WO2019018522A1

WO2019018522A1 - Networks, systems, devices, and methods for communication within an aircraft having a modular cabin

Info

Publication number: WO2019018522A1
Application number: PCT/US2018/042681
Authority: WO
Inventors: Jason Lim CHUA; Martin Sieben; Joseph FENTON
Original assignee: A^3 By Airbus Llc
Priority date: 2017-07-21
Filing date: 2018-07-18
Publication date: 2019-01-24

Abstract

Embodiments of networks, systems, devices, and methods are described that relate to management of communication between a communication system of an aircraft and devices of multiple modules of a reconfigurable modular cabin of the aircraft are described.

Description

NETWORKS, SYSTEMS, DEVICES, AND METHODS FOR COMMUNICATION WITHIN

AN AIRCRAFT HAVING A MODULAR CABIN

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to and the benefit of U.S. Provisional Application Serial No. 62/535,502, filed July 21, 2017, which is incorporated by reference herein in its entirety for all purposes.

FIELD

[0002] The subject matter described herein pertains to systems, devices, and methods related to a communication network for an aircraft having a reconfigurable modular cabin.

BACKGROUND

[0003] Passenger aircraft traditionally have a relatively fixed cabin design and infrastructure. From early aircraft with rows of leather seats to modern interiors where the chairs and seats include features such as entertainment consoles and leather seats, interior aircraft design has largely focused on providing an appropriate number of seats and configuration within a particular aircraft platform, along with necessary features such as bathrooms and storage for cabin service items. Although some large aircraft can include additional features such as lay flat seats, private cabins, and lounge areas, aircraft cabins generally include a limited number of seating and non-seating options.

[0004] Traditional aircraft cabins also suffer from a lack of flexibility for cabin

configurations. Implementing an interior design is very expensive and semi-permanent. Aircraft interiors typically have a 10+ year lifespan. If customer demand changes or new features become available, an interior quickly becomes obsolete or undesirable. Because it is extremely expensive to upgrade or update the cabin, these undesirable interiors can persist within a fleet for years. Moreover, as a result of the expense and difficulty in updating interiors, an industry can trend towards risk-averse interior designs with known return on investment, and may be missing out on opportunities to significantly improve customer experiences and carrier profitability. Thus, an entire industry of carriers can trend towards similar designs that vary little from early designs, particularly with respect to the aircraft's electrical and communication systems. [0005] A carrier can end up with a fleet that has a variety of different cabin configurations based on different specific cabin designs that were prevalent when particular aircraft were purchased or updated. As a result, different planes can provide differing levels of customer experience. Some carriers may assign certain aircraft to a particular subset of routes based on factors such as customer demand for different amenities such as first class seats, entertainment, or other premium services. Short term changes in demand for certain services (e.g., as a result of large events, etc.) may require careful rebalancing throughout an entire fleet, as access to certain services may be limited. In some instances, carriers may lose significant revenue based on the available aircraft at an airport location not matching the types of seating and services that are desired by customers on a particular day.

[0006] Thus, new technologies are needed that enable the aircraft interiors to be readily redesigned and/or reconfigured to meet the varied and changing desires of customers.

SUMMARY

[0007] Example embodiments of networks, systems, devices, and methods are described herein that relate to the management of communication between a communication system of an aircraft and communication devices of multiple modules of a reconfigurable cabin of the aircraft. Certain example embodiments of such networks and systems can include: a network director communicatively coupled to the aircraft communication system; multiple module

communication interfaces, each cabin communication interface being communicatively coupled to a corresponding one of the modules; and a data aggregation switch communicatively coupled to the network director and to the module communication interfaces. In some embodiments, the network director communicatively isolates the modules from each other by managing data flow between the data aggregation switch and the multiple module communication interfaces.

Numerous additional embodiments are described herein.

[0008] Other systems, devices, methods, features and advantages of the subject matter described herein will be or will become apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description, be within the scope of the subject matter described herein, and be protected by the accompanying claims. In no way should the features of the example embodiments be construed as limiting the appended claims, absent express recitation of those features in the claims.

BRIEF DESCRIPTION OF THE FIGURES

[0009] The details of the subject matter set forth herein, both as to its structure and operation, may be apparent by study of the accompanying figures, in which like reference numerals refer to like parts. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the subject matter. Moreover, all illustrations are intended to convey concepts, where relative sizes, shapes and other detailed attributes may be illustrated schematically rather than literally or precisely.

[0010] FIG. 1 A depicts an example embodiment of an aircraft with a modular cabin and modules distributed therein.

[0011] FIG. IB is a top down view and FIG. 1C is a side view, respectively, depicting example embodiments of the aircraft.

[0012] FIG. ID is a perspective view of a portion of an example embodiment of the aircraft during module loading.

[0013] FIG. IE is a cross-sectional view depicting an example embodiment of an aircraft with a modular cabin.

[0014] FIG. IF is a perspective view depicting an example embodiment of module locations within an interior space defined by an aircraft.

[0015] FIGs. 1G-H are perspective views depicting example embodiments of support frames.

[0016] FIG. 2 is a conceptual diagram depicting example embodiments of modules.

[0017] FIG. 3 is a top down view depicting a system layout of the communication network in accordance with some embodiments.

[0018] FIG. 4 is a block diagram depicting an example embodiment of a system hierarchical layout of the communication network.

[0019] FIG. 5 is top down view depicting the system layout of the communication network in accordance with some embodiments.

[0020] FIGS. 6A, 6B, and 6C are block diagrams depicting example embodiments of the system layout of certain subsystems of the communication network. [0021] FIGS. 7 A and 7B are block diagrams depicting example embodiments of the system layout of certain subsystems of the communication network.

DETAILED DESCRIPTION

[0022] Before the present subject matter is described in detail, it is to be understood that this disclosure is not limited to the particular embodiments described, as such may, of course, vary. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting, since the scope of the present disclosure will be limited only by the appended claims.

Overview

[0023] FIG. 1 A shows an example embodiment of an aircraft 102 with a modular interior space and modules 104 distributed therein in accordance with example embodiments of the present disclosure. The modular interior can include one or more predetermined module- receiving locations, each location being configured to receive a module 104 of a predetermined shape and size, such that the module 104 can be readily installed (see, e.g., FIGs. 1E-1F).

During flight, the modular interior of aircraft 102 can be populated with one or more modules 104 to form a modularized cabin and the remaining space can include conventional fixed structures (e.g., lavatory, galley, seating, etc.). Aircraft 102 can also include one or more utility buses 106 with interfaces positioned at one, some, or all of the predetermined module locations for providing and/or receiving power, data, other electrical communications, air (e.g., venting, air conditioning, heating, oxygen), water (e.g., potable, grey water, wastewater), and the like.

[0024] Although a particular structural aircraft design is depicted in FIG. 1 A, any suitable aircraft type can utilize the modular embodiments described herein. For example, aircraft 102 can be designed and originally manufactured with a modular interior, or can be manufactured as a conventional passenger and/or freight aircraft that is then retrofitted with the modular interior. Aircraft 102 can carry passengers in a single level (as shown here) or a multi-level manner, in which case aircraft 102 can receive and house modules on any and all of the multiple levels. Aircraft 102 is depicted in FIG. 1 A while located on an airport tarmac during a passenger and module loading and unloading phase. [0025] As stated, at least a portion of the aircraft cabin can include a modular interior setup, in which modules can be quickly inserted and removed into at least a portion of the cabin or interior space of aircraft 102. In the embodiment depicted in FIG. 1 A, the entire cabin portion of aircraft 102 can utilize modules 104. Each module 104 can be a separate and discrete unit that includes different available features as described herein (e.g., personalized cabins, first class seating, business class seating, economy seating, lounge, sleeping room, wellness center, workout room, theater room, sports viewing room, bathroom facilities, office galley, utility, etc.). As is depicted in FIG. 1 A, the first two modules from the front of aircraft 102 (depicted in a partial section view of aircraft 102) can include conventional seating for passengers. Additional modules 104 (depicted in perspective view with the exterior of aircraft 102 depicted as a partial section view) can already be inserted into the interior of aircraft 104 and additional modules 104 can be in the process of being transported to be inserted into the airframe of aircraft 102 by module distribution truck 108.

[0026] FIG. IB is a top down view and FIG. 1C is a side view of an example embodiment of aircraft 102. As seen best in FIG. IB, the fuselage or main body of aircraft 102 includes a nose portion 110, an intermediate fuselage portion 112, and a tail portion 114. Aircraft 102 includes left and right main wings 121 and 122 and left and right horizontal stabilizers 123 and 124, respectively. A vertical stabilizer 125 is located on the top side of fuselage 112. The propulsion system for aircraft 102 can include any number of one or more engines, such as the two wing- mounted engines 127 and 128 shown here. The embodiments described herein are not limited to this or any other particular aircraft exterior arrangement.

[0027] A longitudinal axis 116 extends between nose and tail portions 110 and 114 along the length of intermediate fuselage portion 112 (e.g., parallel with a roll axis of aircraft 102). A lateral axis 117 extends perpendicular to longitudinal axis 116 generally even with wings 121 and 122 (e.g., parallel with a pitch axis of aircraft 102). Axes 116 and 117 define an X-Y plane as indicated in FIG. IB, where a Z axis (e.g., a yaw axis of aircraft 102) is normal to the page.

[0028] Aircraft 102 can include any number of one or more module doors for the loading and unloading of modules. Module doors have dimensions sufficient to permit modules 104 to be easily inserted and removed from aircraft 102 (e.g., using cargo loading and unloading infrastructure to transport modules to an aircraft 102 and place them in the aircraft 102). Based on the location of the module doors, module insertion and removal can occur through the front, side, and/or rear portions of aircraft 102 along any direction in three-dimensional space. Once each module 104 enters and is aligned with the interior of aircraft 102, that module 104 is moved along longitudinal axis 116 to its desired position within intermediate fuselage portion 112.

[0029] Thus, in many of the embodiments described herein, each module 104 can be contained entirely within the outermost wall (e.g., the airframe) of aircraft 102 such that no surface of the module 104 comes into contact with the outside air during flight. In other approaches, such as concepts disclosed in U.S. Patent Nos. 7,344,110 and 9, 193,460, a removable portion of the aircraft has an exterior wall that itself forms the outermost wall (or surface) of the aircraft and contacts the outside air during flight. However, the present disclosure is not limited to only wholly contained modules 104 and, in certain other embodiments, modules 104 can be outside the interior of the aircraft and include a surface that forms the outermost surface of aircraft 102.

[0030] Aircraft 102 can also include any number of one or more relatively smaller doors (e.g., smaller Z and/or X dimensions) that are sized for passenger loading and unloading. FIGs. 1B-1C depict a number of potential aircraft door placements that can be used with aircraft 102. In many embodiments, aircraft 102 would only have a subset of the number of doors described with respect to FIGs. 1B-1C. Six passenger doors (or potential door placements) 131-136 are shown that are relatively smaller than two module or freight side doors (or potential door placements) 141 and 142. In some embodiments, only one side door 141 or 142 would be present. Two emergency exit doors (or potential door placements) 137 and 138 are shown that are relatively smaller than passenger doors 131-136.

[0031] Side-located module doors 141 and 142 can be used for the lateral loading and unloading of modules 104 from the left and/or right sides of aircraft 102. As depicted here, module doors 141-142 are located between nose portion 110 and main wings 121-122, although module doors 141-142 can be located relatively farther aft, such as over main wings 121-122 or between main wings 121-122 and horizontal stabilizers 123-124. FIG. ID is a perspective view of a portion of an example embodiment of aircraft 102 showing a module 104 during the loading process. Here, module 104 is located on a module carrier 160 and has been raised and aligned with an open left-side module door 141. Module 104 is ready for insertion into an interior 162 of aircraft 102.

[0032] In some embodiments, aircraft 102 can include a nose-located module door (not shown), such as the type of cargo loading door created by swiveling or otherwise separating nose portion 110 from fuselage portion 112, to allow module loading through nose portion 110 of aircraft 102. In some embodiments, aircraft 102 can include a rear-located module door 150 that can be raised and lowered (see FIG. 1C) to allow module loading through the rear or tail portion 114 of aircraft 102. In some embodiments, instead of the module door 150 configuration depicted in FIG. 1C, aircraft 102 can be configured such that tail portion 114 (with or without stabilizers 123-125) swivels or otherwise separates from fuselage 112 to allow loading of modules 104 from the tail of aircraft 102. While multiple door placements are described and can be present in a particular aircraft embodiment, aircraft 102 only requires one door or other access point that is large enough to receive modules 104.

[0033] If module doors are located at different positions along the length (between nose and tail) of aircraft 102, then module loading can take place through a door that is different from the door used for unloading. Such an arrangement permits the unloading and loading of modules 104 at the same time (e.g., simultaneously). For example, module loading (e.g., insertion of a module 104 from the exterior into the interior of aircraft 102) can occur through a relatively forward-located door (e.g., nose-located or side-located) while module unloading (e.g., removal of a module 104 from the interior of aircraft 102 to the exterior) can take place through a relatively more rearwardly-located door (e.g., a relatively more rearward side door or a rear- located or tail-located door). Conversely, module unloading could occur through a relatively forward located door (e.g., nose-located or side-located) while module loading can take place through a relatively more rearwardly located door (e.g., a farther aft located side door or a rear- located or tail-located door).

[0034] Such an arrangement also permits faster unloading and loading of modules 104 as multiple points of entry and exit are available. For example, module unloading through two (or more) module doors can occur at the same first time, while module loading through the two module doors can occur at the same, but later, second time. Certain modules 104 are position dependent— they can only be located on certain portions of the fuselage such as over the wing or the back of the fuselage. In some embodiments, certain modules 104 in proximity with a first module door can be unloaded while certain other modules 104 in proximity with a different second module door can be unloaded. Then a new module loading process can begin at one of two doors even if unloading is still occurring at the other of the two doors. During the module loading process, passengers can board a module that has already been properly loaded and secured onto the main floor of the fuselage while other modules 104 are being loaded. This can be done by providing a temporary wall to safely contain passengers within a loaded module and to prevent passengers from accessing areas of aircraft's 102 fuselage where other modules 104 are being loaded and installed.

[0035] FIG. IE is a cross-sectional view depicting an example embodiment of aircraft 102 with multiple modules 104 (or locations for modules 104) within fuselage 112. Depending on the size of aircraft 102 and the size of each module 104, any number of one or more modules 104 can be housed within fuselage 112. Here, twelve modules 104-1 through 104-12 are located within fuselage 112. Each module 104 can be sized and shaped for a particular position within aircraft 102, such as modules 104-11 and 104-12, each of which has a tapered cross-sectional profile (in the X-Y plane) to permit placement in the rear-most position. Each module 104 can have a different length (e.g., compare module 104-1 with relatively longer module 104-2). The configuration and spacing of each module 104 can be modified to remain flexible in aircraft 102.

[0036] FIG. IF is a conceptual view of positions or locations for receiving modules 104 within aircraft 102 (the body of which is not shown). In this embodiment, eight positions are depicted for modules 104-1 through 104-8. Forward area 164 and rearward area 166 are shown without modules 104 as those areas are reserved in this embodiment for modular installations that, in some embodiments, can be galleys, lavatories, seating, and the like. For example, variations in the fuselage Y-axis width and/or Z-axis height can make module placement relatively difficult and/or undesirable in these areas 164 and 166.

[0037] Aircraft 102 can also include internal structures that facilitate the movement and positioning of the modules 104 within the aircraft. In some embodiments, rollers, tracks, pulleys, drive systems, hooks, and similar devices can be used to allow modules 104 to be placed at a particular position within aircraft 102 once inserted through the cargo door. In some embodiments, the positioning within aircraft 102 can be automated, for example, based on positioning information providing to a computing system of aircraft 102 and/or a module 104. Once each module 104 is positioned within aircraft 102, it can be secured or locked into aircraft 102 at one or more locations (e.g., using fasteners, hooks, straps, magnetic forces, gearing mechanisms, etc.). In some embodiments, doors can be opened and/or walls retracted or removed along the length of aircraft 102 such that the modular interior can appear to an ordinary observer as similar to a conventional cabin with seams. Portions of the walls of modules 104 that are adjacent to the aircraft exterior can partially retract in a manner that allows unfettered access to aircraft features such as windows and emergency exit doors as desired.

[0038] Modules 104 that are loaded into aircraft 102 can be supplied with various services and utilities based on module features and needs. Although these services and utilities can be routed to modules 104 in a variety of ways, such as in a non-centralized point to point manner, or in a semi-centralized fashion using multiple buses 106, or using a centralized bus of aircraft 102. The buses and/or point-to-point routings can run beneath or along the underside of modules 104 (as shown in FIG. 1 A), run above and between modules 104 to connect various services and utilities from one module 104 to another, or can be positioned otherwise as desired. The buses can include multiple fixed and/or movable connection points that can mate with corresponding connection devices of modules 104. Example connection point devices can include quick connection technologies such as magnetic connectors or servo-controlled connections points that automatically mate in response to a corresponding connection point. In some embodiments, configurations can be pre-designed such that the connection points of buses can automatically connect with the corresponding connection points of modules 104. For example, a configuration can be programmed into a computing system of aircraft 102 and/or modules 104 that defines the types of modules 104, the location of the modules within the aircraft 102, and the types of utilities needed by each module 104, the relative locations of connection points, any other suitable information relating to utilities, or any suitable combination thereof. For each type of resources (e.g., water, electrical, air), different connection points and/or blind mating connectors can be used. For electrical, magnetic-based blind connectors can be used. Example utilities that can be provided by the buses can include air, water, waste, electricity, data, oxygen, etc. It will, however, be appreciated that other services and utilities can also be convenient and could readily be added to aircraft 102 using one or more different buses. In an embodiment, some utilities can be independently generated or provided within modules 104 (e.g., waste can be stored and oxygen can be generated at a module 104) while other utilities (e.g., electricity, data, and water) can be provided by buses 106.

[0039] FIG. 1G is a perspective view depicting an example embodiment of a support frame 105 of module 104. Here, a forward side of support frame 105 is indicated with numeral 166 and a rear or aft side is indicated with numeral 167. Support frame 105 can include a bottom wall or module floor 170, side frames 171a, 171b, 173a, and 173b, and a ceiling frame 172a and 172b such that frame 105 is a partially closed structure with a periphery that continually extends around the interior space of aircraft 102 within the Y-Z plane as indicated here. Stated differently, module 104 can extend in a 360 degree fashion about a longitudinal axis (e.g., the X- axis) of aircraft 102 passing through module 104. This enables frame 105 to bear substantial loads applied by structures and passengers within the interior of frame 105 and applied by those portions of aircraft 102 outside of but in contact with frame 105. The front side 166 and rear side 167 of module 104 are open to permit the movement of passengers between modules 104 (e.g., along the X-axis), although in some embodiments partial or complete walls can be erected in these positions as well. The interior area of frame 105 enclosed by module floor 170, side frames 171 and 173, and ceiling frames 172a and 172b can be referred to herein as the module enclosure. Additionally, side frames 171a and 171b can be referred to as aft-side frames, and side frames 173a and 173b can be referred to as forward-side frames.

[0040] In this embodiment, module floor 170 is a floor that lies substantially along an X-Y plane. Side frames 171a, 171b, 173a, and 173b are curved in a fashion that corresponds to the curvature of fuselage 112 (e.g., the exterior wall) of aircraft 102. Side frames pair 171a and 173a and pair 171b and 173b include a support lattice structure 174 formed from multiple

interconnecting lattice frames. In each side frame, support lattice structure 174 is connected to a forward side frame (e.g., 173a), an aft side frame (e.g., 171b), and to a top or ceiling frame (e.g., 183a). Ceiling frame assembly 181 includes peripheral ceiling frames 172a, 172b, 183a, 183b, and multiple braces in between to reinforce frame assembly 181. Frame assembly 181 is positioned substantially in an X-Y plane (parallel to module floor 170). This embodiment of module 104 can be characterized as having a semi-cylindrical shape. [0041] FIG. 1H is a perspective view of an example embodiment of module frame 105 after connection to additional structures for furnishing the interior of module 104 and for attaching module 104 to aircraft 102. Multiple tie rods 176 are located along peripheral ceiling frames 183 a and 183b. Tie rods 176 connect module frame 105 to the interior of fuselage portion 112 of aircraft 102. Although not shown, one or more connections can be used to attach floor 170 to an interior dividing wall of aircraft 102 that would be beneath floor 170.

[0042] Electrical interfaces 177 are accessible at various locations along top wall 172. Here, each interface 177 includes a connector and a cable that is then routed to the desired location within module 104. Electrical interfaces 177 can supply power, communications, and/or data to (and receive one or more from) module 104. A climate conduit 178 is coupled to support frame 105 and can provide heating, cooling, or other ventilation to output ports (not shown) within module 104. Paneling 175 can be attached to the interior of module frame 105 along each of walls 170-173 to separate the passenger area from the various utilities and other support components running along module frame 105.

[0043] Once modules 104 are inserted into the aircraft, locked into (or secured to) locations within aircraft 102, connected to utilities, connected to each other, and opened to provide access to hallways, windows, and exits, the modular configuration of the aircraft 102 can be complete. During aircraft operations, some or all modules 104 can be swapped after passengers unload from aircraft 102. Previously cleaned, stocked, and configured modules 104 can be provided for aircraft 102, obviating some or all of the need to individually clean and restock aircraft 102 in a high-cost environment (e.g., at the airport gate). Modules 104 can be returned to a centralized facility where cleaning and restocking can be performed by specialized personnel in an environment that is conducive to cost effective servicing (e.g., at a warehouse facility with customized cleaning equipment, devices, and personnel). Distribution centers can coordinate with flight control to efficiently deliver modules 104 to aircraft gates as planes arrive, and facilitate a quick and efficient turnaround of aircraft 102. In some embodiments, rather than removing aircraft 102 from service temporarily to deal with cabin problems (e.g., broken seats, equipment, electrical systems, utility systems, or lavatories), problem portions of a cabin can be replaced by replacing the problematic module 104. In some embodiments as described herein, only certain services can be swapped out (e.g., a lounge module used during an early evening flight can be replaced with a sleeping module for an overnight flight). In some embodiments, passengers can board module 104 before the module is loaded onto aircraft 102. For example, passengers can board module 104 at a passenger-boarding facility before the module is transported to the location of aircraft 102 for loading. In another example, passengers can board module 104 at a secure location away from the airport to avoid congestion at the airport. Once passengers finished boarding module 104, it can be directly transported to aircraft's 102 location at the airport without having to go through additional security.

[0044] FIG. 2 shows multiple illustrative modules 104-1, 104-2, and 104-N in accordance with some embodiments of the present disclosure. As described herein, module types can be limited only by factors such as available space, utilities, and regulatory requirements. A module creation ecosystem can be provided that provides module designers with information about module dimensions, utilities and design rules. The dimensions of the module enclosure can specify an interior volume and associated X, Y, Z dimensions. Module designers and suppliers can create modules 104 that include module features are useful for many suitable purposes, such as conventional differentiated seating modules (e.g., first class, business class, premium economy class, economy class etc.), office modules (e.g., similar to small cubicles with workspace, chairs, monitors, high speed connections, etc.), meeting and business modules (e.g., chairs, desks and/or a conference space for a group of traveling coworkers or for meetings), family modules (e.g., for families traveling together, with small children, etc.), lounge or party modules (e.g., for all passengers, some passengers, or a group), wellness and exercise modules (e.g., for massage, weights, exercise equipment etc.), shower modules, sleeping modules, beauty modules (e.g., for makeup, hair care, etc.), gaming modules (e.g., having immersive or gaming experiences), or any other suitable module that can be designed to meet a customer need.

[0045] An example lounge and dining module 104-1 is depicted in FIG. 2. Lounge and dining module 104-1 includes seating at tables and at a counter. Lounge and dining module 104- 1 can be connected to a bus 106 and can receive and/or produce utilities such as water, waste, electricity, air, ventilation, data, or other. A dining module 104-1 such as the one shown in FIG. 2A could be operable to replace customary meal and/or food service on aircraft 102, or could supplement more traditional food service offerings. [0046] An example spa and fitness module 104-2 includes features for exercise such as treadmills, stationary bikes, or other fitness equipment. Module 104-2 can also be equipped with massage chairs, or facilities for other treatments such as nail, hair, or face treatments. In one embodiment, fitness module 104-2 is equipped with locker and shower facilities, while in other embodiments such services can be provided at a separate module.

[0047] An example office/workspace module 104-N includes equipment for office usage such as a computer, printer, photocopier, and other accessories. Each of these components can be physically attached and customized in order to prevent unwanted movements during flight. Multiple work cubes or pods can be provided with soundproofing, higher speed connections, telepresence equipment, and other similar workplace equipment to facilitate the efficient use of the workspace.

[0048] Facilitating a module-based cabin interior system in this manner can provide advantages to aircraft manufactures and purchasers, who can be able to separate industrial design of the aircraft platform from design of an aircraft interior. Once a design is complete and a customer has placed an order, the aircraft may require little customization, since the principle mode of customization may be performed with modules 104, the purchase of which may be performed separately from aircraft 102. Even if aircraft 102 is provided with a core set of modules 104 that will likely remain in the aircraft during most flights (e.g., conventional seating modules, a galley module, and a head module), modules 104 can be constructed in parallel with aircraft 102 and "final assembly" will simply require inserting modules 104 into aircraft 102. In this manner, the lead time for building passenger aircraft 102 can be significantly reduced. An ecosystem for module developers can allow for increased testing and acceptance of new interior designs, which can be updated on a frequent and even per-flight basis.

Example Embodiments of Communication Networks, Systems, Devices and Methods

[0049] Regardless of the type of aircraft, each aircraft typically has a native electrical system that enables core aircraft functions such as, but not limited to, pilot-to-cabin announcements, heating and air-conditioning, satellite communication (for Internet access), lavatory functions, and potable water and waste water tank controls. These native functions are common and are typically constant regardless of the size and type of aircraft, whether it is a super jumbo jet like the A380 or a medium range aircraft like the A320. [0050] In an aircraft with a reconfigurable fuselage (e.g., aircraft 102 with reconfigurable fuselage 112), the electrical system provides control to both the aircraft's native electrical system and to each of the aircraft's modules (e.g., modules 104-1 to 104-8), which could be installed in any ordered combination. FIG. 3 is a block diagram of a communication network or system 300 for aircraft 102 in accordance with some embodiments of the present disclosure. System 300 provides communication interfaces to both the aircraft's native communication system and to each of one or more modules 104-1, 104-2, and 104-n. In the embodiments described herein, system 300 is implemented according to a local area network (LAN) protocol, such as FDDI (fiber distributed data interface) or an Ethernet-based protocol. However, system 300 is not limited to LAN and can utilize other communication network technologies such as WAN (wide area network) and WLAN (wireless local area network), passive optical network, and active optical network, for example. In one embodiment, system 300 can be implemented using an Ethernet protocol such as EAP (extensible authentication protocol) over LAN or iSCSI (internet small computer systems interface).

[0051] Various components are shown in the figures and/or described herein as being coupled with other components. All such couplings can be implemented broadly in numerous different ways. For example, these couplings are preferably communicative couplings that allow the transfer of analog or digital data, information, timing signals, and/or commands in a unidirectional or bi-directional fashion. In addition to, or as an alternative to communicative couplings, these couplings can be power couplings that allow the transfer of power (e.g., in the form of voltage or current that is relatively higher than a communicative signal). These couplings are preferably wired couplings that can be implemented as electrical (e.g., with one or more metallic wires, cables, printed circuit board traces, interconnects within a semiconductor chip or semiconductor chip package, and the like) and/or optical (e.g., one or more optical fibers, optical traces, free space pathways, and the like) couplings. The couplings can also be wireless in some embodiments. In all cases, the couplings can be direct couplings such that no other information manipulating component (e.g., processing circuitry, a switch, a multiplexer or demultiplexer, or another component that is not a passive component such as a resistor, inductor, capacitor, etc.) is located therebetween or the couplings can be indirect such that one or more active components are located therebetween. [0052] System 300 includes a platform data center module (PDCM) 305, a platform data center 310 (PDC), a PDC-to-aircraft interface 315, a master PDC interface 320, and multiple PDC-to-module interfaces 325-1, 325-2, to 325-n.

[0053] In many embodiments, PDCM 305 is one of modules 104 that houses PDC 310 and various support equipment such as optoelectronic and encryption/decryption devices. PDCM 305 can function as a communication decoupler between modules 104 and the aircraft's native communication system. In this way, aircraft functions controlled by the aircraft's native communication system cannot be compromised by communication issues and/or system malfunctions from modules 104 or any intermediary components of system 300.

[0054] PDC 310 can be a data processing and switching module and is described in further detail with respect to FIGs. 4-5. Additionally, PDCM 305 can include a serializer (not shown) that serializes data received by PDCM 305. PDCM 305 can receive and send digital data. Data in system 300 can be coded, e.g., using various coding methods such as Manchester coding (as used by the 10BASE-T Ethernet protocol), RZI coding, and the like. PDCM 305 can serialize and encode the digital data being sent, and can deserialize and decode (e.g., with a deserializer) the coded or encoded data. PDCM 305 can aggregate data for transmission over a coupling to each module 104 via master PDC interface 320 and one or more PDC-to-module interfaces 325.

[0055] System 300 is flexibly designed to interface with native or legacy communication systems of current and future aircraft 102 by routing all communication through PDC-to-aircraft interface 315. In this way, system 300 can be installed on any aircraft while maintaining compatibility with that aircraft's native communication systems. In some embodiments, PDC- to-aircraft interface 315 can include an updatable software module (not shown) that can be updated to work with any aircraft's native communication system.

[0056] PDC-to-aircraft interface 315 can be coupled between the native communication system of aircraft 102 and to PDC 310. Master PDC interface 320 couples each module 104 to PDC 310 via PDC-to-module interface 325 assigned to each module 104. As depicted, PDC-to- module interface 325-1 couples module 104-1 to interface 320, PDC-to-module interface 325-2 couples module 104-2 to interface 320, and so on.

[0057] In many embodiments, each module 104 is communicatively isolated from adjacent modules 104 such that there is no direct communicative connection between any two modules 104. All communication between each module 104 and one of the control panels (e.g., cabin control panels in the cockpit and flight crew areas) preferably goes through intermediaries, which in this embodiment includes a respective PDC-to-module interface 325, master PDC interface 320, and PDC 310. In this way, communication between any two modules can be securely controlled by PDC 310.

[0058] System 300 can optionally include multiple power interfaces 330-1, 330-2, 330-3, to 330-n that provide power to modules 104 from one or more power networks at various location of aircraft 102. In some embodiments, the power network of aircraft 102 can be a separate and discrete system from system 300.

[0059] System 300 can be implemented on various network topologies such as point-to- point, star, bus, ring, mesh, tree, and hybrid. In some embodiments, system 300 has a star network topology. In this embodiment, PDCM 305 and PDC 310 can be located at the center hub of the star network, and modules 104 can be located at the outer nodes of the star network. In star network configuration, system 300 can require all communications be routed through the central hub where it can be centrally processed and managed.

[0060] FIG. 4 is a system block diagram illustrating the topology of system 300 in a hierarchical data layout in accordance with some embodiments of the present disclosure. As shown in FIG. 4, system 300 includes an aircraft interface layer 405, a data control and/or management layer 410, and module layer 415. System 300 manages the communication of data between the native communication system (not shown) of aircraft 102 and one or more client devices 475 (e.g., task lights, in-flight entertainment systems, passenger call buttons, cabin lights, and temperature sensors) within data management layer 410 or module layer 415.

[0061] Aircraft interface layer 405 can include one or more aircraft interfaces for

communicating essential and non-essential data with the native communication system of aircraft 102. In the embodiment of FIG. 4, layer 405 includes port-side aircraft interface 420a, and starboard- side aircraft interface 420b for the communication of essential data with the native communication system. Layer 405 also includes a general aircraft interface 425 for the communication of non-essential data with the native communication system. Port-side aircraft interface 420a manages communication with client devices within modules 104 located on the port-side of aircraft 102. Similarly, starboard- side aircraft interface 420b manages communication with client devices within modules 104 located on the port-side of aircraft 102. In some embodiments, for a wide-body aircraft such as the A350, a middle-aisle aircraft interface (not shown) can be added to manage communication with client devices in the middle-aisle (or other intermediate portion) of the aircraft. In some embodiments, client devices in the middle aisle of a wide-body aircraft can be evenly assigned to the port-side and starboard- side aircraft interfaces 420.

[0062] In some embodiments, general aircraft interface 425 can be located in the pilot cabin, and aircraft interfaces 420a and 420b can be located in a control cabin, a flight crew cabin, or the galley. Each of aircraft interfaces 420a, 420b, and 425 can be duplicated and installed at various locations on aircraft 102 such as the forward portion, middle portion, and/or the aft portion of aircraft 102.

[0063] In many embodiments, any communication from an aircraft interface 420a, 420b, or 425 (in aircraft interface layer 405) to one of the modules 104 (in module layer 415) follows the hierarchical layer as shown. First, the communication goes from aircraft interface layer 405 to data management layer 410, and then to module layer 415. Any communication or data transfer from modules 104 to one of the aircraft interfaces (e.g., interfaces 420a, 420b, and 425) follows the reverse order— data transfer starts from module layer 415, proceeds to data management layer to 410, and then to aircraft interface layer 405. As shown here, system 300 can be configured such that direct communication between module layer 415 and aircraft interface layer 405 is not allowed. This ensures that the client devices within each module 104 are uncoupled from the aircraft's native communication system.

[0064] Data management layer 410 can include PDCM 305 and PDC 310, and various support equipment and interfaces such as one or more optoelectronic devices, encryption and/or decryption devices, master PDC interfaces 320 (see FIG. 3), and/or endpoint switches such as switches 430a, 430b, 460a, and 460b.

[0065] PDC 310 can include one or more directors coupled with one or more aggregation switches. In the embodiment depicted in FIG. 4, PDC 310 includes a port-side director 435a, a starboard -side director 435b, a port-side aggregation switch 440a, a starboard -side aggregation switch 440b, a general director device 445, a general-port-side aggregation switch 450a, and a general -starboard- side aggregation switch 450b. In some embodiments, aggregation switches 440a and 440b are communicatively coupled to each other by a communication path 480a (e.g., an optical cable). This cross-network path (480) provides a redundant communication path in case, for example, one of the director devices (435a and 435b) fails. For example, if aggregation port-side director 435b becomes inoperable, the data from aggregation switch 440b can be forwarded to aggregation switch 440a via path 480a. Aggregation switch 440a then forwards the data to port-side director 435a for further processing. In some embodiments, aggregation switches 440a and 450a are coupled by a communication path 480b (e.g., an optical cable) to provide a cross network path between the port and starboard side aggregation switches 440. Similarly, aggregation switches 440b and 450b can also be communicatively coupled by a communication path 480c, and aggregation switches 450a and 450b can also be

communicatively coupled by a communication path 480d. In some embodiments, a

communication path (not shown) can also be provided between aggregation switches 440b and 450a.

[0066] Each of the aggregation switches 440 and 450 can provide link aggregation which uses multiple physical links in parallel to transfer data to other access switches. In addition to providing redundancy, link aggregation allows data to be transferred at rates beyond the limits of a single link while increasing the overall bandwidth and fault tolerance of the system. In some embodiments, one or more of the aggregation switches (e.g., switch 440a) of system 300 can operate under the link aggregation control protocol as specified, e.g., in the IEEE 802

specification.

[0067] In one embodiment, data management layer 410 can optionally include endpoint switches 430 and 460 (at shown in FIG. 4) to provide communication interfaces for one or more client devices 455a-d. In this embodiment, PDCM 305 may be located on one of modules 104 that houses a server rack or other support equipment such as an air control sensor, which can be one of client devices 455a-d. Here, each endpoint switch 430a, 430b, 460a, and 460b is coupled with a group of three client devices 455a, 455b, 455c, and 455d, respectively, within layer 410. Endpoint switches 430 and 460 are scalable and can be resized for the number of endpoints (or client devices) within layer 410. Each side of PDCM 305 (e.g., port side or starboard side) can have one or more dedicated endpoint switches. In system 300, each of the port and starboard sides of PDCM 305 can have at least two endpoint switches. In some embodiments, the port side of PDCM 305 can have endpoint switches 430a and 460a, and the starboard side of PDCM 305 can have endpoint switches 430b and 460b. Endpoint switch 430a is assigned to aggregation switch 440a and director 435a, endpoint switch 430b is assigned to aggregation switch 440b and director 435b, endpoint switch 460a is assigned to aggregation switch 450a and director 445, and endpoint switch 460b is assigned to aggregation switch 450b and director 445. Although data management layer 410 is shown as having four endpoint switches, data management layer 410 can have as many endpoint switches as desired, for example, based on the number of client devices in layer 410.

[0068] In system 300, aircraft 102 can have one or more sets of director devices and aggregation switches, where one or more sets manage communication with essential systems or subsystems and one or more sets manage communication with non-essential systems or subsystems. These sets can be further assigned to particular regions on aircraft 102. For example, a set of one or more director devices and one or more aggregation switches (e.g., director 435a and aggregation switch 440a) can be assigned to one side of aircraft 102, with another set (e.g., director 435b and aggregation switch 440b) assigned to the other side of aircraft 102, and these sets can manage communications with essential subsystems on module 104.

[0069] System 300 of aircraft 102 can also have one or more sets of director and aggregation switches configured for managing communications of non-essential subsystems. In the embodiment described with respect to FIG. 4, director 445 and aggregation switches 450a and 450b are responsible for managing communication of the non-essential systems. In some embodiments, system 300 can include another set of director and aggregation switches for managing communication of essential subsystems and/or client devices located in the middle of the aircraft.

[0070] The terms "essential" and "non-essential" refer to the relative importance of the functions that subsystems perform on the aircraft. Examples of essential entities include, but are not limited to, flight crew cabin controls, flight crew signage controls, emergency lighting, announcement systems, and safety systems. Safety systems can include an oxygen mask controller, smoke detector, temperature controller, and medical power outlets. Examples of nonessential entities can include, but are not limited to in-flight entertainment systems, artificial outside viewing windows, passenger communication devices (e.g., phones), passenger-controlled signage, general lighting, and non-medical or personal power outlets. Native communication system can include a PA system designed to interface with each module 104 that allows public announcement to be made.

[0071] In some embodiments, director 445 and aggregation switches 450a and 450b manage both aircraft 102 native communication systems and the non-essential subsystems of each module 104. Non-essential subsystems can be various components and devices that are integrated into the communication system of aircraft 102 as various modules 104 are being installed and connected to fuselage 112 of aircraft 102.

[0072] Each module 104 can have one or more endpoint switches, and each endpoint switch can have one or more client devices. Module layer 415 can have as many endpoint switches as required by the number of client devices and/or subsystems and the number of modules 104. As shown in FIG. 4, module layer 415 includes a single module 104 and has four endpoint switches 465a-b and 470a-b. Endpoint switch 465a manages communication for one side of aircraft 102 (e.g., portside) and endpoint switch 465b manages communication for the other side (e.g., starboard side) of aircraft 102. Both endpoint switches 465a and 465b are responsible for managing communication of essential systems. Endpoint switches 470a and 470b are responsible for managing communication of non-essential systems. System 300 is flexible as many of its components are flexible and scalable. For example, each aggregation switch (e.g., 440a, 440b, 450a, or 450b) can manage any number of endpoint switches within aircraft 102. Similarly, each endpoint switches 465 and 470 can manage any number of client devices within a single module 104.

[0073] Endpoint switch 465a can be coupled to aggregation switch 440a and endpoint switch 465b can be coupled to aggregation switch 440b. In this embodiment, endpoint switch 465a services client devices or subsystems 475a on the starboard side of module 104 and endpoint switch 465b services client devices 475b on the port side of module 104. As previously noted, client devices or subsystems 475a and 475b are essential subsystems that are part of module 104, and are not native to aircraft 102. In other words, if client devices 475a are part of module 104-3 and module 104-3 is removed from fuselage 112 of aircraft 102, then both endpoint switch 465a and client devices 475a will be disconnected from system 300. Additional endpoint switches and client devices can be installed and integrated with system 300 during installation of a replacement module.

[0074] In some embodiments, endpoint switches 465a and 465b are optically coupled together by one or more cables. This provides an alternative path for the data travel to one of the aggregation switches 440a and 440b in case of a failure at one of the endpoint or aggregation switches.

[0075] As shown in FIG. 4, endpoint switch 470a can be coupled to aggregation switch 450a, and endpoint switch 470b can be coupled to aggregation switch 450b. In this embodiment, endpoint switch 470a services client devices or subsystems 475a on the port side of module 104 and endpoint switch 465b services client devices 475b on the starboard side of module 104.

[0076] In some embodiments, endpoint switches 470a and 470b can be optically coupled together by one or more optical cables. This provides an alternative path for the data travel to one of the aggregation switches 450a and 450b in case of a failure at one of the endpoint or aggregation switches. A plurality of client devices 485a can be coupled to endpoint switch 470a, which can be scalable to have more or less client devices. Similarly, client devices 485b can be coupled to endpoint switch 470b, which is also scalable. In the rare event where an endpoint switch reaches the maximum limit of client devices that can be hooked up, more endpoint switches can be added to each of the aggregation switches to meet the demands.

[0077] FIG. 5 is a system block diagram illustrating the topology of system 300 within aircraft 102 in accordance with some embodiments of the present disclosure. As shown, system 300 is illustrated within fuselage 112 of aircraft 102 which includes modules 104-1, 104-2, and 104-n. While in this embodiment module 104-1 includes PDCM 305, in other embodiments, PDCM 305 can be installed in a cabin nearest the cockpit such as in a flight crew cabin or control cabin that can include multiple aircraft interfaces such as interfaces 420a, 402b, and 425.

[0078] In this and all other embodiments described here, system 300 or a portion thereof (such as modules 104) can be divided into two or more regions, such as a starboard side and a port side in some cases, or a starboard side, middle region, and port side in other cases. For weight balance and logical design considerations, all hardware and software modules of PDCM 305 can be evenly divided between the starboard and port sides by the side to which each hardware or software module is tasked to manage. For example, aircraft interface 420a, directors 435a and 445, and aggregation switches 440a and 450a are installed on the port side of module 104-1 because they manage communication for client devices or subsystems located on the port side of module 104-1. Similarly, aircraft interface 420b, director 435b and 445, and aggregation switches 440b and 450b are installed on the port side of module 104-1 because they manage communication for client devices or subsystems located on the port side of module 104-1. In some embodiments, all directors and aggregation switches can be installed in the middle of module 104-1 to balance the weight of aircraft 102 between the port and starboard sides.

[0079] In the embodiment of FIG. 5, modules 104-2 and 104-n are non-PDCM modules. For example, these modules are normal cabin modules 104 outfitted with multiple aircraft-to-cabin interfaces 325 for interfacing with PDCM 305 located in module 104-1. In some embodiments, between two non-PDCM cabin modules, there is no direct module-to-module connection and communication. In other words, in these embodiments each non-PDCM module in aircraft 102 is isolated from each other as there is no direct electrical and communication connection and any communication between two non-PDCM modules, if allowed, goes through one of the directors (e.g., director 435a or 445) in PDC 310. Similar to module 104-1, module 104-2 can be any type of module 104 described herein. Each side of module 104-2 can have two or more endpoint switches and two or more endpoint client devices. As illustrated in FIG. 5, the port side can include endpoint switches 465a and 470a. The starboard side of module 104-2 can include endpoint switches 465b and 470b. Switches 465a and 470b can be assigned to interface with essential client devices and/or subsystems of module 104-2. Switches 470a and 470b can be assigned to interface with non-essential client devices and/or subsystems of module 104-2.

[0080] System 300 can also include one or more cross-network optical paths between endpoint switches located on opposite sides of module 104. Each cross-network optical path can provide an alternative path for optical signals in case one of the aggregation switches on either side of module 104 fails. For example, an optical path 505a provides an alternative for optical signals from endpoint switch 465a or 465b. Similarly, an optical path 505b communicatively couples endpoint switch 470a to endpoint switch 470b to provide an alternative path

therebetween. An optical path 505c couples endpoint switch 510a to endpoint switch 510b. Similarly, endpoint switch 515a can be coupled to endpoint switch 515b by an optical path 505d, which provides an alternative data path therebetween. [0081] FIGS. 6A, 6B, and 6C are system block diagrams of module endpoint systems in accordance with some embodiments of the present disclosure. FIG. 6A illustrates a module- endpoint system 600 that includes both the essential and non-essential subsystems. FIG. 6B illustrates the essential subsystem 600a portion of module-endpoint system 600 depicted in FIG. 6A. FIG. 6C illustrates the non-essential subsystem 600b portion of module-endpoint system 600 depicted in FIG. 6 A. Module-endpoint system 600 can be part of PDCM 305 as depicted in FIG. 5 and in each of modules 104 of aircraft 102.

[0082] Referring to FIG. 6B, essential subsystem 600a includes an optical interface 602, a power interface 604, endpoint module switch 465a, and multiple client devices 475a- 1, 475a-2, and 475a-n. Optical interface 602 is one of several components of aircraft-to-module interfaces or more accurately PDC-to-module interfaces 325-1. Optical interface 602 is coupled to a primary SFP (small form-factor pluggable) transceiver 605, which is a part of an endpoint switch such as switch 465a.

[0083] Endpoint switch 465a can be a network router that forwards data packets from one of the aggregation switches (e.g., 450a) to one of the client devices (e.g., 475a-l) based on the address information in the data packets. In some embodiments, endpoint switch 465a can be an ethernet broadband router. Endpoint switch 465a can have two or more SFP transceivers, which receive data packets from optical interface 602. One or more additional transceivers can serve as a backup or alternate SFP. For example, an alternate SFP transceiver 607 can be coupled to PDC-to-module interfaces 325-2, on the opposite side of module 104. In this way, client devices 475a- 1 through 475a-n can still be controlled and managed using another director and/or aggregation switch (e.g., director 435b, switch 440b) via the cross network optical connection between endpoint switches on the port and starboard sides of module 104.

[0084] Each essential endpoint switch (e.g., 465a) can include one or more communication ports 610-1, 610-2, and 610-n. Each of ports 610 can be an RJ45 port. Other type of

communication port can also be used such as an optical port. Each port 610 is coupled to a client device or endpoint. For example, client device 475a-l is an attendant panel and is coupled to endpoint switch 465a at port 610-1. Similarly, a collection of client devices (passenger endpoint) 475a-2 is coupled to endpoint switch at port 610-2. [0085] Each essential and non-essential endpoint switch can have one or more types of connections. For example, in some embodiments the endpoint switches can have three types of connections. The first type can be an externally-facing port for communication with PDC 310. This first-type port can be coupled to the local side (side that is communicatively coupled to the PDC) of the aggregation switch (e.g., 440a) in PDC 310 and uses a SFP multimode optical communication technology. The second type can be a peer-side communication port that provides electrically isolated communications between components located on different sides (e.g., components in the port and starboard sides) and within module 104. The second-type port can also use a SFP multimode optical communication technology. The third type can be an internally-facing port (e.g., facing the internal cabin of module 104) that uses, for example, POE and RJ45 connection technologies. The third-type port can be capable of delivering power and can be located on the local side of endpoint switch.

[0086] Each of client devices 475a- 1 and 475a-2 can perform one or more functions. For example, client device 475a- 1 allows the flight crew to make an announcement of the public announcement system by interacting with touchscreen 615, which is communicatively coupled to PA interface 620. Client device 475a-2 can control multiple functions at one or more passenger locations such as emergency lights, seatbelt sign, no smoking sign, loud speaker, oxygen release, and temperature sensor. These essential functions can be controlled by the flight crew using one of aircraft interfaces 420a or 420b.

[0087] Essential subsystem 600a can include a power interface 604, which receives power from aircraft 102 and delivers it to various components within subsystem 600a such as medical power outlet 620 and power transformer 625. In some embodiments, power delivered to power interface 604 originated from an essential power network (described below). Alternatively, power interface 604 can receive power from more than one power sources for redundancy. In some embodiments, power transformer 625 receives power from an alternate power source 627. Alternate power source 627 can be one of the three common power sources/networks on aircraft 102, which are the essential power network, port side power network, and starboard side power network.

[0088] Referring to FIG. 6C, non-essential subsystem 600b can be similar to subsystem 600a from a system (hardware and software) standpoint. Like essential system 600a, non-essential system 600b can also include an optical interface 650, a power interface 655, an endpoint switch (e.g., switch 470a), and multiple client devices 485-a, 485-b, and 485-n. In some embodiments, a difference between essential system 600a and non-essential system 600b can be the multiple client devices 485, which are tasked to perform functions other than essential functions performed by client devices 475 of system 600a.

[0089] In some embodiments, client device 485-a is tasked to perform non-essential functions such as, but not limited to, task light, in-flight entertainment, passenger call sign, passenger call button, and passenger call chime. Client device 485-b can be a cabin light control module, which controls the cabin light such as the non-emergency backlit ceiling light.

[0090] Similar to endpoint switch 465a, endpoint switch 470a is also scalable and includes multiple communication ports. In some embodiments, endpoint switch 470a can have eight or more communication ports, each of which can be an RJ45 communication port.

[0091] Each of client devices 475 and 485 can include a power over ethernet (POE) and step- down splitter 665, a communication module 667, a power supply module 669, a USB port 671, and a processor 673. Communication module 667 can be an ethernet interface chip. Power supply module 669 is constructed to receive power from the POE and splitter 665 and delivers the appropriate voltage to USB port 671. Each of client devices 485 can also receive power directly from a power conversion module 675, which receives power from power interface 655. In some embodiments, each endpoint switch (e.g., 465 or 470) can deliver power to endpoints through 25.5 watt-capable POE ports. If more power is required, a separate power connection from a corresponding power network can be used.

[0092] In some embodiments, each endpoint switch can serialize and deserialize information to and from the network directors in order to provide specialized, discrete signals and buses for cabin crew and safety equipment. Each endpoint switch can be similar to decoder-encoder type B units (DEU B) provided in Airbus cabin intercommunication data system (CIDS).

Alternatively, serialization and deserialization modules can be used and installed in and/or between module layer 415 and data management layer 410.

[0093] In some embodiments, a DEU can provide an interface between the CIDS data bus and different cabin systems. The information from the bus is transformed by the DEU into control signals which are sent to the respective cabin systems. The information from the cabin systems is transformed into data bus information and transmitted back to the active director. The DEUs can be installed in the pressurized area of the cabin. Each DEU can be controlled by the active director (e.g., director 435 and 445). The DEU can be connected to one of the six data- bus top lines via connection-boxes or termination-boxes.

[0094] FIG. 7 A is a system block diagram illustrating a detailed view of a portion 700 of PDC 310 in accordance with some embodiments of the present disclosure. Portion 700 includes non-essential director 445, non-essential aggregation switch 450a, a main power interface 705, an alternate power interface 710, a main optical interface 715, a cross-network optical interface 720, and a server 725.

[0095] In some embodiments, director 445 includes a data traffic management module 730, a processor 735, an Ethernet chip 740, a power converter 745, and a POE and splitter 747. Server 725 can include in-flight entertainment storage with content such as movies, music videos, audio programming, etc.

[0096] Each aggregation switch (e.g., 440a-b, 450a-450) can include multiple SFP transceivers 750-1, 750-2, and 750-n, each of which can be connected to an endpoint switch (e.g., 470a). Aggregation switch 450a can also include a peer SFP transceiver 755, which can be coupled to a peer aggregation switch 515a (see FIG. 5). This provides an alternate and redundant path for the data in case of a failure in one of the aggregation switches and/or one of the directors.

[0097] Similarly, SFP transceiver 760 is coupled to cross-network optical interface 715, which is coupled to aggregation switch 450b (see FIG. 5), on the opposite side of module 104. In this way, an alternate and redundant path is provided for the data in case of a failure in one of the aggregation switches and/or one of the directors on the other side (port side) of module 104. In some embodiments, server 725 and director 445 can receive power from power converter 765, which is coupled to power interface 705.

[0098] FIG. 7B is a system block diagram illustrating a detailed view of a portion 750 of PDC 310 in accordance with some embodiments of the present disclosure. Portion 750 includes an essential director such as 435a or 435b, essential aggregation switch 440a, a main power interface 770, an alternate power interface 780, a main optical interface 775, and an optional cross-network optical interface (not shown). Director 435a can also include a non-ESS Ethernet module 789. Similar to director 445, director 475a includes a processor 782, an Ethernet chip 784, a power converter 786, and a POE and splitter 788. However, as shown in FIG. 7B, director 475a includes a flight attendant panel with touchscreen 715, which can be used to activate the PA system via PA interface 720 (see FIG. 7).

[0099] As previously described, each aggregation switch (e.g., 440a-b, 450a-450) can include multiple SFP transceivers 750-1, 750-2, and 750-n, each of which can be connected to an endpoint switch (e.g., 470a). In portion 750, aggregation switch 440a includes SFP transceiver 760, which is coupled to a cross-network optical interface (not shown) that can receive optical data from one of the aggregation switches on the opposite side of module 104 or from a peer aggregation switch on the same side of module 104. Similar to switch 450a of portion 700, aggregation switch 440a can include peer SPF transceiver 755 that is optically coupled to an aggregation switch on the same side of module 104. In this way, an alternate/redundant path for the data is provided in case one of the aggregation switches and/or one of the directors on the other side (port side) of module 104 becomes inoperable.

[0100] Each and every action and/or task of the computing components described herein (e.g., receiving, switching, serializing, deserializing) can be accomplished using hardware, software, and/or a combination of the two. In terms of software for example, each component (e.g., traffic management module 730, processor 735) can include processing circuitry and non- transitory memory storing one or more software instructions for performing those actions and/or tasks. For example, system 300 and/or each computing component described herein can include processing circuitry and non-transitory memory on which is stored one or more instructions that, when executed by the processing circuitry, cause those actions and/or tasks of system 300 and/or each computing component to be taken. The processing circuitry can include one or more processors, microprocessors, controllers, microcontrollers, and/or programmable logic devices (e.g., PLD, CPLD, PLA, PLC, PGA, FPGA, etc.) and can be implemented in a single discrete location or can be distributed throughout the component (e.g., on multiple chips). The non- transitory memory can be shared by one or more of the various processing circuits within each component, or can be distributed amongst two or more of the processing circuits within each component (e.g., as separate memories present within different chips). The processing circuitry and non-transitory memory can also be shared across different components. The non-transitory memory can be volatile (e.g., RAM, etc.) and/or non-volatile memory (e.g., ROM, flash memory, F-RAM, etc.). Those of ordinary skill in the art will readily understand the placement and connection of this processing circuitry and memory in these embodiments such that the processing circuitry and memory need not be shown specifically in the figures.

[0101] As used herein and in the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

[0102] The examples and embodiments provided herein areprovided for illustrative purposes and are not intended to limit the application or claims provided herein. It will be understood that the specific embodiments disclosed herein and the systems, components, methods, modules, aircraft, etc. described herein need not take the specific form described, but can instead be applied in various different or additional manners consistent with the present disclosure and claims. It will further be understood that the present disclosure need not take the specific form explicitly described herein, and the present disclosure is intended to include changes variations thereof, consistent with the appended claims and the present disclosure, for example, to optimize the subject matter described herein. The disclosed subject matter is not limited to any single or specific embodiment described herein, but rather should be construed in breadth and scope in accordance with the appended claims.

Claims

CLAIMS What is claimed is:

1. A communication network for managing communication between a

communication system of an aircraft and devices of a plurality of modules of a modular cabin of the aircraft, the communication network comprising: a network director communicatively coupled to the aircraft communication system; a plurality of module communication interfaces, wherein each module communication interface of the plurality of module communication interfaces is adapted to pass communications to and from one of the plurality of modules; and a data aggregation switch communicatively coupled to the network director and to the plurality of module communication interfaces.

2. The communication network of claim 1, wherein the network director is adapted to manage data flow between the data aggregation switch and the plurality of module communication interfaces.

3. The communication network of claim 1, further comprising: a plurality of client devices located in a first module of the plurality of modules; and an endpoint switch located in the first module and communicatively coupled to the plurality of client devices and one of the plurality of module communication interfaces.

4. The communication network of claim 1, further comprising: a plurality of client devices located in a first module of the plurality of modules; and a plurality of endpoint switches located in the first module and communicatively coupled to the plurality of client devices and one of the plurality of module communication interfaces.

5. The communication network of claim 1, wherein the network director is a first network director, the plurality of module communication interfaces is a first plurality of module communication interfaces, and the aggregation data switch is a first aggregation data switch, the network further comprising: a second network director communicatively coupled to a native aircraft communication system; a second plurality of module communication interfaces, wherein each module

communication interface of the second plurality of module communication interfaces is physically coupled to and adapted to pass communications to and from one of the plurality of modules; and a second data aggregation switch communicatively coupled to the second network director and to the second plurality of module communication interfaces.

6. The communication network of claim 5, wherein the first network director and the first data aggregation switch are configured to control a first type of communication and the second network director and the second data aggregation switch are configured to control a second type of communication.

7. The communication network of claim 6, wherein the first type of communication is essential communication and the second type of communication is non-essential

communication.

8. The communication network of claim 6, wherein the first type of communication is essential communication comprising one or more of flight crew cabin controls, flight-crew- controlled cabin signage communications, emergency lighting and signs, announcement system communications, and safety systems communications, and wherein the second type of communication is non-essential communication comprising one or more of in-flight entertainment system communications, artificial outside view window communications, passenger communications, passenger-controlled signage, and passenger seat lighting communications.

9. The communication network of claim 7, further comprising: a plurality of non-essential-communication endpoint switches, each non-essential- communication endpoint switch of the plurality of non-essential-communication endpoint switches communicatively coupled to one of the second plurality of module communication interfaces; and a plurality of client devices located in a first module of the plurality of modules, the plurality of client devices being coupled a first non-essential-communication endpoint switch of the plurality of non-essential-communication endpoint switches.

10. The communication network of claim 7, wherein the first and second data aggregation switches are communicatively coupled together.

11. The communication network of claim 10, wherein the first data aggregation switch is adapted to assume responsibility for switching functions of the second data aggregation switch in case of fault of failure, and wherein the second data aggregation switch is adapted to assume responsibility for switching functions of the first data aggregation switch in case of fault of failure.

12. The communication network of claim 7, wherein a first and a second endpoint switch of the plurality of non-essential endpoint switches are communicatively coupled together.

13. The communication network of claim 12, wherein the first endpoint switch is adapted to assume responsibility for switching functions of the second endpoint switch in case of fault of failure, and wherein the second endpoint switch is adapted to assume responsibility for switching functions of the first endpoint switch in case of fault of failure.

14. The communication network of claim 5, further comprising: a third network director communicatively coupled to the communication system of the aircraft; a third plurality of module communication interfaces, each module communication interface of the third plurality of module communication interfaces being physically coupled to and adapted to pass communications to and from one of the plurality of modules; and a third data aggregation switch communicatively coupled to the third network director and to the third plurality of module communication interfaces, wherein the first and second network directors, the first and second plurality of cabin communication interfaces, and the first and second data aggregation switches are configured to manage communication on a first side of the plurality of modules, and wherein the third network director, the third plurality of module communication interfaces, and the third data aggregation switch are configured to manage communication on a second side of the plurality of modules.

15. The communication network of claim 14, wherein the first and second network directors, the first and second plurality of cabin communication interfaces, and the first and second data aggregation switches are coupled to a first power network on the first side or second side of the plurality of modules.

16. The communication network of claim 15, wherein the third network director, the third plurality of cabin communication interfaces, and the third data aggregation switch are coupled to a second power network on a side opposite to the first power network.

17. A method for managing communication between a communication system of an aircraft and devices of a plurality of modules of a modular cabin of the aircraft, the method comprising: receiving, at a first switch, data from a plurality of client devices located in a first module of the modular cabin of the aircraft; sending, by the first switch, the received data to a second switch located in a second module of the modular cabin of the aircraft; sending, by the second switch, the data received from the first switch to a network director located in the second module; and processing, by the network director, the data received from the second switch.

18. The method of claim 17, wherein the first switch is an endpoint switch and the second switch is an aggregation switch.

19. The method of claim 18, wherein the data received at the endpoint switch comprises identifying information of the plurality of client devices and the endpoint switch.

20. The method of claim 19, wherein the network director process the data received from the aggregation switch based on the identifying information of the plurality of client devices and the endpoint switch.

21. The method of claim 17, wherein the first switch and the plurality of client devices are assigned to a first side of the first module.

22. A method for managing communication between a communication system of an aircraft and devices of a plurality of modules of a modular cabin of the aircraft, the method comprising: receiving, at a first switch located at a central node of a communication network of the aircraft, data from at least one of a first plurality of devices of the plurality of modules; sending, by the first switch, the data received from the at least one of the plurality of devices, to a first network director located at the central node; and processing, by the first network director, the data received from the first switch.

23. The method of claim 22, wherein the data received at the first switch comprises identifying information of the at least one of the plurality of devices and a second switch.

24. The method of claim 23, wherein the first network director process the data based on the identifying information.

25. The method of claim 24, wherein the second switch sends data from the at least one of the first plurality of devices to the first switch.

26. The method of claim 25, wherein the first switch is a first aggregation switch and the second switch is a first endpoint switch.

27. The method of claim 26, further comprising: receiving, at a second aggregation switch located at the central node, data from at least one of a second plurality of devices of the plurality of modules, wherein the first plurality of devices are located on a first side of a first module of the plurality of modules and the second plurality of devices are located on a second side of the first module.

28. The method of claim 27, further comprising: sending, by the second aggregation switch, the data received from the second plurality of devices to a second network director located at the central node; and processing, by the second network director, the data received from the second aggregation switch.

29. The method of claim 28, wherein the data from the second plurality of devices is sent to the second aggregation switch by a second endpoint switch coupled to the second plurality of devices.

30. The method of claim 29, wherein first and second aggregation switches are communicatively coupled to each other.