Aircraft door and privacy panel assemblies

A panel door assembly for providing access to an aircraft passenger suite includes a stationary panel with a side portion extending between upper and lower ends of the panel door assembly. A lower portion of the stationary panel may extend across a width of the panel door assembly and slide along a rail between open and closed positions. A removable panel may connect to the stationary panel and may include a first latching mechanism connecting the removable panel to an upper portion of the stationary panel and a second latching mechanism connecting the removable panel to the lower portion of the stationary panel. An emergency handle may be connected on an inner side of the removable panel, that when actuated, engages the first latching mechanism and the second latching mechanism, disconnecting the removable panel from the stationary panel and providing an egress path from the suite.

BACKGROUND

In premium class aircraft cabins (e.g., business class, first class), passengers are increasingly afforded larger, more spacious suites that provide privacy from other passengers within the aircraft through various panels, doors, and other cabin monuments that separate the passenger in the suite from the rest of the cabin. However, while attempting to give travelers a highly customized and private travel experience, aircraft cabin designs must still comply with safety and security regulations that regulate a passenger's ability to ingress and egress from any type of seating arrangement in emergencies and/or crash situations. Additional regulations provide aisle clearance specifications that stipulate required amounts of aisle clearance space for safe passage of passengers throughout the aircraft during both normal and emergency situations. Also, security regulations stipulate that flight attendants and other members of the airline crew must have clear sight lines of the passengers within the passenger suites without any obstructions from cabin furniture, suite panels, doors, or any other installed aircraft cabin monuments.

The design of front row passenger suites can be complicated due to the configuration of the suites with respect to forward cabin monuments that are installed forward of the front row passenger suites because the front row passenger suites may be have different relative orientations to the forward cabin monuments than the relative orientations between successive rows of passenger suites. For example, the forward cabin monuments may include various types of cabin furniture such as storage compartments, galley compartments, electronics compartments, and the like. For some front row passenger suite configurations, an aisle-side edge of the suite where a panel door from which a passenger ingresses or egresses from the suite is installed may be in line with an aisle-side edge of the forward cabin monuments. For other front row passenger suite configurations, the aisle-side edge of the suite may be misaligned with the aisle-side edge of the front cabin monuments, increasing the difficulty of designing panel door assemblies that can be adapted between aircraft platforms and configurations.

There is a corresponding need to equip non-suite passenger seats (e.g., coach class seats) with systems that provide privacy and a more intimate environment. Heretofore, use of privacy panels has been limited to deployment on a common armrest disposed between two business class seats.

SUMMARY OF ILLUSTRATIVE EMBODIMENTS

In certain embodiments, a panel door assembly that provides access to an aircraft passenger suite includes a stationary panel with a side portion extending between upper and lower ends of the panel door assembly. A lower portion of the stationary panel extends across a width of the panel door assembly and slides along a rail between an open and closed position. A removable panel connects to the stationary panel and includes a first latching mechanism connecting the removable panel to the upper portion of the stationary panel and a second latching mechanism connecting the removable panel to the lower portion of the stationary panel. An emergency handle is connected on an inner side of the removable panel, that, when actuated, engages the first latching mechanism and the second latching mechanism to disconnect the removable panel from the stationary panel to provide an egress path from the passenger suite.

In some embodiments, the panel door assembly operates as a single panel structure during normal operations. In some implementations, a normal operation handle provides for sliding the panel door assembly along a track between open and closed positions. In an open position, the panel door assembly provides an ingress or egress path into or out of a passenger suite. In a closed position, the panel door assembly separates an interior portion of the passenger suite from the rest of the aircraft cabin.

In certain embodiments, a passenger side of the removable panel includes an emergency handle that actuates upper and lower latching mechanisms to disconnect the removable panel from the stationary panel. The emergency panel is connected to cables that pull upper and lower levers of respective upper and lower latching mechanisms, thereby causing gears connected to pivoting latches to rotate. When the pivoting latches reach an unlatched position, the removable panel disconnects from the stationary panel. In certain embodiments, the removable panel is configured to hinge toward the passenger suite and away from the aisle when disconnecting from the stationary panel.

In certain embodiments, the panel door assembly can be installed in front row passenger suites connecting an aisle-side privacy panel of the passenger suite to forward cabin monuments that form a forward boundary of the passenger suite. In some embodiments, an aisle-side edge of a forward cabin monument is aligned with the aisle-side privacy panel of the passenger suite such that the panel door assembly extends from the privacy panel to the forward cabin monument when in the closed position. In other embodiments, the aisle-side edge of a forward cabin monument is not aligned with the aisle-side privacy panel of the passenger suite so a straight or curved filler door is connected between the panel door assembly and the aisle-side edge of a forward cabin monument.

Benefits of the embodiments described herein include providing both normal and emergency-use operations of the panel door assembly in order to provide maximum privacy and ease of use to the passenger while maintaining emergency ingress/egress paths as well as sight lines for flight crew personnel to have a clear view of the passengers sitting in the passenger suites. Other benefits of the embodiments described herein include providing a panel door assembly that is configurable for various types aircraft cabin and suite configurations, which improves manufacturing and installation efficiency.

In certain coach or business class embodiments, an apparatus and associated methods relate to a flexible privacy panel installed proximate a passenger seat, which at least partially obstructs the view from outside observers into the area around the passenger seat when the flexible privacy panel is in a closed position. In some embodiments, a flexible privacy panel may be in a “flexed-open” state. In some embodiments, a flexible privacy panel may be in a “closed” state, such that the view by outside observers is mostly (if not completely) obstructed by the flexible privacy panel. In some embodiments, the flexible privacy panel may be in a “stowed-open” state. In various embodiments, the flexible privacy panel may be configured to flex to permit ingress to and egress from the area around the passenger seat.

Various embodiments may achieve one or more advantages. For example, some embodiments may at least partially obstruct the view of the area around a passenger seat by outside observers. In some embodiments, the elasticity and stiffness of the flexible privacy panel may be customized to suit a person of average (or below-average) human strength, such that the vast majority of passengers can effectively push open the flexible privacy panel. In some embodiments, a person may use manual force to transition the panel to a “flexed-open” state. In some embodiments, a person may use manual force or electrical power to transition the panel between “closed” and “stowed-open” positions. In some embodiments, a mobile device with a flexible privacy panel program may control and monitor the various functions of the flexible privacy panel.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The description set forth below in connection with the appended drawings is intended to be a description of various, illustrative embodiments of the disclosed subject matter. Specific features and functionalities are described in connection with each illustrative embodiment; however, it will be apparent to those skilled in the art that the disclosed embodiments may be practiced without each of those specific features and functionalities.

Reference throughout the specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the subject matter disclosed. Thus, the appearance of the phrases “in one embodiment” or “in an embodiment” in various places throughout the specification is not necessarily referring to the same embodiment. Further, the particular features, structures or characteristics may be combined in any suitable manner in one or more embodiments. Further, it is intended that embodiments of the disclosed subject matter cover modifications and variations thereof.

It must be noted that, as used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context expressly dictates otherwise. That is, unless expressly specified otherwise, as used herein the words “a,” “an,” “the,” and the like carry the meaning of “one or more.” Additionally, it is to be understood that terms such as “left,” “right,” “top,” “bottom,” “front,” “rear,” “side,” “height,” “length,” “width,” “upper,” “lower,” “interior,” “exterior,” “inner,” “outer,” and the like that may be used herein merely describe points of reference and do not necessarily limit embodiments of the present disclosure to any particular orientation or configuration. Furthermore, terms such as “first,” “second,” “third,” etc., merely identify one of a number of portions, components, steps, operations, functions, and/or points of reference as disclosed herein, and likewise do not necessarily limit embodiments of the present disclosure to any particular configuration or orientation.

Furthermore, the terms “approximately,” “about,” “proximate,” “minor variation,” and similar terms generally refer to ranges that include the identified value within a margin of 20%, 10% or preferably 5% in certain embodiments, and any values therebetween.

All of the functionalities described in connection with one embodiment are intended to be applicable to the additional embodiments described below except where expressly stated or where the feature or function is incompatible with the additional embodiments. For example, where a given feature or function is expressly described in connection with one embodiment but not expressly mentioned in connection with an alternative embodiment, it should be understood that the inventors intend that that feature or function may be deployed, utilized or implemented in connection with the alternative embodiment unless the feature or function is incompatible with the alternative embodiment.

Aspects of the present disclosure are directed to panel door assemblies for aircraft cabin passenger suites. In some implementations, passenger suites in premium class aircraft cabins are equipped with a variety of panels, doors, and cabin furniture that separate an interior of the passenger suite from the rest of the aircraft cabin. To provide ingress/egress paths from the passenger suites, panel door assemblies may be installed that can be operated in normal and emergency use applications. For example, during normal use operations, the panel door assembly may operate as a single panel to either slide into or out of a panel recess in the passenger suite or rotate between open and closed positions without violating aisle clearance regulations. In some implementations, the panel door assembly may also include an emergency handle that may be operated by the passenger from within the suite that separates a removable portion from a stationary portion of the panel door assembly by operating latch mechanisms connecting the removable portion to the stationary portion, allowing the passenger to exit the passenger suite even when a normal operation path of the panel door assembly may be restricted such as during an emergency.

Aspects of the present disclosure are also directed to panel door assembly configurations for front row passenger suites in which forward cabin monuments (e.g., cabin furniture, storage compartments, galley compartments, electronics compartments, etc.) are installed forward of the front row passenger suites. In some implementations, an aisle-side edge of the front row passenger suite is aligned with an aisle-side edge of the forward cabin monuments such that the panel door assembly extends from the passenger suite to the forward cabin monuments so that the passenger is enclosed within the suite when the panel door assembly is in a closed position. In examples of other aircraft cabin configurations, an aisle-side edge of the front row passenger suite may not be aligned with an aisle-side edge of the forward cabin monuments such that a gap exists between the panel door assembly in an extended closed position and the aisle-side edge of the forward cabin monuments. In implementations where the aisle-side edge of the front row passenger suite is not aligned with the aisle-side edge of the forward cabin monuments, a filler door may be included that bridges the gap between the panel door assembly and the forward cabin monuments so that a passenger can be completely enclosed within the suite when the panel door assembly is in the closed position. The filler door may be detachably attached to the forward cabin monuments to provide for opening and closing the filler door during both normal and emergency operations. In addition, the front row passenger suite configurations described further herein may also satisfy security regulations that dictate sight lines that must be visible to flight crew personnel when travelers are enclosed within the passenger suites.

Turning toFIG. 1A, an exemplary passenger suite150with a panel door assembly102is illustrated. In some implementations, premium class aircraft cabins include multiple passenger suites arranged in various configurations that enhance privacy for travelers residing in those suites. For example, the aircraft cabin may include individual passenger suites extending along port and starboard outboard edges of the cabin such that one side of the passenger suite is adjacent to an aircraft window and another side of the passenger suite is adjacent to an aisle. In addition, the passenger suites may share forward and aft privacy panels with forward and aft passenger suites. For example, as shown inFIG. 1, the passenger suite150may be adjacent to outboard aircraft windows on the port side and may be adjacent to an aisle on the starboard side. In addition, the passenger suite150may be adjacent to other passenger suites on forward and aft sides of the passenger suite150. In some examples, the passenger suite150may be a front row passenger such that a forward bulkhead and/or forward cabin monuments form a forward boundary of the passenger suite150. Similarly, the passenger suite150may be a back row suite such that an aft bulkhead and/or aft cabin monuments form an rear boundary for the passenger suite150.

In some implementations, the panel door assembly102is configured to move between open and closed positions such that in an open position, an ingress/egress path into and out of the passenger suite150is provided. When moving to the open position, the panel door assembly102may slide in a rearward direction toward an aisle-side panel104such that the panel door assembly102is overlapped by the aisle-side panel104. In addition, the structure and materials that make up the panel door assembly102may be based on a shape and configuration of the passenger suite150. In some implementations, the panel door assembly102may be a flexible panel, which may be lightweight and have a minimal thickness to increase spaciousness for the passenger within the passenger suite150. In other implementations, the panel door assembly102may be a solid panel door that provides a more traditional door-like feel to the passenger.

FIG. 1Bdepicts an exemplary flexible privacy panel installed in aircraft passenger seating. Aircraft passenger seating100is shown as having a front seat105aand a rear seat105b. In an exemplary embodiment, seats105aand105bare facing in the forward direction of an airplane, and are adjacent to an aisle which passengers can use to travel to and from the seats105aand105b. Seats105aand105bare also shown as being at least partially enclosed by suite boundaries110aand110b. Suite boundaries110aand110bprovide at least some privacy for the occupants of seats105aand105bby at least partially obstructing the view of the area around the respective seats105aand105bby observers outside of the suite boundaries110aand110b.

An opening in the suite boundary110bis defined by the ingress/egress point115. The ingress/egress point115allows a passenger to both enter and leave the area around the seat105b. In one exemplary implementation, a closed flexible privacy panel120occupies at least part of the space in the ingress/egress point115to provide a passenger using seat105bwith additional privacy. The closed flexible privacy panel120at least partially obstructs the view from outside observers into the area around the seat105b. In contrast, the flexible privacy panel can be in an open flexed-out position, illustrated by flexed-open flexible privacy panel120a. The spacing between the distal end of closed flexible privacy panel120and the distal end of flexed-open flexible privacy panel120ais shown as being bending distance125.

The bending distance125may be a function of several variables. The bending distance125may be a function of the modulus of elasticity (e.g., Young's modulus or tensile modulus) of the material comprising the flexible privacy panel120or120a. The traditional definition for the modulus of elasticity of material is the ratio of stress (force per unit area) along an axis to strain (ratio of deformation over initial length) along that axis:

For example, steel may have a modulus of elasticity in the range of about 180 to about 200 N/m2. Such a material may provide little to no practical elasticity for a user attempting to push open the flexible privacy panel120. Other materials may have a smaller modulus of elasticity that may be more practical for an average person attempting to flex out the flexible privacy panel120. By way of example and not limitation, such materials may include plastics (with an elastic modulus around 0.5-3.1 N/m2) or rubber (with an elastic modulus around 0.1-0.5 N/m2).

The bending distance125may also be a function of the stiffness of the flexible privacy panel120or120a. Although the elastic modulus and stiffness are related, the elastic modulus of a material is not the same as the stiffness of a component made from that material. Elastic modulus is a property of the constituent material, while stiffness is a property of a structure or component of a structure (and is therefore dependent upon various physical dimensions that describe that component). The stiffness is usually defined as:

Where, F is the force applied on the body, and δ is the displacement produced by the force along the same degree of freedom. Thus, the bending distance125may also depend upon the physical dimensions of the flexible privacy panel120. For example, a rectangular shaped flexible privacy panel120may have a different stiffness than a circular or curved shaped flexible privacy panel120. Furthermore, a thick flexible privacy panel120may have a different stiffness than a thin flexible privacy panel120.

The bending distance125may further be a function of the amount of force a person exerts on the flexible privacy panel120or120a. A person with great strength may be able to bend the flexible privacy panel120with a certain modulus of elasticity, while a weak person may not be able to bend the same flexible privacy panel120with the same modulus of elasticity. The modulus of elasticity and stiffness of the flexible privacy panel120may therefore be customized to suit a person of average (or below average) human strength, such that the vast majority of passengers can effectively push open the flexible privacy panel120.

The closed flexible privacy panel120in the present exemplary embodiment is shown as moving outward from the area defined by the inside of the suite boundary110bto achieve the position associated with the flexed-open flexible privacy panel120a. Although shown as moving out of the area defined by the inside of the suite boundary110b, the flexed-open flexible privacy panel120amay instead move within the area defined by the inside of the suite boundary110b.

The flexible privacy panel120and120aalso moves out of or within a pocket140in the suite boundary110b. In this sense, the flexible privacy panel120and120acan be retracted within the pocket140to achieve a stowed state. Similarly, the flexible privacy panel120and120acan be extended out of the pocket140to achieve a deployed state.

FIG. 2depicts a perspective view of an exemplary flexible privacy panel installed in aircraft passenger seating in an open flexed-out position. Flexible privacy panel205is shown as being attached to a part of the suite boundary210. The flexible privacy panel205is in a “flexed-open” state, such that the view by outside observers of the area defined by the inside of the suite boundary210is not entirely obstructed by the flexible privacy panel205.

FIG. 3depicts a perspective view of an exemplary flexible privacy panel installed in aircraft passenger seating in an extended closed position. The flexible privacy panel305is shown as being attached to a part of the suite boundary310. The flexible privacy panel305is in a “closed” state, such that the view by outside observers of the area defined by the inside of the suite boundary310is mostly (if not completely) obstructed by the flexible privacy panel305. A person may pass through the ingress/egress point315to access or leave their seat area by manually pushing the flexible privacy panel305to a “flexed-open” state, or by retracting the panel to a “stowed-open” state (described in the next paragraph).

FIG. 4depicts a perspective view of an exemplary flexible privacy panel installed in aircraft passenger seating in a retracted open position. The flexible privacy panel405is shown as being attached to a part of the suite boundary410, and being stowed within a pocket420integrated into the suite boundary410. The flexible privacy panel405is in an “stowed-open” state, such that the view by outside observers of the area defined by the inside of the suite boundary410is mostly (if not completely) unobstructed by the flexible privacy panel405. A person using the seat425will be able to freely pass through the ingress/egress point415to access or leave their seat area.

FIG. 5depicts a top view of an exemplary flexible privacy panel installed in aircraft passenger seating in an extended closed position. The aircraft passenger seating500possesses a flexible privacy panel505shown in a “closed” state. The flexible privacy panel505is attached to a portion of the suite boundary510, which defines the area inside of the passenger seating500. The flexible privacy panel505occupies the area around the ingress/egress point515, such that the view by outside observers of the area defined by the inside of the suite boundary510is mostly (if not completely) obstructed by the flexible privacy panel505. In this exemplary embodiment, a control interface520controls the transitioning of the flexible privacy panel505between the “closed” and “stowed-open” state. This transition is accomplished via electrical means (such as an electric motor or electric actuator housed within the suite boundary510).

Although the control interface520in one exemplary embodiment controls the retraction and extension of the flexible privacy panel505via electrical means, other control means are possible. For example, the flexible privacy panel505may be retracted into and extended out of the suite boundary510by magnetic attraction or solenoids (such as a magnet placed on or within the flexible privacy panel505). In another exemplary embodiment, the flexible privacy panel505may be retracted into and extended out of the suite boundary510manually (e.g., by hand). In yet another exemplary embodiment, the flexible privacy panel505may be retracted into and extended out of the suite boundary510by pneumatic tubes or pistons.

FIG. 6depicts a top view of an exemplary flexible privacy panel installed in aircraft passenger seating in a retracted open position. The aircraft passenger seating500possesses a flexible privacy panel505shown in a “stowed-open” state. The flexible privacy panel505is attached to a portion of the suite boundary510, which defines the area inside of the passenger seating500. The flexible privacy panel505has been mostly displaced from the area around the ingress/egress point515, such that the view by outside observers of the area defined by the inside of the suite boundary510is mostly (if not completely) unobstructed by the flexible privacy panel505. In this exemplary embodiment, the control interface520has been utilized to transition the flexible privacy panel505from the “closed” state (not shown) to the “stowed-open” state.

FIG. 7depicts a top view of an exemplary flexible privacy panel installed in aircraft passenger seating in an open flexed-out position. The aircraft passenger seating500possesses a flexible privacy panel505shown in a “flexed-open” state. The flexible privacy panel505is attached to a portion of the suite boundary510, which defines the area inside of the passenger seating500. The flexible privacy panel505has been partially displaced from the area around the ingress/egress point515, such that the view by outside observers of the area defined by the inside of the suite boundary510is not entirely obstructed by the flexible privacy panel505. In this exemplary embodiment, the control interface520may not be utilized to transition the flexible privacy panel505from the “closed” state to the “flexed-open” state. Rather, a person may apply a manual force to the flexible privacy panel505to push the panel to a “flexed-open” state.

Although the control interface520in one exemplary embodiment may not control the flexing of the flexible privacy panel505, in other embodiments, the flexing can be controlled by control interface520. For example, the flexible privacy panel505may be formed out of an electroactive polymer that exhibits a change in shape when stimulated by an electric field. The control interface520may be configured to control the electricity being provided to the flexible privacy panel505, so that at a given voltage level, the flexible privacy panel505is in a “closed” state, while at another (different) voltage level, the flexible privacy panel505flexes to a “flexed-open” state.

FIG. 8depicts a top view of an exemplary privacy panel with a flexible hinge installed in aircraft passenger seating in an open flexed-out position. The aircraft passenger seating800possesses a rigid privacy panel805shown in a “flexed-open” state. The rigid privacy panel805is attached to a portion of the suite boundary810via a flexible hinge815. In this exemplary embodiment, the control interface820is located on the seat armrest. The control interface820controls the transitioning of the rigid privacy panel805to and from the “closed” state (not shown) to the “stowed-open” state (not shown). In this exemplary embodiment, a person has applied a manual force to the rigid privacy panel805to push the panel to a “flexed-open” state.

Also shown in theFIG. 8exemplary embodiment are two video screens825aand825b. A panel video screen825ais shown as being located on the rigid privacy panel805. Panel video screen825afaces toward the inside of the interior area defined by the suite boundary810when the rigid privacy panel805is in the “closed” state. Wall video screen825bis shown as being located on one of the interior walls of the suite boundary810. Also located on an adjacent wall of the suite boundary810is an emergency alarm830.

The emergency alarm830may notify a passenger with a specific sound whenever an emergency is taking place. A passenger located in the interior area defined by the suite boundary810may hear the sound and realize an emergency is taking place. A passenger may then push the rigid privacy panel805from a “closed” position (not shown) to a “flexed-open”position in order to escape the interior area defined by the suite boundary810in an emergency situation.

FIG. 9depicts a top view of exemplary dual flexible privacy panels installed in aircraft passenger seating in an extended closed position. In contrast with previous embodiments, the aircraft passenger seating900is equipped with two opposing flexible privacy panels905aand905b. A person may enter into or exit from the aircraft passenger seating area by using either of the flexible privacy panels905aand905b. The flexible privacy panels905aand905bmay transition between an “stowed-open” position (not shown) and a “closed” position using manual handle bars910aand910b, respectively. In the exemplary depiction, the flexible privacy panels905aand905bare extending from pockets (not shown) housed in the suite boundary915.

Near the distal ends of the flexible privacy panels905aand905bare panel detectors920aand920b. The panel detectors920aand920bmay include switches, contacts, or pressure sensors that may be configured to detect if their respective flexible privacy panels905aand905bare in a closed or open position. When the distal ends of the flexible privacy panels905aor905bare a certain distance from their respective panel detectors920aor920b, the respective panel detector920aor920bcan indicate that its corresponding flexible privacy panel905aor905bis in a “closed” state. Each flexible privacy panel905aand905bis also shown with their respective lighting element925aand925b.

Panel detectors920aand920bmay use other methods to determine if the corresponding flexible privacy panels905aand905bare in a closed or open position. In some embodiments, the panel detectors920aand920bmay be configured to detect the intensity of light emitting from lighting elements925aand925b. When the light intensity measured by the panel detectors920aand920breaches a certain threshold value, a detector may indicate that its corresponding panel is in a “closed” state. In some embodiments, the flexible privacy panels905aor905bmay have magnets on or within their distal ends. The panel detectors920aand920bmay be configured to detect the magnetic field created by the magnets of the flexible privacy panels905aand905b. When the magnetic field strength measured by the panel detectors920aand920breaches a certain threshold value, a detector may indicate that its corresponding panel is in a “closed” state. The panel detectors920aand920bmay report the state of the flexible privacy panels905aand905bto a user's mobile device or to the flight crew.

FIG. 10depicts a top view of exemplary dual flexible privacy panels installed in aircraft passenger seating in a retracted open position. The flexible privacy panels905aand905bare shown as being in a “stowed-open” position. The transition of the flexible privacy panels905aand905bfrom the “closed” state inFIG. 24to the “stowed-open” state inFIG. 10is accomplished using manual handle bars910aand910b. The manual handle bars910aand910btravel in channels (not shown) defined on the interior walls of the suite boundary915. A person can, by hand, push or pull the manual handle bars910aand910bto achieve either the “closed” or “stowed-open” states (or an intermediate state between “closed” and “stowed-open”) for the flexible privacy panels905aand905b. In this configuration, the panel detectors920aand920bare reporting that the flexible privacy panels905aand905bare both in the “stowed-open” state.

FIG. 11depicts a side view of exemplary flexible privacy panels installed in aircraft passenger seating in an extended closed position. This exemplary aircraft passenger seating1100shows aircraft passenger seats1105a,1105b, and1105cadjacent to an aisle1110. In contrast with previously presented exemplary embodiments, the embodiment ofFIG. 11does not have suite boundaries surrounding each individual passenger seat.

Each of the aircraft passenger seats1105a,1105b, and1105cmay have its own corresponding flexible privacy panel1115a,1115b, and1115cattached to the seat. This is another difference from previously presented exemplary embodiments, in that the flexible privacy panels are attached to the individual seats rather than the individual seat boundaries. Each of the flexible privacy panels1115a,1115b, and1115care shown as being in a “closed” state, such that the view by outside observers of immediate area between one seat and the seat in front of it is at least partially obstructed by that seat's corresponding privacy panel.

Each of the flexible privacy panels1115a,1115b, and1115cis shown as possessing its own pocket1120a,1120b, and1120c(respectively). The pockets1120a,1120b, and1120care integrally formed with their respective aircraft passenger seats1105a,1105b, and1105c. Each of the pockets1120a,1120b, and1120care configured to receive their corresponding flexible privacy panel1115a,1115b, and1115cwhen the panels are transitioned from a “closed” state to a “stowed-open” state (not shown).

Although the flexible privacy panels1115a,1115b, and1115cin theFIG. 11exemplary embodiment are able to be pulled out from is corresponding aircraft passenger seats1105a,1105b, and1105c, other configurations are possible. For example, the flexible privacy panels may pull out from suite boundaries that substantially surround individual passenger seats (similar to the exemplary embodiments inFIGS. 1-11). In some embodiments, the flexible privacy panels may pull out from an arm rest region of an individual passenger seat. In some implementations, the flexible privacy panel may pull out from a spool or winding in the vicinity of an individual passenger seat.

FIG. 12depicts a side view of exemplary flexible privacy panels installed in aircraft passenger seating with one panel in an extended closed position and other panels in retracted open positions. The aircraft passenger seat1105ais shown with its corresponding flexible privacy panel1115ain a “closed” state, while the aircraft passenger seats1105band1105care shown with their corresponding flexible privacy panels1115band1115cin a “stowed-open” state. In the “stowed-open” state, the flexible privacy panels1115band1115care fully retracted within their respective pockets1120band1120c, while the flexible privacy panel1115a(in a “closed” state) is fully extended out of its pocket1120a.

Each of the aircraft passenger seats1105a,1105b, and1105care shown with their respective do-not-disturb status indicators1225a,1225b, and1225c. The do-not-disturb status indicators1225a,1225b, and1225cmay be set by the passenger. The do-not-disturb status indicators1225a,1225b, and1225cmay be automatically set based on the state of the corresponding flexible privacy panels1115a,1115b, and1115c. In this exemplary embodiment, the do-not-disturb status indicator1225aindicates a “do not disturb” status (because its corresponding flexible privacy panel1115ais in a “closed” state), while the do-not-disturb status indicators1225band1225cboth indicate a “may disturb” status (because their corresponding flexible privacy panels1115band1115care in a “stowed-open” state).

FIG. 13depicts an exemplary flexible privacy panel with upper venting and lower heating grid. The flexible privacy panel1300possess distal and proximal ends, where the proximal end may be attached to an aircraft passenger seat, a suite boundary, an arm rest region of an individual passenger seat, or any other convenient location. Shown extending along the upper portion of the flexible privacy panel1300from a proximal end to a distal end are vents1305. The vents1305provide air flow to and from the area around a passenger aircraft seat.

The vents1305may be adjustable (individually or together) such that the slits in the vents1305can be widened or narrowed. The opening in the vents1305may be adjusted manually or through other means (such as electrically or pneumatically). The vents1305may also be disposed on the opposite side of the flexible privacy panel1300.

On the bottom portion of the flexible privacy panel1300are heating elements1310. The heating elements1310are shown in grid-like pattern, and provide a source of heat on the flexible privacy panel1300. The heating elements1310are shown as connecting to the proximal end of the flexible privacy panel1300where a power source (not shown) provides power to the heating elements1310.

Although not shown in this exemplary embodiment, the flexible privacy panel1300may be customized with thermal conductivity properties such that the heat from heating elements1310effectively emanates from one side of the flexible privacy panel1300. For example, the front side of the flexible privacy panel may be formed of a high thermal conductivity material, while the back side of the flexible privacy panel1300may be formed of a low thermal conductivity material. In such a situation, the flow of heat may be directed to the front side of the flexible privacy panel1300, while there is minimal heat flow on the back side of the flexible privacy panel1300.

FIG. 14depicts exemplary paired flexible privacy panels with embedded magnets. The paired flexible privacy panels1400include a right panel1405aand a left panel1405b. The right panel1405aand a left panel1405bare configured such that in the “closed” position, they are substantially touching one another. The right panel1405aand a left panel1405bhave a set of upper magnets1410aand1410b, which are configured to attract one another, and a set of lower magnets1415aand1415b, which are also configured to attract one another. A person may open the paired flexible privacy panels1400by applying enough force to the panels to overcome the magnetic attraction between both the upper magnets1410a,1410band lower magnets1415a, and1415b.

FIG. 15depicts an exemplary winding flexible privacy panel with a spool. The winding flexible privacy panel system1500includes a winding flexible privacy panel1505that is attached to a spool1510housed in a first wall1515. The spool1510may be self-retracting or auto-winding, such that the winding flexible privacy panel1505automatically retracts within the spool1510.

On a second wall1520are located wall magnets1525a,1525b, and1525c. The wall magnets1525a,1525b, and1525cmay be paired with panel magnets1530a,1530b, and1530c, such that the wall magnets and panel magnets attract one another. The magnets may provide a low threshold retention force. In a “closed” position, the force of attraction between the wall magnets1525a,1525b, and1525cand the panel magnets1530a,1530b, and1530covercomes the winding force of the spool1510. Once sufficient separation is made between the wall magnets1525a,1525b, and1525cand the panel magnets1530a,1530b, and1530c(manually by hand, for example), the winding force of the spool1510dominates, such that the winding flexible privacy panel1505auto-winds into the spool1510.

Although permanent magnets may be used for the wall magnets1525a,1525b, and1525cand the panel magnets1530a,1530b, and1530c, other configurations are possible. In some embodiments, the wall magnets1525a,1525b, and1525care electromagnets that may de-energize when the power source to the electromagnets is cut off. This may occur, for example, in the case of an emergency, where the magnetic force ceases and the spool1510automatically retracts the winding flexible privacy panel1505into the wall1515.

FIG. 16depicts an exemplary mobile device with a flexible privacy panel program for controlling the various functions of the flexible privacy panel. A user device1600is installed with software to control and monitor the different aspects of an aircraft passenger seating equipped with a flexible privacy panel. The user device1600is shown as displaying the emergency status1605of the aircraft (in this example, “none”). Also displayed on the user device1600is the privacy door position status1610(in this example, “open”), the heated panel status1615(in this example, “off”), and the privacy status1620(in this example, “do not disturb”). A panel control1625is shown at the bottom part of the user device1600display. A user can choose which state they desire a flexible privacy panel to be in (for example, either “open” or “closed”).

Although various embodiments have been described with reference to the Figures, other embodiments are possible. For example, a privacy panel may extend from a seat surround, whether attached to the seat or separately to seat surround furniture. In some embodiments, the privacy panel is flexible so that it may deflect out of the path of egress without any direct passenger action (e.g. the passenger can walk right through the panel). This may allow for at least two methods of egress from the seat: 1) stowing the panel in the “open” position either manually, electrically or by other method and, 2) emergency egress if the panel is in the “closed” position.

In some embodiments, a privacy panel system can be incorporated on a variety of seat types or with furniture surrounding a seat. In some implementations, the privacy panel is a flexible panel that can be deployed/stowed manually, electrically or by other means. In some embodiments, the flexible panel may address airworthiness requirements for egress by being stowed by the passenger or cabin crew (normal use) using methods described above for conditions that require the panel be stowed (e.g. for taxi, take-off or landing). In some embodiments, in the event that the panel system is not able to be stowed due to a failure, the passenger may egress from the seat simply by pushing through the flexible privacy panel.

In some embodiments, sliding privacy panels may be used on business class and first class seats. In some embodiments, a privacy panel may be applied to many airplane passenger seats in different service classes. In some embodiments, some travel horizontally. In some embodiments, some travel vertically. In some embodiments, a flexible privacy panel may have a curved or non-polygonal shape. In some embodiments, a flexible privacy panel may be divided into a top and bottom (or multiple section) panel. In some embodiments, a flexible privacy panel may be retained in a closed position via a fastener (e.g. button snap and/or hook and loop).

In some embodiments, a flexible panel may be stowed between the aisle shell and the inner foam area. In some embodiments, privacy panel may be constructed of a flexible stiffener (e.g., like a tent pole) with fabric stretched over the frame. In some embodiments, a privacy panel may deflect if needed in an egress condition and return to its deployed position without permanently interfering into the aisle. In some embodiments, there may be some wash lighting or projection lighting shining on the deployed panel.

In some embodiments, the flexible privacy panel may be pushed away and return to a “closed” state, which still clears the aisle. In some embodiments, a flexible privacy panel may have flexible plastic. In some embodiments, a flexible privacy panel may have a flexible section within plastic. In some embodiments, a flexible privacy panel may have score points that cause a rigid panel to be hangable and/or flexible upon breaking. In some embodiments, a flexible privacy panel may spring back and not remain in the aisle. In some embodiments, a flexible privacy panel may not break away and fall into the aisle in emergency conditions.

FIGS. 17A and 17Billustrate views of a panel door assembly1700, which can be an implementation of the panel door assembly102for the passenger suite150shown inFIG. 1A. For example,FIG. 17Aillustrates an aisle-side view of the panel door assembly1700, also referred to as an outer view that is adjacent to an aisle of the aircraft cabin.FIG. 17Billustrates a passenger-side view of the panel door assembly1700, also referred to as an inner view that is adjacent to a passenger sitting within a passenger suite of the aircraft cabin.

In some implementations, the panel door assembly1700includes a stationary portion1702and a removable portion1704that are connected to each other during normal operation of the panel door assembly1700such that the panel door assembly1700operates as if the panel door assembly1700were a single panel structure. The panel door assembly1700may include a normal operation handle1712from which the panel door assembly1700is operated during non-emergency situations. For example, a passenger may grasp the normal operation handle1712and slide the panel door assembly1700back and forth along rail1710to move the panel door assembly1700between open and closed positions in order to ingress or egress to/from the passenger suite. As the panel door assembly1700is slid back and forth along the rail1710, the removable and stationary portions of the panel door assembly1700remain connected to one another and operate as a single panel structure.

FIG. 17Bincludes markers indicating the boundaries of the removable panel1702and the stationary panel1704of the panel door assembly1700. For example, the solid boundary line delineates the removable panel1702, and the dashed boundary line delineates the stationary panel1704. In some implementations, the stationary panel1704has an “L” shape with a side portion1716extending from an upper edge to a lower edge of the panel door assembly1700and a lower portion1718extending along a lower edge of the panel door assembly1700. For example, the lower portion1718of the stationary panel1704may extend along a length of the rail1710on a lower end of the panel door assembly1700. In some implementations, the removable panel1702may have a rectangular shape that is nested between the side portion1716and the lower portion1718of the stationary panel1704when the removable panel1702is connected to the stationary panel1704during normal operations of the panel door assembly1700.

In some implementations, a total weight of the panel door assembly1700may be designed for ease of operation by an average-sized adult passenger such that the passenger is able to slide the panel door assembly1700along the rail1710to move the panel door assembly1700between open and closed positions. In some examples, a total weight of the panel door assembly1700may be preferably less than 30 pounds (lbs.) but may have any weight in ranges from 10-30 lbs., 20-30 lbs., 25-30 lbs., 26-28 lbs., and in one example has a total weight of 27.9 lbs. In addition, the removable panel1702may have a weight that is less than the stationary panel1704to more easily allow a passenger to remove the removable panel1702from the panel door assembly1700during emergency operations. In some examples, the weight of the removable panel1702may be preferably less than 15 lbs. but may have any weight in ranges from 5-20 lbs., 10-20 lbs., 10-15 lbs., 11-13 lbs., and in one example has a weight of approximately 12.6 lbs. In addition, the weight of the stationary panel1704may be preferable less than 20 lbs. but may have any weight in ranges from 5-20 lbs., 10-20 lbs., 15-20 lbs., and in one example has a weight of approximately 15.3 lbs.

In some implementations, an upper latching mechanism1706may connect the removable panel1702to the side portion1716of the stationary panel1704, and a lower latching mechanism1708may connect the removable panel1702to the lower portion1718of the stationary panel1704. The passenger side of the removable panel1702may also include an emergency handle1714that engages the upper latching mechanism1706and the lower latching mechanism1708to unlatch the removable panel1702from the stationary panel1704during emergency operations. For example, when the emergency handle1714is in a neutral or disengaged position, the upper latching mechanism1706and the lower latching mechanism1708may be in a latched position, such as when the removable panel1702is connected to the stationary panel1704. To engage the emergency handle1714, the passenger may pull the emergency handle1714away from the removable panel1702and toward himself or herself. When the emergency handle1714is moved from the neutral position to the engaged position, the upper latching mechanism1706and the lower latching mechanism1708are actuated and unlatch from the stationary panel1702, and the removable panel1702can be removed from the panel door assembly1700.

For example,FIGS. 19A and 19Bprovide an illustrative example of disconnection of a removable panel1902from a stationary panel1904of a panel door assembly1900upon actuation of an emergency handle1914.FIG. 19Aprovides an aisle-side view, andFIG. 4Bprovides a passenger side view of the panel door assembly1900. In some implementations, a passenger side of the removable panel1902includes a securing mechanism1908that holds emergency handle1914in a neutral position during normal operations of the panel door assembly1900in order to prevent inadvertent unlatching of the removable panel1902from the stationary panel1904. In some implementations, the removable panel1902includes upper latching mechanism1920and lower latching mechanism (not shown inFIGS. 19A and 19B), which become unlatched from the stationary panel1902in response to actuation of the emergency handle1914. In addition, the panel door assembly1900may include a hinge1906between the removable panel1902and a side portion of the stationary panel1904that allows the removable portion to hinge toward the passenger suite/seat during disconnection of the removable panel1902from the stationary panel1904. In some implementations, the removable panel1902may be designed to hinge or pivot toward the suite or seat of the passenger to prevent obstruction of an aisle by the removable panel1902during emergency operation.

Turning toFIGS. 18A-18C, zoomed in views of an upper latching mechanism1850and a lower latching mechanism1852of a removable panel1802for a panel door assembly1800are illustrated.FIG. 18Aillustrates a side view of removable panel1802where emergency handle1814is in an engaged or actuated position. In some implementations, a passenger side of the removable panel1802includes a securing mechanism1832that holds the emergency handle1814in a neutral position during normal operations of the panel door assembly1800in order to prevent inadvertent unlatching of the removable panel1802from stationary panel1804. To engage the emergency handle1814, the passenger may pull emergency handle1814away from the removable panel1802and toward himself or herself. When the emergency handle1814is moved from the neutral position to the engaged position, the upper latching mechanism1850and the lower latching mechanism1852are actuated and unlatch from the stationary panel1802so that the removable panel1702can be removed from the panel door assembly1700.

FIG. 18Billustrates the upper latching mechanism1850for the removable panel1802that provides for disconnecting the removable panel1802from a side portion of a stationary panel1804during emergency situations when the emergency handle1814on the passenger side of the panel door assembly1800is pulled. For example, the emergency handle1814may be connected to the upper latching mechanism1850by a first cable1810and to the lower latching mechanism1852by a second cable1811. In some implementations, the first cable1810and second cable1811pass through apertures between the passenger-side and aisle-side of the removable panel1802such that the first cable1810activates the upper latching mechanism1850and the second cable1811activates the lower latching mechanism1852in response to actuation of the emergency handle1814.

The first cable1810and second cable1811pass through the panel300from the aisle-side to the passenger-side of the panel and connect to the emergency handle1814. When the emergency handle1814is pulled toward the passenger, the first cable1810and second cable1811are pulled with the emergency handle1814. In some implementations, when the emergency handle1814is actuated, the first cable1810is pulled by the emergency handle, thereby engaging the upper latching mechanism1850by rotating an upper lever1812on a pivot1815away from the stationary panel1804. In some examples, a resisting spring1818may connect between the upper lever1812and the pivot1815and may provide resistance to rotational motion of the upper lever1812.

In addition, the upper lever1812may be connected to a rotating gear1820by a bar1822that is secured at a first end to the upper lever1812by a first fastener1824and at a second end to the gear1820by a second fastener1825. The first fastener1824and second fastener1825may be any type of fastener such as any type screws, nuts, bolts, and the like. In some implementations, the bar1822may include an elongated groove1827, which functions as a translation path for the first fastener1824such that the first fastener1824translates across the groove1827as the upper lever1812rotates away from the stationary panel1804in response to a force applied to the upper lever1812by the first cable1810. As the upper lever1812and the gear1820rotate, the first fastener1824travels from a first end to the second end of the groove1827in the bar1822such that the groove1827may be configured to limit an amount of rotation of the upper lever1812. For example, when the upper latching mechanism1850is in a latched position prior to actuation of the emergency handle1814, the first fastener1824is at a first end of the groove, and when the upper latching mechanism1850is unlatched, the first fastener1824travels to the second end of the groove1827.

In addition, as the upper lever1812rotates on the pivot1815, the gear1820also rotates in the same direction as the upper lever1812due to a force applied by the bar1822connecting the upper lever1812and the gear1820. The gear1820continues to rotate away from the stationary panel1804until teeth of the gear1820engage complementary teeth1826on the upper lever1812, which stops or limits rotation of the gear1820. In some implementations, the teeth of the gear1820engage the complementary teeth1826on the upper lever1812at substantially the same time that the first fastener1824reaches the second end of the groove1827.

In some implementations, the upper latching mechanism1850also includes a pivoting latch1828that is connected at its approximate center to the gear1820by a fastener1816, which may be any type of fastener such as screws, nuts, bolts, and the like. The pivoting latch1828may be configured to connect to the stationary panel1804when the emergency handle1814is not actuated. In response to the rotation of the gear1820away from the stationary panel1804, the pivoting latch1828also pivots away from the stationary panel1804, thereby unlatching the removable panel1802from the stationary panel1804. In some implementations, the pivoting latch1828continues to rotate away from the stationary panel1804even after the teeth of the gear1820have engaged the teeth1826of the upper lever1812. In addition, an upper end of the pivoting latch1828may be connected to a retention mechanism1830, such as a spring that holds the pivoting latch1828in a closed or latched position when the emergency handle1814has not been pulled.

FIG. 18Cillustrates the lower latching mechanism1852for the removable panel1802that provides for disconnecting the removable panel1802from a lower portion of the stationary panel1804during emergency situations when the emergency handle1814on the passenger side of the panel door assembly1800is pulled. In some implementations, the lower latching mechanism1852operates similarly to the upper latching mechanism1850. When the emergency handle1814is pulled toward the passenger, the second cable1811is pulled upward by the emergency handle1814, thereby engaging the lower latching mechanism1850by rotating a lower lever1838on a pivot1844away from the stationary panel1804. In some examples, a resisting spring1836may connect between the lower lever1838and the pivot1844and may provide resistance to rotational motion of the lower lever1838. In addition, the lower latching mechanism1852may include a retention mechanism1834with a groove that holds one end of the second cable1811that is secured at the other end to the emergency handle1814. In some implementations, the retention mechanism1834may also include a spring that holds the lower latching mechanism1852in a closed or latched position when the emergency handle1814has not been pulled.

In addition, the lower lever1838may be connected to a rotating gear1840by a bar1848that is secured at a first end to the lower lever1838by a first fastener1845and at a second end to the gear1840by a second fastener1849. The first fastener1845and second fastener1849may be any type of fastener such as any type screws, nuts, bolts, and the like. In some implementations, the bar1848may include an elongated groove1847, which functions as a translation path for the first fastener1845such that the first fastener1845translates across the groove1847as the lower lever1838rotates away from the stationary panel1804in response to an upward force applied to the lower lever1838by the second cable1811. As the lower lever1838and the gear1840rotate, the first fastener1845travels from a first end to the second end of the groove1847in the bar1848such that the groove1847may be configured to limit an amount of rotation of the lower lever1838. For example, when the lower latching mechanism1852is in a latched position prior to actuation of the emergency handle1814, the first fastener1845is at a first end of the groove and when the lower latching mechanism1852is unlatched, the first fastener1845travels to the second end of the groove1847.

In addition, as the lower lever1838rotates on the pivot1844, the gear1840also rotates in the same direction as the lower lever1838(e.g., upward) due to a force applied by the bar1848connecting the lower lever1838and the gear1840. The gear1840continues to rotate away from the lower portion of the stationary panel1804until teeth of the gear1840engage complementary teeth1842on the lower lever1838, which stops or limits rotation of the gear1840. In some implementations, the teeth of the gear1840engage the complementary teeth1842on the lower lever1838at substantially the same time that the first fastener1845reaches the second end of the groove1847.

In some implementations, the lower latching mechanism1852also includes a pivoting latch1846that is connected to the gear1840by a fastener (not shown), which may be any type of fastener such as screws, nuts, bolts, and the like. The pivoting latch1846may be configured to connect to the lower portion of the stationary panel1804when the emergency handle1814is not actuated. In response to the rotation of the gear1840away from the stationary panel1804, the pivoting latch1846also pivots away from the stationary panel1804, thereby unlatching a lower end of the removable panel1802from the stationary panel1804. In some implementations, the pivoting latch1846continues to rotate away from the stationary panel1804even after the teeth of the gear1840have engaged the complementary teeth1842of the lower lever1838.

The panel door assembly implementations described above may be implemented in aircraft cabin configurations for various sizes and types of aircraft cabins and passenger suites while still providing for proper sight lines of passengers by flight crew personnel. In some implementations, when in the closed or extended position, a panel door assembly can be configured to extend from an aisle-side privacy panel for the passenger suite to an aisle-side privacy panel of a passenger suite in the next row forward such that the panel door assembly cuts off access to an ingress/egress aisle of the passenger suite when in the closed or extended position, such as when the passenger is seated within the passenger suite. As discussed above, the panel door assembly includes an emergency handle that can be actuated from a passenger side of the suite to disconnect a removable panel from the panel door assembly to allow for egress from the passenger suite. In some examples, the panel door assembly for a front row passenger suite may extend from an aisle-side privacy panel for the passenger suite to an edge of a forward cabin monument that forms a forward boundary of the passenger suite.

For example,FIG. 20illustrates a layout of passenger accommodation (LOPA) for an aircraft cabin2000configured with rows of passenger suites in which aisle-side panels of front row suites2002are aligned with aisle-side edges of forward cabin monuments2004. In some implementations, panel door assemblies2008extend across openings to the passenger suites2002from an aisle-side privacy panel to an edge of a forward cabin monument2004that forms a forward boundary of the passenger suite2002. In addition, for non-front row suites, such as passenger suites2006, panel door assemblies510extend across openings of the passenger suites2006from an aisle-side privacy panel to an aisle-side privacy panel of the passenger suites2002in the next row forward.

FIGS. 21A-21Cillustrate views of a panel door assembly2102for a front row passenger suite2100of an aircraft cabin, such as the aircraft cabin2000ofFIG. 20. For example,FIG. 21Ais an aisle-side perspective view of the passenger suite2100,FIG. 21Bis an aisle-side perspective view of the passenger suite2100in an underbin configuration, andFIG. 21Cprovides a top-down view of the passenger suite2100. In the underbin configuration shown inFIG. 21B, a height of the aft panel2110, aisle-side privacy panel2108, and panel door assembly2102may be reduced in order to fit underneath overhead storage bins in the aircraft cabin.

In some implementations, the passenger suite2100may include aft panel2110which functions as an aft boundary between the passenger suite2100and another passenger suite to the rear. In addition, an aft edge of forward cabin monument2104can function as a forward boundary of the passenger suite2100. In some examples, the passenger suite2100may include a reclinable seat that extends from the aft panel2110to the forward cabin monument2104when the seat is in a lie-flat (e.g., bed) position. For example, a shape or curvature of the aft edge of the forward cabin monument2104may be designed to accommodate the seat of the passenger suite2100when in the lie-flat position.

An aisle-side privacy panel2108, panel door assembly2102, and an aisle-side edge2106of the forward cabin monument2104form an aisle-side boundary for the passenger suite2100. In addition, the panel door assembly2102shown inFIGS. 6A-6Cis in a closed position such that the panel door assembly2102extends from a forward end of the aisle-side privacy panel2108to the aisle-side edge2106of the forward cabin monument2104. In some implementations, the panel door assembly2102slides in forward and rearward directions along an inner surface of the aisle-side privacy panel2108when moving between open and closed positions. When moving to the open position, the panel door assembly2102may slide in a rearward direction such that the panel door assembly2102is overlapped by the aisle-side privacy panel2108. In addition, the panel door assembly2102may also overlap an armrest or table2112of the passenger suite2100when moving between the open and closed positions.

FIG. 22illustrates a LOPA for another configuration of an aircraft cabin2200configured with rows of passenger suites in which aisle-side panels of front row suites2202are aligned with aisle-side edges of forward cabin monuments2204. Compared to the LOPA for the aircraft cabin2000shown inFIG. 20, the passenger suites2202,2206of the aircraft cabin2200as well as the forward cabin monument2204have different dimensions and relative orientations than those in the aircraft cabin2000. For example, an aisle-side edge of forward cabin monument2204may be curved while an aisle-side edge of forward cabin monument2004may be more squared off with the aisle. In addition, front row panel door assemblies2208may have a greater width than front row panel door assemblies2008ofFIG. 20due to a greater width of the ingress/egress aisle for the front row passenger suites2202. In some implementations, panel door assemblies2208extend across openings to the passenger suites2202from an aisle-side privacy panel to an edge of a forward cabin monument2204that forms a forward boundary of the passenger suite2202. In addition, for non-front row suites, such as passenger suites2206, panel door assemblies2210extend across openings of the passenger suites2206from an aisle-side privacy panel to an aisle-side privacy panel of the passenger suites2202in the next row forward.

FIGS. 23A-23Cillustrate views of a panel door assembly2302for front row passenger suite2300of an aircraft cabin, such as the aircraft cabin2200. For example,FIG. 23Ais an aisle-side perspective view of the passenger suite2300,FIG. 23Bis an aisle-side perspective view of the passenger suite2300in an underbin configuration, andFIG. 23Cprovides a top-down view of the passenger suite2300. In the underbin configuration shown inFIG. 23B, a height of the aft panel2310, aisle-side privacy panel2308, and panel door assembly2302may be reduced in order to fit underneath overhead storage bins in the aircraft cabin.

In some implementations, the passenger suite2300may include aft panel2310which functions as an aft boundary between the passenger suite2300and another passenger suite to the rear. In addition, an aft edge of forward cabin monument2304can function as a forward boundary of the passenger suite2300. In some examples, the passenger suite2300may include a reclinable seat that extends from the aft panel2310to the forward cabin monument2304when the seat is in a lie-flat (e.g., bed) position. For example, a shape or curvature of the aft edge of the forward cabin monument2304may be designed to accommodate the seat of the passenger suite2300when in the lie-flat position.

An aisle-side privacy panel2308, panel door assembly2302, and an aisle-side edge2306of the forward cabin monument2304form an aisle-side boundary for the passenger suite2300. In addition, the panel door assembly2302shown inFIGS. 23A-23Cis in a closed position such that the panel door assembly2302extends from a forward end of the aisle-side privacy panel2308to the aisle-side edge2306of the forward cabin monument2304. In some examples, the aisle-side edge2306of the forward cabin monument2304may have a more curved or tapered shape than the forward cabin monument2104(FIG. 21). In some implementations, the panel door assembly2302slides in forward and rearward directions along an inner surface of the aisle-side privacy panel2308when moving between open and closed positions. When moving to the open position, the panel door assembly2302may slide in a rearward direction such that the panel door assembly2302is overlapped by the aisle-side privacy panel2308. In addition, the panel door assembly2302may also overlap an armrest or table2312of the passenger suite2300when moving between the open and closed positions.

Turning toFIG. 24, a LOPA for an aircraft cabin2400configured with rows of passenger suites in which aisle-side panels of front row suites2402are out of line with aisle-side edges of forward cabin monuments2404is illustrated. Compared to the LOPA for the aircraft cabins2000and2200shown inFIGS. 20 and 22, the forward cabin monuments2404are narrower than a total width of the front row passenger suites2402such that a front edge of the panel door assemblies2408for the front row suites2402are offset from the aisle-side edge of the front row monuments2404when in the extended or closed position, creating a gap between the front row monuments2404and the panel door assemblies2408. In some implementations, the front row passenger suites2402include additional filler doors2409that bridge the gap between the panel door assemblies2408and the forward cabin monuments2404when the panel door assemblies2408are in the closed position. The aircraft cabin2400also includes an additional row of passenger suites2406aft of the front row passenger suites2402that include panel door assemblies2410extending across suite openings from an aisle-side privacy panel of the passenger suites2406to an aisle-side privacy panel of the passenger suites2402in the next row forward.

FIGS. 25A-25Dillustrate views of a panel door assembly2502with a straight filler door2509for a front row passenger suite2500of an aircraft cabin, such as the aircraft cabin2400ofFIG. 24. For example,FIG. 25Ais an aisle-side perspective view of the passenger suite2500,FIG. 25Bis passenger-side perspective view of the passenger suite2500,FIG. 25Cis an aisle-side perspective view of the passenger suite2500in an underbin configuration, andFIG. 25Dprovides a top-down view of the passenger suite2500. In the underbin configuration shown inFIG. 25C, a height of the aft panel2510, aisle-side privacy panel2508, panel door assembly2502, and filler door2509may be reduced in order to fit underneath overhead storage bins in the aircraft cabin.

In some implementations, the passenger suite2500may include aft panel2510which functions as an aft boundary between the passenger suite2500and another passenger suite to the rear. In addition, an aft edge of forward cabin monument2504can function as a forward boundary of the passenger suite2500. In some examples, the passenger suite2500may include a reclinable seat that extends from the aft panel2510to the forward cabin monument2504when the seat is in a lie-flat (e.g., bed) position. For example, a shape or curvature of the aft edge of the forward cabin monument2504may be designed to accommodate the seat of the passenger suite2500when in the lie-flat position.

An aisle-side privacy panel2508, panel door assembly2502, filler door2509, and an aisle-side edge2506of the forward cabin monument2504form an aisle-side boundary for the passenger suite2500. In addition, the panel door assembly2502shown inFIGS. 25A-25Dis in a closed position such that the panel door assembly2502extends from a forward end of the aisle-side privacy panel2508in a forward direction. Because the extended panel door assembly2502is out of line (e.g., misaligned) with the aisle-side edge2506of the forward cabin monument2504, the filler door2509bridges the gap caused by the misalignment. The filler door2509may be made of a lightweight, flexible material such as plastic and has straight (e.g., flat) inner and outer surfaces. In some implementations, the filler door2509is connected on one end to the forward cabin monument2504by a hinge or other connection mechanism and can be opened or closed by rotating, sliding, or completely detaching the filler door2509from the forward cabin monument2504. In addition, the filler door2509engages a securing mechanism on the panel door assembly2502when both the panel door assembly2502and filler door2509are in a closed position. In one example, the filler door2509magnetically secures to the panel door assembly, but other securing mechanisms such as latches, knobs, or locks may also be used. In some examples, the filler door2509may include any of the implementations described above inFIGS. 1-16with respect to the flexible privacy panels.

In some implementations, the panel door assembly2502slides in forward and rearward directions along an inner surface of the aisle-side privacy panel2508when moving between open and closed positions. When moving to the open position, the panel door assembly2502may slide in a rearward direction such that the panel door assembly2502is overlapped by the aisle-side privacy panel2508. In addition, the panel door assembly2502may also overlap an armrest or table2512of the passenger suite2500when moving between the open and closed positions.

FIGS. 26A-26Fare top-down views of a passenger suite2600that illustrate different types of operation of a straight filler door2609that bridges a gap between a panel door assembly2602in the closed position and an aisle-side edge2606of a forward cabin monument2604. In the examples provided inFIGS. 26A-26F, the filler door2609moves in various ways between an open position where a gap exists between the panel door assembly2602and the aisle-side edge of the forward cabin monument2604and a closed position in which the filler door2609bridges the gap.

InFIG. 26A, the filler door2609may be hingedly connected to the forward cabin monument2604at hinge point2616. For example, an inner surface2614of the filler door2609may be adjacent to an aft surface2612of the forward cabin monument2604when the filler door is in an open position. When moving from an open to a closed position, the filler door2609swings about the hinge point2616until meeting the panel door assembly2602in the closed position. As shown inFIG. 26B, in another example, an outer surface2617of the filler door2609translates across the aft surface of the forward cabin monument2604and is rotated into the closed position about rotation point2615when moving from the open to the closed position.

FIG. 26Cillustrates operation of a filler door2609that includes multiple hinged panel2618that assist in moving the filler door2609between open and closed positions while maintaining a thin or low profile of the filler door2609when in the open position. For example, when the filler door2609is in an open position, the hinged panel2618lie flat against the aft surface of the forward cabin monument2604. When the filler door2609is moved to the closed position, panel2618ais hinged toward panel2618b, such that inner surfaces of the panel2618are adjacent to one another, creating a single panel surface of the filler door2609. Once the inner surfaces of the panels2618are adjacent to one another, the filler door2609may swing to the closed position about the hinge point2616, as described above with respect toFIG. 26A.

FIG. 26Dillustrates another hinged implementation of the filler door2609. In the example shown inFIG. 26D, the filler door2609includes hinged panel2618and operates in a direction opposite that shown inFIG. 26C. For example, when the filler door2609is in an open position, the hinged panel2618lie flat against the panel door assembly2602, and the filler door2609is connected to a forward end of the panel door assembly2602at a hinge point2619. When the filler door is moved to the closed position, panel2618ais hinged toward panel2618b, such that inner surfaces of the panel2618are adjacent to one another, creating a single panel surface of the filler door2609. Once the inner surfaces of the panels2618are adjacent to one another, the filler door2609may swing to the closed position about the hinge point2619until the filler door2609meets the aisle-side edge2606of the forward cabin monument2604.

In the example illustrated inFIG. 26E, the inner surface2614of the filler door2609slides across the aisle-side edge2606of the forward cabin monument2604when moving from the open position to the closed position. For example, when in the open position, the filler door2609completely overlaps the aisle-side edge2606of the forward cabin monument2604. As the filler door2609moves to the closed position, the filler door2609translates across the aisle-side edge2606until reaching the panel door assembly2602. The example shown inFIG. 26Emay be implemented in situations where the aisle-side edge2606does not provide access to the contents of the forward cabin monument2604so that the filler door2609does not cover up access to any aisle-side doors or openings for the forward cabin monument2604.

FIG. 26Fillustrates another hinged implementation of the filler door2609that may be used in situations where the forward cabin monument2604includes aisle-side doors or openings so the aisle-side edge2606includes a length2624that remains uncovered by the filler door2609to provide access to the aisle-side compartments. In the example shown inFIG. 26F, the filler door2609includes hinged panels2622. When in an open position, the filler door2609is bent at a hinge point2626such that panel2622ais adjacent to the aisle-side edge2606of the forward cabin monument, and panel2622bis adjacent to an aft surface2612of the forward cabin monument2604. When moving from the open position to the closed position, the panel2622atranslates across the aisle-side edge2606of the forward cabin monument2604toward the panel door assembly2602, and the panel2622is rotated about the hinge point2626to the closed position where the filler door2609makes contact with the panel door assembly2602.

Turning toFIGS. 27A-27D, views of a panel door assembly2702with a curved filler door2709for front row passenger suite2700of an aircraft cabin, such as the aircraft cabin2400are illustrated. For example,FIG. 27Ais an aisle-side perspective view of the passenger suite2700,FIG. 27Bis passenger-side perspective view of the passenger suite2700,FIG. 27Cis an aisle-side perspective view of the passenger suite2700in an underbin configuration, andFIG. 27Dprovides a top-down view of the passenger suite2700. In the underbin configuration shown inFIG. 27C, a height of the aft panel2710, aisle-side privacy panel2708, panel door assembly2702, and filler door2709may be reduced in order to fit underneath overhead storage bins in the aircraft cabin.

In some implementations, the passenger suite2700may include aft panel2710which functions as an aft boundary between the passenger suite2700and another passenger suite to the rear. In addition, an aft edge of forward cabin monument2704can function as a forward boundary of the passenger suite2700. In some examples, the passenger suite2700may include a reclinable seat that extends from the aft panel2710to the forward cabin monument2704when the seat is in a lie-flat (e.g., bed) position. For example, a shape or curvature of the aft edge of the forward cabin monument2704may be designed to accommodate the seat of the passenger suite2700when in the lie-flat position.

An aisle-side privacy panel2708, panel door assembly2702, filler door2709, and an aisle-side edge2706of the forward cabin monument2704form an aisle-side boundary for the passenger suite2700. In addition, the panel door assembly2702shown inFIGS. 27A-27Dis in a closed position such that the panel door assembly2702extends from a forward end of the aisle-side privacy panel2708in a forward direction. Because the extended panel door assembly2702is out of line (e.g., misaligned) with the aisle-side edge2706of the forward cabin monument2704, the filler door2709bridges the gap caused by the misalignment. The filler door2709may be made of a lightweight, flexible material such as plastic and has curved inner and outer surfaces. In some examples, the filler door2709is concave toward an inside of the passenger suite2700and convex toward an aisle. In some implementations, the filler door2709is connected on one end to the forward cabin monument2704by a hinge or other connection mechanism and can be opened or closed by rotating, sliding, or completely detaching the filler door2709from the forward cabin monument2704. In addition, the filler door2709engages a securing mechanism on the panel door assembly2702when both the panel door assembly2702and filler door2709are in a closed position. In one example, the filler door2709magnetically secures to the panel door assembly, but other securing mechanisms such as latches, knobs, or locks may also be used.

In some implementations, the panel door assembly2702slides in forward and rearward directions along an inner surface of the aisle-side privacy panel2708when moving between open and closed positions. When moving to the open position, the panel door assembly2702may slide in a rearward direction such that the panel door assembly2702is overlapped by the aisle-side privacy panel2708. In addition, the panel door assembly2702may also overlap an armrest or table2712of the passenger suite2700when moving between the open and closed positions.

FIGS. 28A-28Care top-down views of a passenger suite2800that illustrate different types of operation of a curved filler door2809that bridges a gap between a panel door assembly2802in the closed position and an aisle-side edge2806of a forward cabin monument2804. In the examples provided inFIGS. 28A-28C, the filler door2809moves in various ways between an open position where a gap exists between the panel door assembly2802and the aisle-side edge of the forward cabin monument2804and a closed position in which the filler door2809bridges the gap.

In the implementation illustrated inFIG. 28A, the filler door2809is detachably attached to the panel door assembly2802such that the filler door2809can be completely disconnected from the forward cabin monument2804and the panel door assembly2802. In some implementations, the filler door2809can be magnetically connected to the forward cabin monument2804and the panel door assembly2802, and may be stowed within the forward cabin monument2804or in another location when disconnected. The example illustrated inFIG. 28Acan also be applied to the straight filler door2609described above.

InFIG. 28B, the filler door2809may be hingedly connected to the forward cabin monument2804at hinge point2816. For example, an inner surface2814of the filler door2809may be adjacent to an aft surface2812of the forward cabin monument2804when the filler door is in an open position. When moving from an open to a closed position, the filler door2809swings about the hinge point2816until meeting the panel door assembly2802in the closed position. In some implementations, the curvature of the filler door2609mirrors the curvature of the aft surface2812of the forward cabin monument2804such that the filler door2809lies flat against the aft surface2812of the forward cabin monument2804when in the open position. As shown inFIG. 28C, in another example, an outer surface2817of the filler door2809translates across the aft surface of the forward cabin monument2804and is rotated into the closed position about rotation point2815when moving from the open to the closed position.

The implementations described above are directed to panel door assemblies that provide passengers with a private traveling experience while still allowing passengers to safely egress from passenger suites during emergencies. During normal use operations, the panel door assemblies may operate as a single panel to either slide into or out of a panel recess in the passenger suite or rotate between open and closed positions without violating aisle clearance regulations. In some implementations, the panel door assembly may also include an emergency handle that may be operated by the passenger from within the suite that separates a removable portion from a stationary portion of the panel door assembly by operating latch mechanisms connecting the removable portion to the stationary portion, allowing the passenger to exit the passenger suite even when a normal operation path of the panel door assembly may be restricted such as during an emergency.

The panel door assemblies described herein can also be implemented for front row passenger suites where forward cabin monuments function as a forward boundary of the suites. In some implementations, an aisle-side edge of the front row passenger suite is aligned with an aisle-side edge of the forward cabin monuments such that the panel door assembly extends from the passenger suite to the forward cabin monuments so that the passenger is enclosed within the suite when the panel door assembly is in a closed position. In examples of other aircraft cabin configurations, an aisle-side edge of the front row passenger suite may be out of line with an aisle-side edge of the forward cabin monuments such that a gap exists between the panel door assembly in an extended closed position and the aisle-side edge of the forward cabin monuments. In implementations where the aisle-side edge of the front row passenger suite is not aligned with the aisle-side edge of the forward cabin monuments, a filler door may be included that bridges the gap between the panel door assembly and the forward cabin monuments so that a passenger can be completely enclosed within the suite when the panel door assembly is in the closed position. The filler door may be detachably attached to the forward cabin monuments to provide for opening and closing the filler door during both normal and emergency operations.