Sleeping berth arrangement in aircraft

Abstract: This invention provides a new structure for accommodating passengers in aircraft with particular attention paid to the need to sleep comfortably on long flights, the need for independent access to all service facilities without being encumbered by other passengers, easy and stress-free terminal arrangements for commencing/terminating journeys, and the need for safety while both travelling in the aircraft and under crises. The invention facilitates greater utilization of aircraft and airport facilities. The invention creates a new paradigm that permits the use of more efficient pricing of air travel and allocation of resources on passenger aircraft.

Description: BACKGROUND OF INVENTION Passenger Aircraft have evolved since their invention by the Wright Brothers, from the single seat vehicle to the giant passenger aircraft of today, with little change in the flexibility of passenger posture or positioning. Moreover as a result, there has been little incremental efficiency that has been possible in the process of embarking and disembarking the aircraft and for major changes in safety arrangements in the event of a crisis. The governing paradigm for passenger aircraft design is that there should be seats that passengers are assigned to and this becomes their "home" during the flight with some movement in the cabin permitted. Movement though is not always easy particularly in the Economy cabins of such aircraft where seats are closely spaced to maximize space utilization. As a result only "aisle passengers" get access to easy movement. Second, such closely spaced seats prevent the possibility of horizontal positioning of the seats except with the less efficient spacing that First and possibly Business Class offer. Sleep on an aircraft in the current context is an important consideration particularly in Trans-continental flights that could take anywhere from five hours to over twenty hours in the air. Many passengers avoid travel rather than sleep on "red eye" flights. This invention defines an innovative new structure, that allows comfortable sleep in a horizontal position, easy access for all passengers to their "homes" and improved and more efficient embarkation and disembarkation arrangements, and finally potentially better safety arrangements while in flight and in the event of a crisis than in current aircraft. SUMMARY OF INVENTION This invention provides a new structure and passenger transport paradigm for accommodating passengers in aircraft with particular attention paid to the need to sleep comfortably on long flights, the need for body movement to ensure good blood circulation 1 on such flights, the need for independent access to all service facilities without being obstructed by other passengers, easy and stress free terminal arrangements for commencing and ending journeys, and the need for safety while travelling in the aircraft. Moreover, the invention facilitates the greater utilization of aircraft and airport facilities and in some embodiments makes redundant the entire baggage handling facilities and equipment. In addition it defines a system that allows interchangeable utilization of cargo and passenger components in aircraft. In addition to the physical structures in this invention, it provides a new concept in billing passengers for travel - an approach that is complementary to conventional ticketing for multi-class travel but creates greater efficiency of utilization of resources on the aircraft with appropriate pricing. Finally, the invention incorporates a new expeditious approach for aircraft crisis management in the event of the need for an emergency evacuation of the aircraft. DRAWING DESCRIPTION Drawings are attached in the Appendix and are described below. FIGURE 1 - EMBODIMENT WITH INTERNAL FACING AIR SLEEPER. This embodiment has the passengers facing inwards with their feet at the center of the Air Sleeper Family (as defined below) and their heads at the entrance of the Air Sleeper. There are three sections for the Sleeper: The upper section (2), the mid section (4), and the lower section (5). Similarly there are three sections of the Safety Bumper : the Upper Safety Bumper (1), the Middle Safety Bumper (8) and the lower Safety Bumper (9). Safety Straps (11) may be deployed on each of the Safety Bumpers, but need not be tightened around the passenger or even contact the passenger under normal operation. Sections (3) are separate from the Upper Air Sleeper section to support arms when facing out of the Air Sleeper - for example while eating. The Flap (7) serves two functions - A Tabletop convenient for eating and also a seat when boarding the Air Sleeper. Climbing Rungs (6) are spaced about 18 inches apart and may be folded in when not in use. With that spacing one rung is adequate for boarding the second tier of Air Sleepers. Three rungs will be usually used to board the third tier of Air Sleeper. A Tabletop (10) may fold into the Middle Safety Bumper. The Amenities Console (12) may be mounted on the Upper Safety Bumper. FIGURE 2 - EMBODIMENT WITH EXTERNAL FACING PASSENGERS This embodiment has the passengers facing outwards with their feet at the entrance of the Air Sleeper. There are three sections for the Sleeper: The upper section (2), the mid section (4) and the lower section (5). Similarly there are three sections of the Safety Bumper: the Upper Safety Bumper (1), the Middle Safety Bumper (8) and the lower Safety Bumper (9). Safety Straps (11) are deployed on each of the Safety Bumpers, but need not be tightened around the passenger or even contact the passenger under normal operation. Sections (3) are separate from the Upper Air Sleeper section to support arms when facing into the Air Sleeper Family - for example while conversing with others on the opposite bank of Air Sleepers. The Flap (7) serves two functions - A Tabletop and also a seat when boarding the Air Sleeper. Climbing Rungs (6) may be spaced about 18 inches apart and may be folded in when not in use. With that spacing one rung is adequate for boarding the second tier of Air Sleepers. Three rungs will be usually used to board the third tier of Air Sleeper. A Tabletop (10) I included. This may fold into the Middle Safety Bumper. The Amenities Console (12) houses necessary services. This may be mounted on the Upper Safety Bumper. FIGURE 3 - EMBODIMENT WITH LATERALLY ARRANGED AIR SLEEPER STACKS. This Figure illustrates a Plan View of a possible deployment of Air Sleepers in the Aircraft Fuselage. The Air Sleepers (1) in this embodiment are laterally deployed. It may be observed that the Safety Bumpers are on the forward side of each of the Air Sleepers to protect passengers in the event of a rapid deceleration when they are in any of the possible positions. There are seats (2) that may be deployed on the side of the Aisle to allow passengers an option to sit near a window. This may be a surrogate "Lounge" for Economy Class. First and Second Class may have separate lounges The Shell of the Aircraft is illustrated in (3) and (4) is the Aisle. FIGURE 4 - EMBODIMENT WITH DIAGONALLY ARRANGED AIR SLEEPERS WITH PASSENGERS FACING FORWARDS. This Figure illustrates a possible deployment of Air Sleepers in the Aircraft Fuselage. The Air Sleepers (1) in this embodiment are deployed diagonally with passengers facing forwards. It may be observed that the Safety Bumpers are on the forward side of each of the Air Sleepers to protect passengers in the event of a rapid deceleration when they are in any of the possible positions. It is preferable to have passengers facing forward towards the direction of motion (at 45 degrees to this direction here) to ensure that in the event of rapid deceleration passengers are forced against the Safety Bumpers(5) and the Foot Bumpers (6). Orientation of passengers facing the direction opposite the direction of travel, will imply that in the event of rapid deceleration, passengers will be forced against the Safety Bumpers but also are exposed to the possibility of being drawn out of the Air Sleepers onto the Aisles. There are seats (2) that may be deployed on the side of the Aisle to allow passengers an option to sit near a window. This may be a surrogate "Lounge" for Economy Class. First and Second Class may have separate lounges. The Shell of the Aircraft is illustrated in (3) and (4) is the Aisle. FIGURE 5 - AIR SLEEPER EMBODIMENT - THREE TIERS. This figure illustrates a three tier deployment of Air Sleepers (1) and shows the relative positions of the Passenger Cabin Floor (2) the seat on the side of the Aisle (3) and the Fuselage wall (4). FIGURE 6 - AN EMBODIMENT OF THE AIR SLEEPER FAMILY. This figure illustrates an embodiment of the Air Sleeper Family. The Air Sleepers (1) are configured here in three tiers and in five rows. This is duplicated on the other side (not seen in this elevation view). The ceiling (2) and the floor (3) of the Aircraft cabin are shown. DETAILED DESCRIPTION OF THE INVENTION Current passenger aircraft design utilizes as the normal travelling environment for passengers, seats that are capable of reclining to a limited extent. Such seats limit the ability of passengers to sleep in a horizontal position. First because of limited space that is available in this configuration. Allowing conventional seats to recline to a horizontal position would imply that the utilization of space is markedly reduced. Moreover, there could be limited access to some passengers when others are in the horizontal position if such arrangements are possible. Second, there is a serious compromise in safety for passengers lying horizontally facing the direction of flight. In the event of rapid deceleration as in a crash landing, such passenger lap safety belts may not be effective. In this innovation I claim that -- the Air Sleeper --provides a structure that: 1. Allows passengers to sleep in a horizontal position when desired with no compromises to fellow passengers. 2. Provides in some embodiments a high utilization of space: Provides sleeping accommodation for 90-100 percent of passengers accommodated in conventional economy class seats within the same "footprint" or floor area on an aircraft. 3. Allows independent access to each passenger to his/her Air Sleeper. All Air Sleepers may have aisle access. 4. Allows passengers to sit up or recline when desired without any inconvenience to other passengers. 5. Provides excellent protection in the event of rapid deceleration of the aircraft as in a crash or emergency landing, whatever the position of the passenger at the time on the Air Sleeper. This includes the horizontal sleeping position. This invention is of particular value for long haul Trans continental and intercontinental flights. The invention does not compromise safety arrangements with the new configuration. In addition the new passenger transport paradigm in this invention, defines designated areas in the aircraft for use as lounges. These lounges will effectively segment the passenger market into multiple classes of travel focussing on the key factor for such segmentation-socialization into preferred groups of passengers. To maintain high utilization of space for economy passengers, lounge space may be limited. On the other hand first class passengers may even have dining tables at which meals can be served and spacious lounges for relaxing with company. The invention defines a new structural feature in aircraft that provides windows on the upper part of the fuselage which create "Penthouse" Air Sleepers with better external views - Particularly suited for chlostrophobic passengers and premium passengers. The invention defines partitions for the privacy of groups of passengers who desire such arrangements. The natural structure of the Air Sleeper facilitates communication among passengers - not simply with adjoining Air Sleepers but those in the opposite row of Air Sleepers as well. This is particularly so in the configuration with Internal Facing sleepers. The invention provides within this paradigm, individualizable services with the Amenities Module and folding tabletop. The Amenities module in some embodiments provides each passenger with independent access to a controllable Air supply, Video screen, sound and video headset connections, Telephone and intercom within plane for service calls. Aircraft status indicators, lights and other amenities. The invention defines a structure - the Air Sleeper Family. A structure that has multiple Air Sleepers constructed in groups, and accommodated axially in the fuselage of the aircraft. The construction permits the removal of such Families from the Aircraft either by engaging slides on the aircraft floor with rollers/wheels or alternative mechanisms. This invention provides a new paradigm for passenger embarkation and disembarkation. Air Sleeper Families may be unlocked and removed from the aircraft and slide or roll into place or out of the Aircraft through large axial doors 2 . Such Air Sleeper Families may in some embodiments be boarded in the comfort of airport lounges following security checks. Passengers may then be transported in their Air Sleepers through processing centers for travel formalities and finally transported to the interior of the aircraft where the Air Sleeper Families are locked in place for travel. As a result of these innovations the utilization of the aircraft and the airport facilities are increased. Aircraft structures as defined in this invention are still compatible with airports without the facilities that are defined herein. This invention and its passenger transport paradigm extend to other forms of passenger transport such as trains and busses. The invention supports easy conversion of the aircraft for cargo duty and mixed passenger and cargo duty. Finally, the invention provides a paradigm that supports a new more efficient market segmentation mechanism as an alternative and complement to the conventional discrete multi-class travel. PREFERRED EMBODIMENT OF CLAIMS: The preferred embodiment of the Air Sleeper is a structure that: 1. Allows passengers to sleep in a horizontal position when desired with no compromises to fellow passengers. 2. Provides in some embodiments a high utilization of space: Provides sleeping accommodation for 90-100 percent of passengers accommodated in conventional economy class seats within the same "footprint" or floor area on an aircraft. 3. Allows independent access to each passenger to his/her Air Sleeper. All Air Sleepers may have aisle access. 4. Allows passengers to sit up or recline when desired without any inconvenience to other passengers. 5. Provides excellent protection in the event of rapid deceleration of the aircraft as in a crash or emergency landing, whatever the position of the passenger at the time on the Air Sleeper. This includes the horizontal sleeping position. The embodiment shall have designated areas in the aircraft for use as lounges. These lounges will effectively segment the passenger market into multiple classes of travel focussing on the key factor for such segmentation - socialization into preferred peer groups. To maintain high utilization of space for economy passengers, lounge space will be limited. On the other hand first class passengers shall have dining tables at which meals can be served and spacious lounges for relaxing with company. Such arrangements will still maintain the passenger capacity of the aircraft. "Penthouse" Air Sleepers with better external views - particularly suited for chlostrophobic passengers and premium passengers, will be a part of the structure on the top layer of Air Sleepers. There shall be partitions for the privacy of groups of passengers who desire such arrangements. The natural structure of the Air Sleeper facilitates communication among passengers - not simply with adjoining Air Sleepers but those in the opposite row of Air Sleepers as well. This is particularly so in the configuration with Internal Facing sleepers. Each Air Sleeper shall have individualizeable services with the Amenities Module and folding tabletop. The Amenities module provides each passenger with independent access to a controllable Air supply, Video screen, sound and video headset connections, Telephone and intercom within plane for service calls, Aircraft status indicators, lights and other amenities. The embodiment shall be implemented with Air Sleeper Families-- A structure that has multiple Air Sleepers constructed in groups, and accommodated axially in the fuselage of the aircraft. The construction permits the removal of such Families from the Aircraft by engaging slides and rollers/wheels on the aircraft floor. The Air Sleeper Families, may be unlocked and removed from the aircraft and slide or roll into place or out of the Aircraft through large axial doors 3 . Such Air Sleeper Families can be boarded in the comfort of airport lounges 4 following security checks. Passengers may then be transported in their Air Sleepers through processing centers for travel formalities and finally transported to the interior of the aircraft where the Air Sleeper Families are locked in place for travel. As a result of these innovations the utilization of the aircraft and the airport facilities are increased. Aircraft structures as defined in this invention are still compatible with airports without the facilities that are defined herein. The Air Sleeper Families may be accommodated is specially designed busses and trains. The structure of the Air Sleeper Family in this embodiment will allow easy conversion of the aircraft for cargo duty and mixed passenger and cargo duty. This embodiment will price Air Sleepers at three rates - First, Second and Economy Class. Penthouse Air Sleepers will be charged at super premium rates. Passengers will have access to all lounges with the use of EFT Credit card devices to charge them for the desired level of usage of each of the lounges. The tariffs will be refined on usage of each lounge and demand at the offered price.

Claims: Structure for passenger protection (114) in a vehicle comprising: means for providing said passenger with adjustable physical support which gives said passenger discretionary ability to attain at least one horizontal sleeping posture, and a sitting posture wherein said structure permits said passenger to attain said substantially horizontal posture and said sitting posture while supported by said adjustable support means, and said structure having a plurality of elements along at least one side of said physical support means mounted on at least one side of said passenger, characterized in that at least two of said plurality of elements each are safety bumpers (101/108/109), that provide said passenger adequate safety measures under severe deceleration of said vehicle in the normal direction of travel of said vehicle, said safety bumpers being mounted substantially ahead of said passenger with regard to the direction of motion of said vehicle. Structure for passenger protection in a vehicle as in claim 1, wherein one of the safety bumpers has at least one strap (111) attached thereto, and to the physical support means opposite said safety bumper, thereby providing a restraining surface in the event of rapid downward deceleration of said vehicle, and providing guidance for the passenger's body towards said safety bumper and said physical support means in the event of rapid deceleration of said vehicle along axis of motion. A structure as in claim 1, wherein the means providing said passenger with adjustable physical support, comprises at least one sleeper section having two opposite edges that are the lead edge and the trail edge, of said sleeper section and wherein said lead edge of said sleeper section is oriented towards the head of said passenger, and said trail edge of said sleeper section is oriented towards said foot of said passenger's body, such that the sleeper section lies across and below the passenger, said at least one sleeper section being pivotally mounted to a fixed or slidably mounted attachment to the vehicle, whereby said sleeper section(s) can be moved at the discretion of said passenger with angular displacements resulting from pivotal angular displacement about said pivotal mount, and longitudinal displacements in the direction of the length of the structure for passenger protection resulting from longitudinal movement allowed by said fixed or slidably mounted attachments to the vehicle, thereby permitting passenger control of the elevation of one or more of the lead edge and trail edge of said sleeper section(s), to positions of comfort for the passenger. A structure as in claim 1, wherein at least one safety bumpers is constructed to be deployed beside the passenger on one side of the passenger's body within said structure and said one of said safety bumpers is constructed to be directly or indirectly attached to one of said sleeper sections when the vehicle is operational. A structure as in claim 1, wherein said structure is supported by a plurality of frame and support beams mounted rigidly to the vehicle. A structure as in claim 2, wherein said strap (111) in said structure is composed of a semi rigid material that has sufficient rigidity to allow deployment away from the passengers body. A structure as in claim 3, wherein there are three sleeper sections arranged along the length of the body of said passenger and each laterally across the body of said passenger wherein said sleeper sections are respectively the sleeper head section, the sleeper middle section and the sleeper foot section, and wherein when the passenger lies horizontally on said sleeper sections, the head and upper body are substantially supported by the sleeper head section, the pelvis and the upper leg is substantially supported by the sleeper middle section and the lower leg and feet are substantially supported by the sleeper foot section, while maintaining the passenger in a position entirely within said structure. A structure as in claim 7, further comprising arm rests constructed on both sides of said sleeper head section but to lie entirely within the said structure, and each hingedly mounted to the said sleeper head section, thereby permitting said passenger to pivotally raise the sleeper head section by a positive and upward angular displacement relative to the sleeper middle section, while keeping the said arm rests attached to said raised sleeper head section, at a smaller angular displacement from the said sleeper middle section, thereby said sleeper head section providing support for the upper torso and head at a higher level than support provided by said arm rests for the arms of said passenger. A method for providing safe accommodation for a passenger in a vehicle comprising: supporting in a vertical direction, all of the head, torso, upper legs and lower legs of said passenger, said head, torso, upper legs and lower legs of said passenger being in relative angular orientations and heights preferred by said passenger ( Fig 1 and Fig 2); characterized by supporting with a soft surface, a large surface area of one or more of the head, torso and upper legs of the side of said passenger in the direction of motion of the vehicle in the event of a rapid deceleration of the vehicle along its axis of travel, thereby reducing the force per unit area on the body of said passenger in decelerating said passenger during said deceleration of said vehicle. A method for providing safe accommodation for a passenger in a vehicle as in claim 9, further comprising , supporting said passenger in a vertical downward direction in the event of acceleration of said vehicle in a downward direction. A structure as in claim 1, said structure supported by a vehicle support attached to said vehicle, and comprising at least one table top mounted to the vehicle support of said structure, whereby the inclination of said table top is maintained horizontal relative to said vehicle. A plurality of structures as in claim 1, wherein said structures (114) each have a head end oriented towards the head of the passenger and a foot end oriented towards the feet of the passenger and an axis of orientation directed from the foot end of each of said structures to the head end of that structure, and wherein said structures are each oriented with said axes of orientation of said structures substantially parallel to each other and said structures are oriented in a nested fashion within said vehicle. A structure as in claim 12, wherein said structures are positioned within said nested arrangement, such that said passenger has independent access to said structure from common areas of the vehicle, without incursion into the structure of any other passengers, thereby not compromising the preferred posture of any other passengers in their respective said structures, in said vehicle. A plurality of structures as in claim 12, wherein said nested structures 114 are further nested vertically in a plurality of tiers with said head ends of said structures in each tier substantially in the vicinity of the head ends of the structures in the other tiers and with said foot ends of structures in each tier substantially in the vicinity of the foot ends of the structures in the other tiers (Fig 5 and Fig 6). A plurality of structures as in claim 12, wherein the axes of said structures from the foot end to the head end of said structures are arranged at a predetermined angle to the direction of motion of the vehicle, said structures (114) being oriented to position the head of the passenger not ahead of the foot of the passenger with regard to the direction of motion of the vehicle when said passenger is in the normal position in the structure ( Fig 4). Two sets of structures as in claim 14, wherein the two sets of structures are arranged back-to-back wherein either the foot ends of the first of said two sets of structures are substantially adjoining the foot ends of the second of the two sets of structures or the head ends of first of said two sets of structures are substantially adjoining the head ends of the second of the two said sets of structures, and said two sets of structures are at substantially the same horizontal level, thereby said two sets of structures forming families of air sleepers along the axis of said vehicle. A structure as in claim 15, wherein said predetermined angle is 90 degrees. Two structures (114) as in claim 15, wherein said structures are arranged back-to-back wherein the foot ends of the first of the said two structures are substantially adjoining the foot ends of the second of the said two structures such that said predetermined angle ensures that the surface of contact of structures that are back-to-back are further forward relative to the direction of motion of the vehicle than the two further ends of the structures in each of said two structures ( as in Fig 4), thereby ensuring that in the event of rapid deceleration of the vehicle said passengers are pushed into their structures rather than ejected out of said structures. A structure as in claim 1, oriented in said vehicle such that when said passenger is in said structure, the head of said passenger is located behind the foot of said passenger in the axial direction of the vehicle motion under normal operation, and wherein said structure has a foot bumper mounted at the edge of said structure facing the feet of said passenger, whereby in the event of rapid deceleration of the vehicle, said passenger is supported by safety devices including said foot bumper. A vehicle with a plurality of structures as in claim 14, said vehicle further comprising windows on the vehicle body above the top tier of the said tiers of structures, thereby creating a penthouse tier of structures at the top tier. A plurality of structures as in claim 14, attached to frame and support beams, further comprising climbing rungs mounted to a frame and support beams, thereby allowing said passengers to climb to the higher habitats in each of said tiers. A structure as in claim 13, further comprising at least one retractable utility flap positioned at an entrance of the structure, thereby providing one or more of the following functions: a) an additional tabletop; b) a utility seat that is usable when entering said habitat. A plurality of structures as in claim 14, wherein the vertical and horizontal displacement of structures relative to each other within said tiers of nested arrangements, are arranged such that the internal volume required by the said structures in said vehicle are minimized. A plurality of families of structures as in claim 16, arranged in tiers with frame structures, and mounted on lockable devices that when unlocked, allow movement of the said frame structures within the vehicle and out of the vehicle though doors. Tiers of families of structures supported by said frame structure as in claim 24, wherein said frame structure with mounted structures may be wheeled on suitable vehicles into and out of at least one of passenger service facilities in airports and other aircraft, whereby passengers need not dismount from their structures, and conduct all their interactions from said structures. Tiers of families of structures as in claim 25, wherein baggage racks for each of the passengers are mounted in the vicinity of said passenger's structure, thereby facilitating the handling of luggage with passenger movements. A plurality of structures mounted in frames as in claim 24, wherein said plurality of structures are interchangably mounted in vehicles with container of cargo, and other passenger service facilities including galleys, toilets and lounges. A plurality of structures as in claim 24, wherein said plurality of structures further comprise at least one of systems of parachutes and a safety life raft that will protect said plurality of structures as an integral unit in emergencies, so that said plurality of structures may be unlocked and ejected from the vehicle in times of crisis including emergencies. A structure as in Claim 1 wherein said vehicle is an aircraft. A structure as in claim 1, further comprising at least one amenities console, comprising at least one of the following functions: a) independently controllable air supply; b) video screen; c) sound headset connection; d) video headset connection; e) telephone; f) video/audio intercom; g) aircraft status indicators; h) lights; and i) video conferencing camera and hardware. A plurality of structures as in claim 16, wherein said structures are relatively positioned in each said families to facilitate communities of passengers to interact face to face and laterally across adjacent structures, thereby facilitating conference. A plurality of structures as in claim 12, in a vehicle further comprising additional areas of the vehicle that are common to passengers called lounges, said lounges providing a range of facilities that passengers desire while travelling.

Inventors: RAJASINGHAM ARJUNA INDRAESWARE, RAJASINGHAM, ARJUNA INDRAESWAREN, DR.
Applicants: RAJASINGHAM ARJUNA INDRAESWARE, RAJASINGHAM, ARJUNA INDRAESWAREN, DR.
Application year: 1998
Main classification: B64D11
IPC codes: B64D11