Patent Publication Number: US-10765325-B2

Title: Passenger comfort system

Description:
BACKGROUND INFORMATION 
     1. Field 
     The present disclosure relates generally to aircraft and, in particular, to a method and system for passenger comfort in an aircraft. 
     2. Background 
     Providing passenger comfort is an important goal with airline travel. Passenger comfort can be measured in a number of different ways. For example, passenger comfort includes different aspects, such as seat pitch, seat size, the adjustability of a seat, inflight entertainment, internet access, food service, and environmental controls. 
     One manner in which passenger comfort can be increased is through personalizing the passenger experience. For example, on some flights, personalized service from attendants can be provided. Further, a passenger may be provided personalized movie selections based on personal preferences for the passenger. Internet access also may be available. However, one aspect, such as the aircraft cabin environment, is static and allows for limited changes. As a result, personalizing the aircraft cabin environment for individual passengers may be more difficult than desired. 
     Therefore, it would be desirable to have a method and apparatus that take into account at least some of the issues discussed above, as well as other possible issues. For example, it would be desirable to have a method and apparatus that overcome a technical problem with increasing passenger comfort in an aircraft. 
     SUMMARY 
     An embodiment of the present disclosure provides a passenger vehicle comfort control apparatus comprising a passenger mobile device and a passenger comfort application running on the passenger mobile device. The passenger comfort application receives at least heart rate measurements from a sensor system; detects a current state of a passenger; and receives from a vehicle computer system passenger comfort preferences made by the passenger that are associated with different current states for the passenger. The passenger comfort application communicates one or more of the passenger comfort preferences saved in the passenger mobile device that correspond to a detected current state to the vehicle computer system over a wireless communications link. The vehicle computer system implements communicated passenger comfort preferences thereby enabling an increase in passenger comfort for the passenger in a vehicle. 
     Another embodiment of the present disclosure provides a passenger vehicle comfort control system comprising a vehicle computer system in a vehicle, a near-field communications reader for a passenger seat in the vehicle, and a comfort controller running on the vehicle computer system. The near-field communications reader facilitates connecting a passenger mobile device for a passenger with the vehicle computer system and registering the passenger mobile device with the passenger seat for which the passenger or the passenger mobile device is associated. The passenger mobile device communicates with a sensor system that measures at least heart rate for the passenger and identifies a current state of the passenger using at least heart rate measurements received from the sensor system. The comfort controller is configured to communicate passenger comfort preferences made by the passenger to the passenger mobile device in which the passenger mobile device associates the passenger comfort preferences with a detected current state of the passenger, and the comfort controller is configured to receive a number of passenger comfort preferences for the passenger for the current state of the passenger from the passenger mobile device and send a number of signals to a number of vehicle systems to adjust an environment for the passenger seat. The number of passenger comfort preferences is for a particular state in a number of states in which the particular state corresponds to the current state identified for the passenger from the heart rate measurements. 
     Yet another embodiment of the present disclosure provides a method for managing passenger comfort. A passenger mobile device is connected with a vehicle computer system in a vehicle using a near-field communications reader for a passenger seat in the vehicle for a passenger. Passenger comfort preferences associated with the passenger seat are identified by the vehicle computer system based on changes made to an environment in the vehicle by the passenger. Passenger comfort preferences made to the environment by the passenger are sent from the vehicle computer system to the passenger mobile device, which are associated with different current states for the passenger based on at least a heart rate for the passenger. A number of new passenger comfort preferences are received by the vehicle computer system from the passenger mobile device when the passenger mobile device detects a change in a current state of the passenger. A number of signals are sent by the vehicle computer system to a number of vehicle systems to change the environment for the passenger using the number of new passenger comfort preferences, enabling an increase in the passenger comfort in the vehicle. 
     The features and functions can be achieved independently in various embodiments of the present disclosure or may be combined in yet other embodiments in which further details can be seen with reference to the following description and drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The novel features believed characteristic of the illustrative embodiments are set forth in the appended claims. The illustrative embodiments, however, as well as a preferred mode of use, further objectives and features thereof, will best be understood by reference to the following detailed description of an illustrative embodiment of the present disclosure when read in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is an illustration of a block diagram of a passenger environment in accordance with an illustrative embodiment; 
         FIG. 2  is an illustration of a block diagram of a passenger vehicle comfort control apparatus in accordance with an illustrative embodiment; 
         FIG. 3  is an illustration of a passenger vehicle comfort control system in accordance with an illustrative embodiment; 
         FIG. 4  is an illustration of states and associated adjustments in accordance with an illustrative embodiment; 
         FIG. 5  is an illustration of a flowchart of a process for managing passenger comfort in accordance with an illustrative embodiment; 
         FIG. 6  is an illustration of a flowchart of a process for managing passenger comfort in an aircraft in accordance with an illustrative embodiment; 
         FIG. 7  is an illustration of a flowchart of a process for updating passenger comfort preferences in accordance with an illustrative embodiment; 
         FIG. 8  is an illustration of a flowchart of a process for processing passenger comfort preferences in accordance with an illustrative embodiment; 
         FIG. 9  is an illustration of a block diagram of a data processing system in accordance with an illustrative embodiment; 
         FIG. 10  is an illustration of a block diagram of an aircraft manufacturing and service method in accordance with an illustrative embodiment; and 
         FIG. 11  is an illustration of a block diagram of an aircraft in which an illustrative embodiment may be implemented. 
     
    
    
     DETAILED DESCRIPTION 
     The illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that passenger comfort can be increased by helping passengers to relax in the passenger cabin of a vehicle. For example, the illustrative embodiments recognize and take into account that environmental changes and other preferences for a passenger can be implemented automatically by detecting a state of a passenger. For example, the illustrative embodiments recognize and take into account that a light level, a window tint level, a temperature for a passenger seat, an airflow, and other environmental conditions can be automatically adjusted based on the current state of the passenger. 
     For example, the illustrative embodiments recognize and take into account that when the passenger is in a sleeping state, the light level for the passenger seat can be dimmed, the window tint level can be increased to reduce light, and the seat back for the passenger seat can be lowered. The illustrative embodiments also recognize and take into account that it would be desirable to make these adjustments to meet the preferences of each passenger in the sleeping state. 
     Thus, the illustrative embodiments provide a method, apparatus, and system for managing passenger comfort. In the illustrative examples, sensors are used to make measurements for the passenger. These measurements include at least a heart rate for the passenger. In one illustrative example, a passenger vehicle comfort system operates to increase passenger comfort in a passenger cabin in a vehicle. 
     The passenger vehicle comfort control system comprises a vehicle computer system in a vehicle, a near-field communications reader for a passenger seat in the vehicle, and a comfort controller running on the vehicle computer system. The near-field communications reader facilitates connecting a passenger mobile device for a passenger with the vehicle computer system and registering the passenger mobile device with the passenger seat for which the passenger or mobile passenger device is associated. The passenger mobile device communicates with a sensor system that measures at least the heart rate for the passenger and identifies the current state of the passenger using at least heart rate measurements received from the sensor system. 
     The comfort controller is configured to communicate passenger comfort preferences made by the passenger to the passenger mobile device, and the passenger mobile device associates the passenger comfort preferences with a detected current state of the passenger. The comfort controller is configured to receive a number of passenger comfort preferences for the passenger for the current state of the passenger from the passenger mobile device and send a number of signals to a number of vehicle systems to adjust an environment for the passenger seat based on the number of preferences for a particular state in the number of states in which the particular state corresponds to the current state identified for the passenger from body function measurements. 
     As used herein, “a number of,” when used with reference items, means one or more items. For example, a number of passenger comfort preferences is one or more comfort preferences. 
     With reference now to the figures and, in particular, with reference to  FIG. 1 , an illustration of a block diagram of a passenger environment is depicted in accordance with an illustrative embodiment. As depicted, passenger environment  100  is an environment in which vehicle  102  operates. In this illustrative example, vehicle  102  takes a number of different forms. For example, vehicle  102  can be selected from a group comprising a mobile platform, an aircraft, a commercial aircraft, a rotorcraft, a surface ship, a train, a spacecraft, a submarine, a bus, an automobile, or some other suitable type of vehicle that is configured to carry one or more passengers. 
     As depicted, vehicle  102  carries passenger  104  in passenger cabin  106 . In the illustrative example, vehicle  102  includes passenger vehicle comfort control system  108  that operates to increase comfort for passenger  104 . Passenger vehicle comfort control system  108  comprises vehicle computer system  110 , near-field communications reader  112 , and comfort controller  114 . 
     Vehicle computer system  110  is located in vehicle  102  and is a physical hardware system in vehicle  102  that includes one or more data processing systems. When more than one data processing system is present, those data processing systems are in communication with each other using a communications medium. The communications medium may be a network. The data processing systems may be selected from at least one of a computer, a server computer, a tablet, or some other suitable data processing system. 
     As used herein, the phrase “at least one of,” when used with a list of items, means different combinations of one or more of the listed items may be used, and only one of each item in the list may be needed. In other words, “at least one of” means any combination of items and number of items may be used from the list, but not all of the items in the list are required. The item may be a particular object, a thing, or a category. 
     For example, without limitation, “at least one of item A, item B, or item C” may include item A, item A and item B, or item B. This example also may include item A, item B, and item C; or item B and item C. Of course, any combinations of these items may be present. In some illustrative examples, “at least one of” may be, for example, without limitation, two of item A, one of item B, and ten of item C; four of item B and seven of item C; or other suitable combinations. 
     Near-field communications reader  112  is for passenger seat  116  in vehicle  102 . In one illustrative example, near-field communications reader  112  is located in passenger arm rest  118  for passenger seat  116 . 
     As depicted, passenger  104  has passenger mobile device  120 . Passenger mobile device  120  is a hardware device that has a size and weight that can be carried by passenger  104 . Passenger mobile device  120  is a data processing system selected from a group comprising a mobile phone, a table computer, a smart watch, or some other suitable mobile data processing system. 
     Passenger mobile device  120  can communicate with near-field communications reader  112  using near-field communications. Near-field communications comprise a set of protocols that enable two electronic devices to establish communications by bringing the electronic devices within proximity of each other, such as near-field communications reader  112  and passenger mobile device  120 . This proximity can be, for example, about four centimeters in some illustrative examples. As depicted, near-field communications can include different technologies, including localized Bluetooth. The type of near-field communications technology used in near-field communications reader  112  can be selected such that passenger mobile device  120  communicates with near-field communications reader  112  when passenger mobile device  120  is located in passenger seat  116 . In other words, the distance for near-field communications may be set such that passenger mobile device  120  communicates with near-field communications reader  112  for passenger seat  116  and not near-field communications readers for other passenger seats at the same time. Further, the correct passenger seat can be verified by passenger  104 . 
     As depicted, near-field communications reader  112  facilitates connecting passenger mobile device  120  with vehicle computer system  110  and registering passenger mobile device  120  with passenger seat  116  for which passenger  104  or passenger mobile device  120  is associated. In other words, the registration with passenger seat  116  allows vehicle computer system  110  to associate at least one of passenger  104  or passenger mobile device  120  with passenger seat  116 . 
     Passenger mobile device  120  and vehicle computer system  110  communicate with each other in this example. This communication can occur by establishing a communications link with or without near-field communications reader  112  being part of the communications link. 
     The communication can occur using at least one of Wi-Fi communications, Bluetooth communications, near-field communications, or some other type of wireless communication. Wi-Fi is a trademark of Wi-Fi Alliance. Bluetooth is a trademark of the Bluetooth Special Interest Group. The communication can also comprise transferring data between passenger mobile device  120  and vehicle computer system  110  using near-field communications. 
     In this illustrative example, sensor system  122  measures body functions  124  for passenger  104 . As depicted, passenger mobile device  120  also communicates with sensor system  122  and receives at least heart rate measurements  132  from sensor system  122 . Heart rate measurements  132  is an example of body function measurements  148  received from sensor system  122  measuring body functions  124 . 
     As depicted, body functions  124  includes at least heart rate  126  for passenger  104 . However, other types of body functions can be measured in addition to heart rate  126 . For example, body functions  124  can also include vital signs, which are pulse rate, temperature, respiration rate, and blood pressure. Of course, additional body functions can be measured in addition to or in place of vital signs. Additional body functions include, for example, an oxygen level, a blood glucose level, a perspiration level, or some other suitable body function. 
     Sensor system  122  can be located in wearable device  128  or passenger mobile device  120 . In this illustrative example, wearable device  128  can be selected from one of a bracelet, a snap bracelet, a fitness wristband, an activity tracker, or some other suitable device. Passenger mobile device  120  can take a number of different forms. For example, passenger mobile device  120  can be a mobile phone, a smart watch, a tablet computer, smart glasses, or some other suitable passenger mobile device. 
     In this illustrative example, sensor system  122  includes an optical heart rate sensor. Sensor system  122  also can include at least one of a 3-axis accelerometer, an altimeter, a vibration monitor, a blood-oxygen sensor, or some other suitable type of sensor. 
     Further, passenger mobile device  120  identifies current state  130  of passenger  104  using at least heart rate measurements  132  received from sensor system  122 . Current state  130  can be identified by using additional body function measurements, such as a respiratory rate, a blood pressure, an oxygen level, a blood glucose level, a perspiration level, a body temperature, or some other suitable body function measurement. 
     In the illustrative example, vehicle computer system  110  can adjust passenger environment  100  using comfort controller  114  running on vehicle computer system  110 . As depicted, comfort controller  114  sends signals  138  to a number of vehicle systems  140 . In this example, the number of vehicle systems  140  is selected from at least one of an environmental system, a window tint system, a seat controller system, a lighting system, a meal-ordering system, a flight entertainment system, an attendant messaging system, or some other vehicle system. 
     As depicted, passenger mobile device  120  can send passenger comfort preferences  134  in the form of environment settings  150 . Environment settings  150  are settings for vehicle systems  140  and can include, for example, environment settings  150 , which include at least one of a light level setting, a ventilation level setting, and a window tint level setting that are made by passenger  104 . 
     As depicted, comfort controller  114  is configured to receive passenger comfort preferences  134  for passenger  104  for current state  130  of passenger  104  from passenger mobile device  120 . In response to receiving passenger comfort preferences  134 , such as environment settings  150 , comfort controller  114  sends a number of signals  138  to the number of vehicle systems  140  to adjust environment  142  for passenger seat  116 . 
     A number of passenger comfort preferences  134  are for particular state  144  in a number of states  146 . As depicted, particular state  144  corresponds to current state  130  identified for passenger  104  from body function measurements  148  received from sensor system  122 . 
     Passenger comfort preferences  134  can also include other types of preferences in addition to or in place of environment settings  150 . For example, passenger comfort preferences  134  also can include amenity preferences  152 . Amenity preferences  152  can include at least one of a drink selection, a movie selection, a blanket, a pillow, a meal selection, a service, or some other amenity for passenger  104 . 
     In this illustrative example, passenger  104  can make changes to environment  142 . The changes can be made by manipulating buttons, switches, or other types of controls. For example, passenger  104  can change an environmental setting that dims or brightens a light. As another example, passenger  104  can change a ventilation setting by increasing airflow through a vent for passenger seat  116 . 
     Comfort controller  114  can detect changes made by passenger  104  to environment  142  for passenger seat  116 . For example, comfort controller  114  can detect changes made by passenger  104  to settings, such as a light level setting, a ventilation level setting, a window tint level setting, a temperature setting, or other settings that can be adjusted by passenger  104  for environment  142  for passenger seat  116 . 
     In this illustrative example, comfort controller  114  in vehicle computer system  110  communicates passenger comfort preferences  134  to passenger mobile device  120  based on changes made by passenger  104  to environment settings  150 . Passenger mobile device  120  associates these received preferences with detected current state  136  for passenger  104 . 
     Passenger mobile device  120  stores the passenger-adjusted settings in environment settings  150 . For example, passenger mobile device  120  stores the passenger-adjusted settings in environment settings  150  associated with at least a detected awake state and a detected sleeping state in states  146  based on whether heart rate  126  for passenger  104  is above or below a preset level. In a similar fashion, vehicle computer system  110  can communicate passenger comfort preferences  134  based on amenity preferences  152  made by passenger  104 . 
     While passenger  104  is in vehicle  102 , passenger mobile device  120  can detect current state  130  for passenger  104  using sensor system  122 . Current state  130  can be for passenger  104  in passenger seat  116  or in some other location within passenger cabin  106 . Based on detected current state  136  of passenger  104 , passenger mobile device  120  sends vehicle computer system  110  saved passenger-adjusted settings or saved amenity preferences associated with at least one of an awake state or a sleeping state. These passenger-adjusted settings include one or more of a light level setting, a ventilation level setting, and a window tint level setting, and vehicle computer system  110  adjusts at least one of a light level, a ventilation level, and a window tint level associated with passenger seat  116  for passenger  104 . 
     In one illustrative example, one or more technical solutions are present that overcome a technical problem with improving passenger comfort in a vehicle, such as an aircraft. For example, in one illustrative example, passenger comfort is improved in vehicle  102 , in the form of a commercial aircraft, in which vehicle computer system  110  is an aircraft computer system configured to control one or more of a light level, a ventilation level, and a window tint level associated with a passenger seat of a passenger. As a result, one or more technical solutions may provide a technical effect of increasing passenger comfort in vehicle  102  through automatically adjusting environment  142  for passenger  104  in passenger seat  116  based on passenger comfort preferences  134  for passenger  104  and detecting current state  130  for passenger  104 . 
     As a result, at least one of vehicle computer system  110  or passenger mobile device  120  operates as a special-purpose computer system in which at least one of vehicle computer system  110  or passenger mobile device  120  enables increasing passenger comfort in vehicle  102 . In particular, the process for automatically detecting passenger states and adjusting the environment for a passenger transforms one of vehicle computer system  110  or passenger mobile device  120  into a special-purpose computer system, as compared to currently available general-purpose computer systems that do not have these processes. 
     Turning now to  FIG. 2 , an illustration of a block diagram of a passenger vehicle comfort control apparatus is depicted in accordance with an illustrative embodiment. In the illustrative examples, the same reference numeral may be used in more than one figure. This reuse of a reference numeral in different figures represents the same element in the different figures. 
     In this illustrative example, passenger vehicle comfort control apparatus  200  includes a number of different components. As depicted, passenger vehicle comfort control apparatus  200  comprises passenger mobile device  120 , passenger comfort application  202 , and sensor system  122 . 
     As depicted, passenger comfort application  202  runs on passenger mobile device  120  and detects states  146  for passenger  104 . For example, passenger comfort application  202  receives at least heart rate measurements  132  from sensor system  122  and detects current state  130  of passenger  104  in states  146 . Passenger comfort application  202  also receives, from vehicle computer system  110 , passenger comfort preferences  134  made by passenger  104  that are associated with different current states for passenger  104 . Passenger comfort application  202  communicates one or more passenger comfort preferences  134  saved in passenger mobile device  120  that correspond to detected current state  136  to vehicle computer system  110  over wireless communications link  204 , whereby vehicle computer system  110  implements communicated passenger comfort preferences thereby enabling an increase in passenger comfort for passenger  104  in vehicle  102  shown in block form in  FIG. 1 . 
     Passenger comfort application  202  is configured to detect current state  130  of passenger  104  from states  146  using at least one of heart rate measurements  132  received from sensor system  122 . States  146  can include at least one of an awake state or a sleeping state based on whether heart rate  126 , shown in block form in  FIG. 1 , is above or below a preset level. 
     In the illustrative example, passenger comfort application  202  receives passenger comfort preferences  134  from vehicle computer system  110 . Passenger comfort preferences  134  include passenger-adjusted settings  208 , which are adjustments to environment settings  150  for different vehicle systems in vehicle  102  made by passenger  104 . For example, environment settings  150  include at least one of a light level setting, a ventilation level setting, and a window tint level setting. Passenger comfort preferences  134  can also include amenity preferences  152  shown in block form in  FIG. 1 . 
     Passenger comfort application  202  stores passenger-adjusted settings  208  as passenger comfort preferences  134  in association with at least a detected awake state or a detected sleeping state in states  146 . In this manner, passenger comfort application  202  can send one or more of passenger comfort preferences  134  to vehicle computer system  110  to change environment  142  for passenger  104  in vehicle  102  shown in block form in  FIG. 1 . 
     These passenger comfort preferences are automatically communicated by passenger comfort application  202  to vehicle computer system  110  in response to detecting current state  130  of passenger  104 . For example, passenger comfort application  202  can communicate saved passenger-adjusted settings in passenger comfort preferences  134  associated with at least one of an awake state or a sleeping state. 
     As depicted, passenger comfort preferences  134  can be at least one of a light level setting, a ventilation level setting, and a window tint level setting to cause the vehicle to adjust at least one of a light level, a ventilation level, and a window tint level associated with a passenger&#39;s seat. Passenger comfort preferences  134  can also include at least one of an amenity preference, a drink selection, a movie selection, a meal selection, or some other preference for passenger  104 . 
     Further, passenger comfort application  202  can provide increased safety for passenger  104 . In this manner, passenger comfort application  202  is configured to send notification  212  when body function measurements  148  indicate that passenger  104  is in a distress state. Notification  212  can be sent to vehicle computer system  110 . Notification  212  can be a message, a text, or a signal to an attendant system in vehicle systems  140 . 
     For example, passenger comfort application  202  can be configured to detect a distress state. In this illustrative example, the distress state can be detected based on at least one of a heart rate or a temperature exceeding a preset threshold. The preset threshold can be set, for example, using at least one of user input, a heart rate based on an age, a body fat level, an exercise history, a patient history, or other factors. In response to detecting the distress state, passenger comfort application  202  communicates notification  212  to vehicle computer system  110  that passenger  104  is in the distress state. 
     The illustration of passenger environment  100  and the different components in  FIG. 1  and passenger vehicle comfort control apparatus  200  in  FIG. 2  are not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. Other components in addition to or in place of the ones illustrated may be used. Some components may be unnecessary. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment. 
     For example, sensor system  122  may not be a part of passenger vehicle comfort control apparatus  200  in some implementations. In another illustrative example, passenger vehicle comfort control system  108  can also include at least one of passenger mobile device  120  or sensor system  122  as shown in block form in  FIG. 1 . 
     With reference now to  FIG. 3 , an illustration of a passenger vehicle comfort control system is depicted in accordance with an illustrative embodiment. As depicted, passenger vehicle comfort control system  300  includes activity tracker  302 , mobile phone  304 , vehicle computer system  308 , and vehicle systems  310 . 
     In this illustrative example, activity tracker  302  is an example of one implementation for wearable device  128 , as shown in block form in  FIG. 1 , containing a sensor system. In this illustrative example, activity tracker  302  includes heart rate sensor  312  and temperature sensor  314 . Activity tracker  302  is configured to communicate with mobile phone  304  using wireless communications link  320 , such as a Bluetooth communications link. Activity tracker  302  may be provided to the passenger as a disposable, wearable device. For example, activity tracker  302  sends body function measurements  322  to mobile phone  304  over wireless communications link  320 . 
     Mobile phone  304  is an example of passenger mobile device  120  in  FIG. 1 . Passenger comfort application  316  runs on mobile phone  304 . Passenger comfort application  316  can be downloaded as an application by a passenger from an app store or an app marketplace. Passenger comfort application  316  stores passenger comfort preferences and criteria for different states and receives measurements from activity tracker  302 . Based on comparing the criteria to the measurements, passenger comfort application  316  identifies the current state for the passenger. 
     In response to detecting a current state, passenger comfort application  316  sends passenger comfort preferences  326  associated with the current state identified to vehicle computer system  308  over wireless communications link  328 . In this illustrative example, wireless communications link  328  can be a Wi-Fi communications link, a Bluetooth communications link, an optical communications link, or some other suitable type of wireless communications link. 
     Vehicle computer system  308  sends signals  330  over bus  332  to vehicle systems  310 . Signals  330  are selected to cause one or more of vehicle systems  310  to effect changes in the environment or provide amenities to the passenger. 
     As depicted, vehicle systems  310  include, for example, lighting  334 , climate  336 , seat  338 , window tint  340 , and attendant alert  342 . Lighting  334  controls overhead lighting for the different passenger seats. Climate  336  controls heating and cooling systems in the passenger seats. Additionally, climate  336  controls ventilation for each of the passenger seats. Window tint  340  controls the window tint level for passenger windows. Attendant alert  342  controls an alert system for attendants to indicate which seats require attention. 
     As depicted, vehicle computer system  308  also may return feedback  344  to passenger comfort application  316  over wireless communications link  328 . This feedback may provide a log of actions performed by vehicle computer system  308  in response to receiving passenger comfort preferences. Additionally, feedback  344  also may include passenger comfort preferences  326  based on changes made by input from the passenger. This input may involve the passenger manipulating controls in the passenger cabin. These updated passenger comfort preferences can be used to update desired preferences of the passenger for particular states while traveling in the vehicle. 
     This type of process can be performed automatically to adjust the environment for the passenger. In this manner, the automatic adjustments of the environment reduce the efforts needed by the passenger to have a comfortable environment and desired amenities, thereby increasing passenger comfort. 
     With reference to  FIG. 4 , an illustration of states and associated adjustments is depicted in accordance with an illustrative embodiment. As depicted, table  400  depicts states that can be detected by a passenger mobile device, such as states  146  and passenger mobile device  120  as shown in block form in  FIG. 1  and  FIG. 2 . 
     As depicted in table  400 , state column  402  contains states that can be detected for a passenger. The states in state column  402  are examples of states  146  in  FIG. 1  and  FIG. 2 . Criteria column  404  in table  400  contains conditions for detecting a particular state for a passenger. Passenger comfort preferences column  406  identifies adjustments or amenities that can be made for the passenger. In this example, the different states and adjustments are for a vehicle that takes the form of an aircraft, such as a commercial jet airliner. 
     As depicted, row  408  is an arrival state, row  410  is an awake state, row  412  is an anxious state, row  414  is a sleeping state, row  416  is an away from seat state, row  418  is a deplaning state, row  420  is a distress state, row  422  is a hot state, row  424  is a cold state, and row  426  is a custom passenger state. 
     In row  408 , the arrival state is considered to be present when a passenger first connects to the aircraft computer system in the aircraft while the time of connection is no more than 30 minutes past the departure time of the flight. This state results in a preset drink order, an arrival light level setting, an arrival ventilation level setting, an arrival window tint level setting, and an arrival seat position setting being sent as passenger comfort preferences to the aircraft computer system for use in adjusting the settings for the passenger when the arrival state is detected. In this example, the settings can be based on passenger adjustments as the passenger arrives when boarding the aircraft. 
     An awake state in row  410  is present when the heart rate for the passenger is within a normal range. The normal range can be selected based on the particular user. For example, age, activity level, and other factors may be taken into account in selecting the normal range for the heart rate. 
     In this example, passenger comfort preferences in the form of an awake light level setting, an awake ventilation level setting, an awake window tint level setting, and an awake seat position setting are sent to the aircraft computer system from the passenger mobile device. In one illustrative example, the settings are the same as for the arrival state in row  408 . 
     The anxious state in row  412  is detected when the heart rate exceeds an anxiety threshold, the temperature exceeds a normal temperature threshold, or an accelerometer detects fidgety motions. In this state, passenger comfort preferences are an anxious temperature setting, an anxious seat position setting, and an anxious light level setting. 
     In row  414 , the sleeping state is detected when the heart rate falls below a sleeping threshold and the accelerometer detects little or no motion from the passenger. In the sleeping state, the passenger comfort preferences are a sleeping window tint level setting, a sleeping light level setting, and a sleeping seat position setting. For example, the window tint level setting may be increased and a light level setting may be decreased as compared to when the passenger is in the awake state. A sleeping seat position setting may be a reclined position for the passengers. 
     In the away from seat state in row  416 , no setting changes are made. The away from seat state can be detected when the accelerometer recognizes steps, the heart rate exceeds a resting threshold, and the near-field connection is lost. 
     The deplaning state in row  418  can be detected after the flight has landed and steps are detected by the accelerometer. In this example, the passenger comfort preferences comprise requesting deplaning information. As depicted, deplaning information can be send to the mobile passenger device. The deplaning information includes at least one of a map or directions to a destination in an airport. The deplaning information can be for a connecting flight or for baggage. The directions provided can be active ones that give turn-by-turn directions as the passenger moves in the airport. 
     In row  420 , a distress state is detected when the heart rate exceeds a distress threshold, or no heart rate is detected. The distress state can also be present when the temperature of the passenger exceeds a normal temperature threshold and rapid, erratic motions are present. In this state, the passenger comfort preferences are to call for attendant assistance. 
     The hot state in row  422  is detected when the temperature is above a passenger-set level. For example, the passenger may set a temperature of 74 degrees as being too warm. If the temperature reaches 74 degrees at the passenger seat, adjustments are made using passenger comfort preferences in row  422 . These preferences include a hot window tint level setting and a hot ventilation level setting. The hot window tint level setting may make the windows entirely opaque and the hot ventilation level setting may increase the ventilation level to a preselected level for the passenger. 
     As depicted, in row  424 , a cold state is present when the temperature is below a passenger-set level. When the cold state is detected, the passenger comfort preferences include a cold window tint level setting and a cold ventilation level setting. The cold window tint level setting reduces the opaqueness of the window tint level and the cold ventilation level setting reduces the ventilation in this particular example. 
     Additionally, a custom passenger state is present in row  426 . The custom passenger state can be detected based on criteria set by the passenger in this custom state. The criteria can be automatically entered or manually triggered. In other words, the passenger can set the criteria in this state. Alternatively, the passenger can select the state to be entered by activating the state using an application, such as passenger comfort application  202  in  FIG. 2  or passenger comfort application  316  in  FIG. 3 . The passenger comfort preferences can be preset for the passenger or can be custom passenger settings made from input from the passenger. 
     Thus, the number of states  146  in  FIG. 1  can be selected from at least one of an awake state, an inactive state, a sleeping state, a hot state, a cold state, a distress state, an arrival state, a deplaning state, or a custom state as depicted in table  400 . The number of states in states  146  in  FIG. 1  can also be some other suitable state in place of or in addition to the states depicted in table  400 . 
     The different states, conditions, and adjustments illustrated in table  400  are provide to illustrate one manner in which states and adjustments can be implemented. These illustrations are not meant to limit what states, conditions, or preferences can be used in other illustrative examples. For example, the states, criteria, and passenger comfort preferences may vary from the ones illustrated in table  400  in other implementations. For example, when a cold state in row  424  is detected, passenger comfort preferences for the cold state may also include increasing the temperature for the passenger seat when the passenger seat includes a heating and cooling feature. 
     Turning next to  FIG. 5 , an illustration of a flowchart of a process for managing passenger comfort is depicted in accordance with an illustrative embodiment. The process illustrated in the flowchart in  FIG. 5  can be implemented in vehicle  102  using passenger vehicle comfort control system  108  as shown in block form in  FIG. 1 . The different operations can be implemented using at least one of software or hardware. When software is used, the different operations can be implemented in program code that is run on a processor unit. 
     The process begins with a near-field communications reader connecting a passenger mobile device with a vehicle computer system in a vehicle using the near-field communications reader for a passenger seat in the vehicle for a passenger (operation  500 ). The vehicle computer system identifies passenger comfort preferences associated with the passenger seat based on changes made to an environment in the vehicle by the passenger (operation  502 ). 
     The vehicle computer system sends the passenger comfort preferences made to the environment by the passenger to the passenger mobile device for the passenger (operation  504 ). The passenger comfort preferences are associated with different current states for the passenger based on at least a heart rate for the passenger. 
     The computer system receives a number of new passenger comfort preferences from the passenger mobile device when the passenger mobile device detects a change in a current state of the passenger (operation  506 ). The vehicle computer system sends a number of signals to a number of vehicle systems to change the environment for the passenger using the number of new passenger comfort preferences (operation  508 ). The process terminates thereafter. The process in  FIG. 5  enables an increase in passenger comfort in the vehicle. 
     With reference next to  FIG. 6 , an illustration of a flowchart of a process for managing passenger comfort in an aircraft is depicted in accordance with an illustrative embodiment. The process illustrated in the flowchart in  FIG. 6  can be implemented in vehicle  102  using passenger vehicle comfort control system  108  as shown in block form in  FIG. 1 . The different operations can be implemented using at least one of software or hardware in passenger mobile device  120  in  FIG. 1  and  FIG. 2 . When software is used, the different operations can be implemented in program code that is run on a processor unit. 
     The process begins with a passenger mobile device connecting to an aircraft computer system (operation  600 ). This connection can be performed by the passenger mobile device being sufficiently close to a near-field communications reader in an arm rest for the passenger seat to establish a communications link. For example, the two devices may be sufficiently close to each other to communicate when the passenger is sitting in the passenger seat and is holding the passenger mobile device sufficiently close to the near-field communications reader. 
     A passenger comfort application running on the passenger mobile device requests access to use aircraft comfort features on the aircraft computer system (operation  602 ). As part of this request, the aircraft computer system identifies a seat location (operation  604 ). In operation  604 , the seat location is where the mobile passenger device running the passenger comfort application is located. The seat location can be identified in a number of different ways. For example, when the passenger seat has a near-field communications reader, the seat location of the passenger seat is identified based on the near-field communications reader that has established communications with the passenger mobile device. 
     As another example, the passenger comfort application can send the passenger seat location or some other identifier that allows the aircraft computer system to identify the passenger seat and the location of the passenger. This information sent by the passenger comfort application can be received as input from the passenger entering the passenger seat information. In another illustrative example, the passenger comfort application can receive the passenger seat information from an airline reservation system. 
     The passenger comfort application sends initial passenger comfort preferences to the aircraft computer system (operation  606 ). These preferences are stored in the passenger mobile device and can be entered by the passenger or can be based on the passenger comfort preferences from prior flights. 
     The passenger comfort application receives body function measurements from a sensor system (operation  608 ). In this illustrative example, the sensor system can be a wearable device or integrated as part of the passenger mobile device. In operation  608 , at least a heart rate for the passenger is monitored by the sensor system. Other body function measurements can be made including, for example, at least one of a respiratory rate, a blood pressure, an oxygen level, a blood glucose level, a perspiration level, a body temperature, or some other suitable body function measurement. 
     The passenger comfort application determines a current state of the passenger using the body function measurements received from the sensor system (operation  610 ). In this illustrative example, the identification of the current state can be performed using criteria, such as the criteria illustrated in criteria column  404  in table  400  in  FIG. 4 . 
     The passenger comfort application sends passenger comfort preferences for the current state detected for the passenger to the aircraft computer system when a change in state occurs (operation  612 ). 
     A determination is made as to whether the flight is complete and the passenger has deplaned (operation  614 ). If the flight is not complete and the passenger has not deplaned, the process returns to operation  608 . 
     Otherwise, the process generates a trip review for the passenger and makes adjustments to the passenger comfort preferences for a future flight (operation  616 ). The process terminates thereafter. In this illustrative example, the trip review may be sent in an email. The trip review may outline vital signs during the trip, request feedback, provide suggestions, or other information. The adjustments for the passenger comfort preferences can be stored in the passenger mobile device or in a separate location of an account set up for the passenger. 
     With reference next to  FIG. 7 , an illustration of a flowchart of a process for updating passenger comfort preferences is depicted in accordance with an illustrative embodiment. The process illustrated in the flowchart in  FIG. 7  can be implemented in passenger comfort application  202  running on passenger mobile device  120  shown in block form in  FIG. 2 . The different operations can be implemented using at least one of software or hardware. When software is used, the different operations can be implemented in program code that is run on a processor unit. 
     The process begins by receiving passenger comfort preferences from a vehicle computer system (operation  700 ). In this illustrative example, the passenger comfort preferences can be received in real-time. The process identifies a current state of a passenger (operation  702 ). The process identifies the passenger comfort preferences for the current state (operation  704 ). The process compares the identified passenger comfort preferences with the received passenger comfort preferences (operation  706 ). The process updates the passenger comfort preferences when a difference is present between the identified passenger comfort preferences and the received passenger comfort preferences (operation  708 ). The process terminates thereafter. 
     With reference now to  FIG. 8 , an illustration of a flowchart of a process for processing passenger comfort preferences is depicted in accordance with an illustrative embodiment. The process illustrated in the flowchart in  FIG. 8  can be implemented in vehicle  102  using passenger vehicle comfort control system  108  shown in block form in  FIG. 1 . For example, this process can be implemented by vehicle computer system  110  in  FIG. 1 . The different operations can be implemented using at least one of software or hardware. When software is used, the different operations can be implemented in program code that is run on a processor unit. 
     The process begins by receiving passenger comfort preferences (operation  800 ). These preferences can be received from a passenger comfort application running on a passenger mobile device or directly from the passenger making changes or requests. 
     A determination is made as to whether the passenger comfort preferences are received from a passenger comfort application running on a passenger mobile device or received directly from the passenger making changes or requests (operation  802 ). If the passenger comfort preferences are made by the passenger, the process identifies the passenger mobile device (operation  804 ). For example, the passenger comfort preferences can be made by the passenger manipulating switches or controls for settings such as a light level, a window tint level, a seat position, a temperature, a ventilation level, or other controls. These controls are associated with the passenger seat in the illustrative examples. With this information, the vehicle computer system can identify the passenger mobile device that is registered to the passenger seat. 
     The process then sends the passenger comfort preferences to the passenger comfort application running on the passenger mobile device identified for the passenger seat (operation  806 ). The process returns to operation  800 . In this manner, feedback can be provided to update the passenger comfort preferences stored on the passenger mobile device during the current trip in the vehicle. 
     With reference again to operation  802 , if the passenger comfort preferences are received from a passenger comfort application running on a passenger mobile device, the process identifies the passenger seat for the passenger comfort preferences (operation  808 ). 
     The process identifies a number of vehicle systems for the passenger comfort preferences (operation  810 ). For example, if the passenger comfort preferences include a light level setting, the process identifies the lighting system in the vehicle. As another example, if the passenger comfort preferences include a window tint level, the process identifies the window system for the vehicle. 
     The process sends a number of signals to the number of vehicle systems identified from the passenger comfort preferences (operation  812 ). The process returns to operation  800 . These signals can include at least one of commands, data, or other information. The signals are sent to cause the vehicle systems to make adjustments based on the passenger comfort preferences received from the passenger comfort application. 
     The flowcharts and block diagrams in the different depicted embodiments illustrate the architecture, functionality, and operation of some possible implementations of apparatuses and methods in an illustrative embodiment. In this regard, each block in the flowcharts or block diagrams can represent at least one of a module, a segment, a function, or a portion of an operation or step. For example, one or more of the blocks can be implemented as program code, hardware, or a combination of program code and hardware. When implemented in hardware, the hardware may, for example, take the form of integrated circuits that are manufactured or configured to perform one or more operations in the flowcharts or block diagrams. When implemented as a combination of program code and hardware, the implementation may take the form of firmware. Each block in the flowcharts or the block diagrams may be implemented using special-purpose hardware systems that perform the different operations or combinations of special-purpose hardware and program code run by the special-purpose hardware. 
     In some alternative implementations of an illustrative embodiment, the function or functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be performed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added in addition to the illustrated blocks in the flowcharts or block diagrams. 
     Turning now to  FIG. 9 , an illustration of a block diagram of a data processing system is depicted in accordance with an illustrative embodiment. Data processing system  900  may be used to implement vehicle computer system  110  and passenger mobile device  120  in  FIG. 1 . In this illustrative example, data processing system  900  includes communications framework  902 , which provides communications between processor unit  904 , memory  906 , persistent storage  908 , communications unit  910 , input/output unit  912 , and display  914 . In this example, communications framework  902  may take the form of a bus system. 
     Processor unit  904  serves to execute instructions for software that may be loaded into memory  906 . Processor unit  904  may be a number of processors, a multi-processor core, or some other type of processor, depending on the particular implementation. 
     Memory  906  and persistent storage  908  are examples of storage devices  916 . A storage device is any piece of hardware that is capable of storing information, such as, for example, without limitation, at least one of data, program code in functional form, or other suitable information either on a temporary basis, a permanent basis, or both on a temporary basis and a permanent basis. Storage devices  916  also may be referred to as computer-readable storage devices in these illustrative examples. Memory  906 , in these examples, may be, for example, a random-access memory or any other suitable volatile or non-volatile storage device. Persistent storage  908  may take various forms, depending on the particular implementation. 
     For example, persistent storage  908  may contain one or more components or devices. For example, persistent storage  908  may be a hard drive, a solid-state drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage  908  also may be removable. For example, a removable hard drive may be used for persistent storage  908 . 
     Communications unit  910 , in these illustrative examples, provides for communications with other data processing systems or devices. In these illustrative examples, communications unit  910  is a network interface card. 
     Input/output unit  912  allows for input and output of data with other devices that may be connected to data processing system  900 . For example, input/output unit  912  may provide a connection for user input through at least one of a keyboard, a mouse, or some other suitable input device. Further, input/output unit  912  may send output to a printer. Display  914  provides a mechanism to display information to a user. 
     Instructions for at least one of the operating system, applications, or programs may be located in storage devices  916 , which are in communication with processor unit  904  through communications framework  902 . The processes of the different embodiments may be performed by processor unit  904  using computer-implemented instructions, which may be located in a memory, such as memory  906 . 
     These instructions are referred to as program code, computer-usable program code, or computer-readable program code that may be read and executed by a processor in processor unit  904 . The program code in the different embodiments may be embodied on different physical or computer-readable storage media, such as memory  906  or persistent storage  908 . 
     Program code  918  is located in a functional form on computer-readable media  920  that is selectively removable and may be loaded onto or transferred to data processing system  900  for execution by processor unit  904 . Program code  918  and computer-readable media  920  form computer program product  922  in these illustrative examples. In the illustrative example, computer-readable media  920  is computer-readable storage media  924 . In these illustrative examples, computer-readable storage media  924  is a physical or tangible storage device used to store program code  918  rather than a medium that propagates or transmits program code  918 . 
     Alternatively, program code  918  may be transferred to data processing system  900  using a computer-readable signal media. The computer-readable signal media may be, for example, a propagated data signal containing program code  918 . For example, the computer-readable signal media may be at least one of an electromagnetic signal, an optical signal, or any other suitable type of signal. These signals may be transmitted over at least one of communications links, such as wireless communications links, optical fiber cable, coaxial cable, a wire, or any other suitable type of communications link. 
     The different components illustrated for data processing system  900  are not meant to provide architectural limitations to the manner in which different embodiments may be implemented. The different illustrative embodiments may be implemented in a data processing system including components in addition to or in place of those illustrated for data processing system  900 . Other components shown in  FIG. 9  can be varied from the illustrative examples shown. The different embodiments may be implemented using any hardware device or system capable of running program code  918 . 
     Next, illustrative embodiments of the disclosure may be described in the context of aircraft manufacturing and service method  1000  as shown in FIG.  10  and aircraft  1100  as shown in  FIG. 11 . Turning first to  FIG. 10 , an illustration of a block diagram of an aircraft manufacturing and service method is depicted in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method  1000  may include specification and design  1002  of aircraft  1100  in  FIG. 11  and material procurement  1004 . 
     During production, component and subassembly manufacturing  1006  and system integration  1008  of aircraft  1100  in  FIG. 11  takes place. Thereafter, aircraft  1100  in  FIG. 11  may go through certification and delivery  1010  in order to be placed in service  1012 . While in service  1012  by a customer, aircraft  1100  in  FIG. 11  is scheduled for routine maintenance and service  1014 , which may include modification, reconfiguration, refurbishment, and other maintenance or service. 
     Each of the processes of aircraft manufacturing and service method  1000  may be performed or carried out by a system integrator, a third party, an operator, or some combination thereof. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, without limitation, any number of aircraft manufacturers and major-system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, and so on. 
     With reference now to  FIG. 11 , an illustration of a block diagram of an aircraft is depicted in which an illustrative embodiment may be implemented. In this example, aircraft  1100  is produced by aircraft manufacturing and service method  1000  in  FIG. 10  and may include airframe  1102  with a plurality of systems  1104  and interior  1106 . Examples of systems  1104  include one or more of propulsion system  1108 , electrical system  1110 , hydraulic system  1112 , environmental system  1114 , and passenger comfort control system  1116 . In this illustrative example, passenger comfort control system  1116  can be implemented in aircraft  1100  using passenger vehicle comfort control system  108  as illustrated in  FIG. 1 . Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as the automotive industry. 
     Apparatuses and methods embodied herein may be employed during at least one of the stages of aircraft manufacturing and service method  1000  in  FIG. 10 . 
     In one illustrative example, components or subassemblies produced in component and subassembly manufacturing  1006  in  FIG. 10  may be fabricated or manufactured in a manner similar to components or subassemblies produced while aircraft  1100  is in service  1012  in  FIG. 10 . As yet another example, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during production stages, such as component and subassembly manufacturing  1006  and system integration  1008  in  FIG. 10 . 
     One or more apparatus embodiments, method embodiments, or a combination thereof may be utilized while aircraft  1100  is in service  1012 , during maintenance and service  1014  in  FIG. 10 , or both. For example, passenger vehicle comfort control system  108  in  FIG. 1  can be used to operate passenger comfort control system  1116  in  FIG. 11  to enable an increase in the comfort level for passengers of aircraft  1100  while aircraft  1100  is in service  1012 . 
     As another example, passenger vehicle comfort control system  108  in  FIG. 1  can be implemented in aircraft  1100  as passenger comfort control system  1116  during maintenance and service  1014 . This implementation can be performed during at least one of modification, reconfiguration, refurbishment, and other maintenance or service for aircraft  1100 . The use of a number of the different illustrative embodiments may substantially expedite the assembly of aircraft  1100 , reduce the cost of aircraft  1100 , or both expedite the assembly of aircraft  1100  and reduce the cost of aircraft  1100 . 
     Thus, the illustrative embodiments provide a method, apparatus, and system for managing passenger comfort preferences in vehicles. The different illustrative examples provide an ability to increase passenger comfort in vehicles, such as aircraft. In one illustrative example, a sensor system monitors body functions for a passenger. Based on the state identified using the measurements received from the sensor system, passenger comfort preferences associated with the detected states are sent to a vehicle computer system. For example, if the measurements indicate that the passenger is hot, the passenger comfort preferences for a hot state can be sent to the vehicle computer system to change the environment for the passenger. For example, the passenger comfort preferences, such as a ventilation setting or any temperature setting, can be sent to the computer system. The settings may increase the ventilation and reduce the temperature for the passenger. 
     The description of the different illustrative embodiments has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the embodiments in the form disclosed. The different illustrative examples describe components that perform actions or operations. In an illustrative embodiment, a component may be configured to perform the action or operation described. For example, the component may have a configuration or design for a structure that provides the component an ability to perform the action or operation that is described in the illustrative examples as being performed by the component. 
     Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative embodiments may provide different features as compared to other desirable embodiments. The embodiment or embodiments selected are chosen and described in order to best explain the principles of the embodiments, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated.