the aircraft 36.
  • the aircraft 36 includes the second distributed architecture 26.
  • the passenger IO node 20 is contemplated to be a mobile electronic device, as discussed above.
  • Mobile electronic devices include, but are not limited to, portable computers, tablets, and smartphones.
  • the passenger IO node 20 will be capable of receiving and storing a software program, such as an "app.”
  • the app may be specific to a particular aircraft or airline, as required or desired.
  • the app is contemplated to provide the software needed for proper interface with the controller 16 for operation of the distributed architecture 26.
  • the software resident on the passenger IO node 20 is contemplated to be configured to provide input to the CPU 12 and to receive output from the CPU 12.
  • the crew IO node 22 also is contemplated to be a mobile device, such as a portable computer, tablet, or smartphone. As with the passenger IO node 20, the crew IO node 22 is contemplated to be provided with a suitable app (or resident software) for interface with the CPU 12.
  • the mobile IO nodes 20, 22 are tablets (or other suitable electronic devices)
  • the tablets 20, 22 will be provided with the delivery to the customer of the aircraft 36.
  • the passenger when a passenger boards the aircraft 36, the passenger will be assigned one of the mobile devices for use during the flight.
  • a passenger may bring his or her own mobile device on board the aircraft 36. If so, the passenger (and/or crew member) may be prompted to download suitable software (i.e., the app) for interface with the controller 16 prior to boarding the aircraft. In a further contemplated embodiment, the passenger (and/or crew member) may be prompted to download suitable software after boarding the aircraft, for example.
  • suitable software i.e., the app
  • flight crew members of the flight crew will be provided with suitable devices for the crew IO node(s), flight crew members also may supply their own personal mobile devices. If so, the member of the flight crew also will be required to download and install suitable software prior to boarding the aircraft.
  • the aircraft 36 may include additional IO nodes.
  • One of the additional IO nodes is the bulkhead IO node 28, which is the focus of the present technology.
  • the bulkhead IO node 28 is contemplated to be provided in selected bulkheads 72, 78, 82, 88, 92. As will be made apparent from the discussion that follows, the bulkhead IO node 28 provides access to several of the functions that are controllable within the cabin 48.
  • the bulkhead IO node 28 need not cooperate with the distributed architectures 10, 26. It is contemplated, as an aspect of the present technology, that the bulkhead IO node 28 may be provided as a separate control within the cabin 48 of the aircraft 36. In other words, the bulkhead IO node 28 may be an additional, independent control device that is incorporated into the cabin 48 of the aircraft 36 and that operates independently of any distributed architecture 10, 26.
  • Fig. 4 is a graphical illustration of one contemplated design for the first bulkhead
  • the first bulkhead 72 is one half of a wall in the aircraft 36.
  • a notice display area is one half of a wall in the aircraft 36.
  • the bulkhead IO node 28 is contemplated to be positioned adjacent to the notice display area 100. Preferably, the bulkhead IO node 28 is positioned closer to the aisle than the notice display area 100. When positioned in this location, a person is unlikely to obstruct the displayed notice when manipulating the controls provided via the bulkhead IO node 28.
  • the bulkhead IO node 28 is contemplated to be a touch-sensitive display panel, similar to one of a tablet or smartphone device. Specifically, the bulkhead IO node 28 is contemplated to be an interactive device. Being an interactive device, it is contemplated that the bulkhead IO node 28 will change its display information depending upon the icon(s) selected by the passenger or flight crew. In addition, the bulkhead IO node 28 is contemplated to be positioned at a suitable height, so that the passengers (and/or flight crew members) are able to read the information displayed thereon.
  • FIG. 5 An enlarged detail of one contemplated embodiment of the bulkhead IO node 28 is provided in Fig. 5.
  • the bulkhead IO node 28 is installed in the first bulkhead 72.
  • the bulkhead IO node 28 is contemplated to provide input for control of the overhead lights, the degree to which the window shades are open, and the temperature within the area of the cabin 48 immediately adjacent thereto.
  • the bulkhead IO node 28 includes three icons: (1) a light panel icon 102, (2) a window shade icon 104, and (3) a thermostat icon 106.
  • the bulkhead IO node may include a first display area 108 and a second display area 110.
  • the three icons 102, 104, 106 are provided in the first area 108.
  • the second display area 110 is reserved to display control bars associated with the three functions that are controlled by the bulkhead IO node 28.
  • Fig. 5 illustrates the visual display contemplated to be output after a person touches the light panel icon 102, which is contemplated to be highlighted after being selected.
  • the first control bar is the light intensity control bar 112.
  • the second control bar is the light color control bar 114.
  • the light intensity control bar 112 includes a slider 116 that may be moved between a minimum light intensity and a maximum light intensity. It is contemplated that the minimum light intensity will be 0% illumination and the maximum light intensity will be 100% illumination. As should be apparent, the minimum and maximum intensities need not be 0% and 100%, respectively, to practice the present technology. Alternatively, the light intensity may be displayed in any other suitable format, such as "watts" or "lumens.”
  • the light color control bar 114 also includes a slider 118 that may be moved between two different color selections for the overhead cabin lights.
  • One end of the scale may be a color of the light commonly referred to as "cool” light.
  • the other end may be a color referred to as "warm” light.
  • Cool light typically includes a greater intensity of blue hues, while warm light typically includes more yellow light.
  • warmness i.e., the yellow or amber content
  • coolness i. e. , the blue content
  • the user will adjust the color of the light between two standard colors for the light.
  • the colors may be set according to standards for lighting or they may be selected by the aircraft owner or user, as appropriate.
  • control may be provided over the red, green, and blue (“RGB”) color components of the light. This is particularly possible in instances where the lighting is provided by light emitting diodes (“LEDs"). If so, it is contemplated that control bars and sliders may be provided for each of the RGB values and that the user may control each of the RGB values (or other values) independently from one another.
  • the scale of the RGB values may be between 0% and 100% saturation, as should be apparent to those skilled in the art.
  • the sliders 116, 118 may respond to a sliding motion of the user's finger across the touch-sensitive surface of the bulkhead IO node 28.
  • the user may tap on the surface of the bulkhead IO node 28 at a selected point between the end points of the control bars 112, 114 to alter the light parameters associated therewith.
  • Fig. 6 illustrates the visual display contemplated to be output after a person touches the window shade icon 104, which is contemplated to be highlighted after being selected.
  • the window shade icon 104 is highlighted and a window shade control bar 120 appears.
  • the window shade bar 120 permits a user to touch the surface of the bulkhead 10 node 28 and control the degree to which the window shades in the cabin 48 are opened. Specifically, by moving the slider 122 between a minimum of 0% open and 100% open, the user may control the degree of openness of one or more of the window shades in the cabin 48 of the aircraft 36.
  • the window shades may be of any particular type without departing from the scope of the present technology.
  • the window shades may be made from a sheet of material that moves (via a motor, for example) in front of the window to block the transmission of light therethrough.
  • the window shades may be made from an electrochromic material. Electrochromic materials respond to signals by altering their color and/or opacity.
  • Fig. 7 illustrates the visual display contemplated to be output after a person touches the thermostat icon 106, which is contemplated to be highlighted after being selected.
  • the thermostat icon 106 is highlighted and a temperature control bar 124 appears.
  • the temperature bar 124 permits a user to touch the surface of the bulkhead IO node 28 and control the temperature in the cabin 48 between a minimum and a maximum. Specifically, by moving the slider 126 between a minimum and a maximum, the user may control the temperature within the cabin 48 of the aircraft 36.
  • the minimum and maximum temperatures for the thermostat icon 106 will be within 5-10 °C of a standard median temperature of 25 °C.
  • the thermostat icon 106 is contemplated to provide the ability for a user to control the temperature in the cabin 48 between 15 - 35 °C.
  • the temperature range may be selected based on personal preferences, etc.
  • Fig. 8 provides a second embodiment of a display after actuation of the light panel icon 102.
  • the display includes a menu title 128 of "LIGHTS.”
  • the control bars 120, 122 are displayed in the display area 130 with a horizontal arrangement, rather than a vertical orientation as provided in Fig. 5.
  • Fig. 9 provides a third embodiment of a display after actuation of the light panel icon 102.
  • the display area 132 shows the light panel icon 102, the window shade icon 104, and the thermostat icon 106 in a vertical arrangement.
  • the lights intensity control bar 134 and the color control bar 136 are vertically disposed.
  • This embodiment also includes an off icon 138 to cause the display area 132 to go dark.
  • the light panel icon 102, the window shade icon 104, and the thermostat icon 106 provide control over aspects of the entire cabin 48. Returning to the illustration of the aircraft 36 in Fig.
  • a bulkhead IO node 28 may be provided on each of the bulkheads 72, 78, 82, 88 to provide control in each of the seating areas 58, 60, 62 and bedrooms 64, 66 defined within the cabin 48 of the aircraft 36.
  • environmental conditions in each of the separate areas 58-66 may be controlled by separate bulkhead IO nodes 28.
  • Fig. 10 is a graphical illustration of one method 140 contemplated by the present technology.
  • the method 140 is considered to be generic to the operation of the bulkhead IO node 28 of the present technology.
  • the method 140 begins at step 142.
  • the method 140 proceeds to step 144 where the method optionally receives input activating the user interface associated with the bulkhead IO node 28.
  • the bulkhead IO node 28 might not provide any display until activated.
  • a passenger or crew member may activate the bulkhead IO node 28 by touching the touch-sensitive surface thereof.
  • a switch may be provided to turn on or turn off the bulkhead IO node 28.
  • the bulkhead IO node 28 may operate such that the bulkhead node 28 remains in a constant on mode of operation. In this contemplated mode of operation, the bulkhead IO node 28 is contemplated to provide a display at all times during flight.
  • step 144 the method 140 proceeds to step 146, where a menu for controllable parameters is displayed.
  • the menu includes, but is not limited to, a display of the light panel icon 102, the window shade icon 104, and the thermostat icon 106. As discussed above, each of these icons is associated with a controllable parameter on board the aircraft 36.
  • step 148 a selection of one of the controllable parameters is received by the method 140.
  • the input may be received when a person taps on a particular icon 102, 104, 106.
  • the user may use a swiping motion to access the menus associated with the icons 102, 104, 106.
  • the user may use a swiping motion, by dragging his or her finger across the surface of the bulkhead 10 node 28, to navigate through the different menus associated with each of the icons 102, 104, 106.
  • step 148 If no input is received at step 148, the method 140 proceeds to an optional step
  • the bulkhead IO node 28 may go dark. Alternatively, it may continue to display the screen last selected by a user. In still another embodiment, the bulkhead IO node 28 may default to the main menu.
  • the method 140 proceeds to step 152.
  • the method 140 displays the controls appropriate for the selected controllable parameter. For example, if the light panel icon 102 is selected, the light intensity control bar 112 and the color control bar 114 may be displayed.
  • step 154 the control(s) are displayed.
  • the method receives control input(s) from the user to adjust one or more of the controllable parameters in the cabin 48 of the aircraft 36.
  • step 154 After receiving the input at step 154, the method 140 proceeds to step 156, where the selected, controllable parameters are adjusted according to the input provided by the user.
  • step 156 the method 140 is contemplated to return to step 146 and display the main menu.
  • the bulkhead IO node 28 will operate after being awakened by a person's touch. In keeping with this mode of operation, it is contemplated that the bulkhead IO node 28 will enter into a sleep mode (or go dark) after the expiry of a predetermined time period. For example, if the bulkhead IO node 28 has not received tactile input for a period of 2 minutes, the bulkhead IO node 28 will be instructed to enter into the sleep mode where it will await the next command.
  • FIGs. 11-14 illustrate a second method 158 contemplated for the operation of the bulkhead IO node 28 according to the present technology.
  • the method 158 starts at step 160.
  • the method 158 then proceeds to step 162 where the method optionally receives an input activating the user interface, particularly, the bulkhead IO node 28. As noted above, this step 162 is not required if the bulkhead IO node 128 operates in a constant on state.
  • the method 158 proceeds to step 164, where a display menu is provided for the parameters that are controllable by the bulkhead IO node 28. As discussed above, this includes the display of at least the light panel icon 102, the window shade icon 104, and the thermostat icon 106.
  • step 164 the method 158 proceeds to step 166, where the method 158 queries if there has been receipt of the cabin light controls in response to access of the light panel icon 102. If there has been receipt of input selecting the cabin light controls, the method proceeds to the cabin lights subroutine 168 via the connector 170. The cabin lights subroutine 168 is illustrated in Fig. 12. If no input has been provided for access of the cabin light control panel, then the method proceeds to step 172.
  • the method 158 queries if there has been receipt of a selection of the thermostat controls, which results from selection of the thermostat icon 104, for example. If the thermostat icon 104 has been selected, the method 158 proceeds to the thermostat subroutine 174, which is illustrated in Fig. 13. A connector 176 is depicted in Fig. 11 to illustrate the connection with the subroutine 174 shown in Fig. 13.
  • step 178 the method 158 queries if there has been receipt of the window shield controls, such as would be accessed by activating the window shade icon 106, for example. If the user did activate the window shade icon 106, the method 158 proceeds to the subroutine via the connector 182.
  • step 184 the method optionally places the user interface into a sleep mode.
  • step 162 the optional step of responding to an activation of the bulkhead IO node 28.
  • steps 166, 172, 178 need not proceed in the order specified. To the contrary, any order may be employed without departing from the scope of the present technology. Moreover, the steps 166, 172, 178 may proceed in parallel, if required or if desired.
  • Fig. 12 illustrates the cabin light subroutine 168.
  • the cabin light subroutine 168 begins at step 186, where the method 158 displays controls for the intensity of the slight and/or the color of the light.
  • the intensity of the light may be controlled by a light intensity control bar 1 12.
  • color of the light may be controlled via a color control bar 114.
  • the method 158 receives the control inputs for one or both of light intensity and color.
  • the method 158 then proceeds to step 190, where aspects of the cabin lights are altered based on the inputted values. For example, if the user inputs a light intensity of 50% of maximum, the method 158 responds at step 190 to adjust the light intensity consistent with the inputted value.
  • step 162 is considered to be the initial, optional step for the method 158 of the present technology.
  • Fig. 13 illustrates the thermostat subroutine 174.
  • the thermostat subroutine 174 begins at step 194, where the method 158 displays the control for the thermostat. As noted above, step 174 occurs after the user selects the thermostat icon 104 that is displayed on the bulkhead IO node 28.
  • the display for the thermostat is anticipated to include a thermostat control bar 124, for example.
  • the method receives control inputs for the thermostat. This may include receipt of manipulation by the user of the slider 126 on the thermostat control bar 124.
  • step 198 the method 158 adjusts the temperature in the cabin 48 (or zone) of the aircraft 36 based on the received control inputs.
  • the method 158 After the temperature is adjusted, the method 158 returns to step 162 via the connector node 192.
  • Fig. 14 illustrates the window shades subroutine 180.
  • the window shades subroutine 180 is accessed when a user selects the window shade icon 106, for example.
  • the window shades subroutine 180 begins at step 200, where the method 158 displays the controls for the window shades.
  • the control may take the form of the window shades control bar 120 with a slider 122.
  • the method 158 receives input regarding the degree to which the window shades are to be opened (i.e., 35% opened).
  • step 204 the method 158 adjusts the window shades based on the input provided in step 202. [00170] After step 204, the method 158 returns to step 162 via the connector 192.
  • the window shades subroutine 180 is contemplated to provide control over all of the window shades for the windows 94 in the cabin 48 of the aircraft 36. It is contemplated, however, that the user may be provided with control over the window shades in a particular region or zone of the cabin 48 of the aircraft 36. Still further, it is contemplated that the user may be provided with control over a single window shade for one of the windows 94 in the aircraft 36.
  • control inputs from the bulkhead IO node 28 are contemplated to be provided to the processor CPU 12 on board the aircraft 36.
  • the CPU 12 may coordinate with any separate inputs that may be received from another passenger.
  • the bulkhead IO node 28 will provide signals that are dominant to any signals that are provided via a local node at the passenger seat, for example. As a result, if the passenger selects to have the window shade open by 50%, but a flight crew member requires the shades to be closed for purposes of in-flight entertainment, it is contemplated that the flight crew member may override the command provided by the passenger from his or her seat 74, thereby forcing the window shade to close.
  • each of the different controls may be subject to one or more hierarchies for control.
  • the CPU 12 is contemplated to defer to the controls in a hierarchical manner.
  • the precise structure of any such control hierarchy is not critical to the operation of the present technology.

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  • Physics & Mathematics (AREA)
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Abstract

L'invention concerne un procédé de fonctionnement d'un système comprenant une interface utilisateur graphique disposée dans une cloison à l'intérieur d'une cabine d'un aéronef. Le procédé consiste à afficher un menu pour au moins un paramètre pouvant être commandé, à recevoir une sélection du paramètre pouvant être commandé, à afficher au moins une commande pour le paramètre pouvant être commandé sélectionné, à recevoir une entrée de commande pour le paramètre pouvant être commandé sélectionné, et à régler le paramètre pouvant être commandé sélectionné de manière cohérente avec l'entrée de commande. Le paramètre pouvant être commandé peut être l'un parmi une pluralité de paramètres pouvant être commandés sélectionnés parmi un groupe qui comprend l'intensité de lumière de cabine, la couleur de lumière de cabine, la température et le degré d'ouverture d'au moins un store de fenêtre. L'invention concerne également un système et un produit programme d'ordinateur exécutable.
PCT/IB2015/059051 2015-11-23 2015-11-23 Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule WO2017089860A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PCT/IB2015/059051 WO2017089860A1 (fr) 2015-11-23 2015-11-23 Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule
CN201580085454.6A CN108475164A (zh) 2015-11-23 2015-11-23 在交通工具舱的舱壁中并入图形用户界面的系统及其操作方法
CA3005395A CA3005395C (fr) 2015-11-23 2015-11-23 Systeme et procede de fonctionnement du systeme comprenant une interface utilisateur graphique dans une cloison d'une cabine de vehicule
EP15801277.3A EP3380917A1 (fr) 2015-11-23 2015-11-23 Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule

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PCT/IB2015/059051 WO2017089860A1 (fr) 2015-11-23 2015-11-23 Système et procédé de fonctionnement du système comprenant une interface utilisateur graphique dans une cloison d'une cabine de véhicule

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CN113778580B (zh) * 2021-07-28 2023-12-08 赤子城网络技术（北京）有限公司 模态用户界面显示方法、电子设备及存储介质

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CA3005395A1 (fr) 2017-06-01
EP3380917A1 (fr) 2018-10-03
CA3005395C (fr) 2023-04-18
CN108475164A (zh) 2018-08-31

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