Patent Description:
Airlines may wish to provide their economy-class passengers, e.g., those passengers occupying seats in the main passenger cabin as opposed to premium lie-flat convertible seats or enclosed compartments such as partitioned seats or suites, with access to bunk facilities comparable to those provided by a CRC for use on similar long-haul flights. Clearly such compartments must meet regulatory requirements for passenger use (e.g., similarly to CRCs, passenger rest compartments may not be used during taxi, takeoff and landing (TTL) flight segments). As an additional challenge, however, airlines must make passenger rest facilities easily accessible to participating passengers from the main passenger cabin (e.g., when the aircraft has reached a safe cruising altitude and passengers are permitted to enter the rest compartments).

The incorporation of rest cabins for pilots and crew of an aircraft, and occasionally for passengers as well, includes a variety of approaches. For example, <CIT> discloses a removable sleeping compartment assembly that may nest together several different modules incorporating sleeping berths, restroom facilities, and other convenience features. The modules may have an exterior configuration or form factor similar to that of a cargo container. Entry to the sleeping compartments may be achieved by a pivotable staircase or lift system from the main deck. Additionally, <CIT>; <CIT>; and <CIT> disclose a variety of configurations for a crew rest station contoured to occupy the overhead space between the curved top hull of the aircraft and the lowered ceiling and providing bunk portions, lavatory facilities, and storage space. The crew rest station may be located in the approximate midsection of the aircraft and accessible via an entry ladder, with forward, aft, or side bunk facilities arranged around a central deck. Further, <CIT> discloses a crew rest station including an overhead crew rest portion with forward and aft bunk portions arranged around a central deck portion. The central deck portion includes an emergency escape hatch, a fold-down jump seat, and a fold-down entry door capable of covering a stairway of a central entry vestibule, via which the overhead crew rest portion may be accessed from the passenger seating area. <CIT> discloses an aircraft including a passenger cabin having a floor, a cargo compartment below the floor, a first access unit for accessing the cargo compartment from the passenger cabin, the first access unit being located on the floor and a utility space module arranged in the cargo.

Such compartments may be required to meet regulatory requirements for crew rest compartments in aircraft as set forth by the Federal Aviation Administration (FAA) of the United States Government. In addition, the passenger rest facilities should easily accessible to participating passengers occupying the premium areas while minimizing added weight and minimizing disruption to the interior space and passenger seating within the premium areas.

In one aspect, there is provided a modular lower lobe passenger rest cabin as defined by claim <NUM>.

In aspects, there is provided a system as defined by claim <NUM> and an aircraft as defined by claim <NUM>.

The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate exemplary embodiments of the inventive concepts disclosed herein and together with the general description, serve to explain the principles.

The numerous advantages of the embodiments of the inventive concepts disclosed herein may be better understood by those skilled in the art by reference to the accompanying figures in which:.

Broadly, embodiments of the inventive concepts disclosed herein are directed to a passenger aircraft capable of providing rest compartments for passengers within remote areas of the aircraft. "Remote areas" refers to portions of the aircraft outside the main passenger cabin potentially occupiable by passengers. For example, passenger rest compartments (e.g., berths, bunks) may be incorporated into the overhead crown area of the fuselage, directly above the main passenger cabin. Additionally, or alternatively, rest compartments may be incorporated into a lower lobe area under the main passenger cabin, such as a cargo deck. In either case, passenger rest compartments may be incorporated into a larger cabin structure above or below the main passenger cabin and accessible therefrom by passengers, e.g., when the aircraft reaches a safe cruising altitude. Unlike rest cabins dedicated to use by aircraft pilots and cabin crew, the passenger rest cabins may be accessible from the main passenger cabin rather than isolated therefrom. Similarly, the passenger rest cabins and their individual rest compartments may incorporate additional safety features and amenities developed with passenger use in mind.

It is noted herein that an aircraft including an aircraft suite with an overhead passenger rest cabin and a lower lobe passenger rest cabin may be configured to meet or exceed regulatory requirements for crew rest compartments in aircraft as set forth by the Federal Aviation Administration (FAA) of the United States Government. The regulatory requirements may be codified (e.g., including, but not limited to, regulations codified in <NUM> C. <NUM>: Airworthiness Standards: Transport Category Airplanes and <NUM> C. <NUM>: Flight and Duty Limitations and Rest Requirements: Flightcrew Members). In addition, the regulatory requirement may include special condition regulations set forth for specific aircraft (e.g., including, but not limited to, regulations such as those found in <NUM> <CIT>: Special Conditions: Boeing Model <NUM> Series Airplanes; Overhead Crew Rest Compartments, and <NUM> <CIT>: Special Condition: Airbus Model A350-<NUM> Series Airplane Crew Rest Compartments). Further, the regulatory requirements may be provided in advisory circulars (e.g., including, but not limited to, Advisory Circular AC117-<NUM>).

It is contemplated that passenger rest compartments will not be occupied by passengers during taxi, takeoff and landing (TTL) flight segments. Rather, passengers will occupy their assigned seats in the main passenger cabin during said flight segments. When the aircraft reaches a safe cruising altitude (e.g., when passengers are generally permitted to leave their seats), those passengers having access to a rest compartment may be permitted to access their assigned rest compartment if they so choose. Passenger access to rest compartments may be via a dedicated vestibule adjacent to one or more central aisles (e.g., adjacent to, and accessible via, both aisles of a double-aisle aircraft). Access doors in the vestibule may lead to compact staircases or similar means of ascent or descent by which passengers may reach the overhead or lower-lobe rest cabins. Each remote area of the aircraft wherein rest cabins are incorporated (e.g., the overhead crown area or lower-lobe cargo deck) may have a dedicated ascent/descent device, such that the progress of passengers wishing to ascend into an overhead cabin is not obstructed by that of passengers wishing to descend into the lower lobe area. Rest cabins may incorporate a transitional space or landing between the ascent/descent staircase and the individual bunks, which space may include a station space where flight attendants and crew may access emergency equipment storage (e.g., first aid supplies, fire containment bags) and communications facilities. Alternatively, the transitional space may include temporary seating facilities for an on-site crewmember, proximate to storage and facilities. The transitional space may temporarily accommodate a passenger entering or leaving the rest cabin. It is contemplated that under normal conditions, one or more cabin crewmembers may be dedicated to monitoring the rest cabins inflight; however, said crewmembers may remotely monitor the rest cabin from the main deck (e.g., via the aforementioned sensor system), responding to the rest cabin if their attention is required as described below. A flight attendant/crew station as described above may be positioned at either vertical end of a bidirectional entry vestibule, e.g., at the respective entrances to the overhead passenger rest cabin (at its aft end) and the lower lobe rest cabin. Additional crew stations may be positioned, e.g., at the opposing forward end of the overhead passenger rest cabin and in the portion of the lower lobe rest cabin most distant from the entry station. For example, additional lower lobe rest stations may be positioned at the opposing end of a corridor passing through a single lower lobe rest cabin module, or at the point of transition between two adjacent lower lobe rest cabin modules. In some embodiments, a second entry vestibule may be positioned at the forward or terminal end of the overhead passenger rest cabin, via which passengers and crew may enter or exit the overhead passenger rest cabin.

Each rest cabin may include additional access hatches for the emergency use of passengers or crew. Should the aircraft encounter severe turbulence or other adverse conditions, passengers may be instructed to return to the main passenger cabin and occupy their assigned seats. In some cases, cabin crew may advise those passengers occupying rest compartments to remain there, e.g., until it is determined that passengers may safely return to their seats. Each rest compartment may include a bunk occupiable by a passenger in a prone or reclined position, allowing the passenger to rest or sleep therein. Individual bunks may be arranged within a rest cabin so as to maximize the amount of standard bunks within a rest cabin of a given size (e.g., equivalent in volume to a standard cargo compartment) without truncating the size of any individual bunk. For example, two or more bunks may be stacked atop each other within a rest cabin. Individual bunks may be disposed at a fixed angle to others, e.g., substantially parallel or perpendicular to the longitudinal axis (roll axis) of the aircraft. Alternatively, individual bunks may be arranged longitudinally on either side of a central aisle, by which each bunk may be accessed.

It is contemplated that cabin crew may not be physically present to monitor rest cabins in person, although some rest cabins may be configured to include a seating element temporarily occupyable by a crewmember. The rest cabins may be monitored remotely by cabin crew on the main deck, who may be alerted if conditions therein merit a response. For example, "rough" or low-resolution infrared sensors may monitor the rest cabin and individual compartments without intruding upon the privacy of occupying passengers, while visual cameras may monitor common areas of the rest cabin. Sensors and/or cameras may monitor the presence or absence of passengers, movement, and heat signatures, alerting the cabin crew if conditions warrant. If, for example, conditions consistent with an unauthorized presence (e.g., a passenger is present within a rest cabin or rest compartment when s/he should not be), an altercation between passengers, adverse environmental conditions, a medical emergency (e.g., as determined by anomalous movement of a given passenger over time), or a potential fire (e.g., excessive heat persisting over time) are detected, the crew may be alerted or summoned to the rest cabin depending upon the severity of the scenario. Rest cabins may incorporate preventative safety measures in order to prevent or reduce the risk of such emergency scenarios. For example, as the charging of mobile devices (in particular, the rechargeable batteries of cellular phones or tablets) may contribute to the risk of onboard fire, charging devices (e.g., inductive wireless charging devices) may be provided for passengers occupying the rest cabin within a fireproof enclosure, such that a device may not be charged unless placed therein. Such fireproof charging facilities may be placed proximate to an infrared sensor for added safety. Similarly, portable fire containment bags (FCB) will be securely stored throughout the overhead and lower lobe rest cabins for the containment of any mobile devices or batteries thereof determined to be at risk of combustion. Infrared temperature sensors may further be positioned to cover the whole of the common area (e.g., shared spaces or common access corridors). The temperature sensors, in concert with onboard smoke detectors, may determine not only the presence of a fire, but its location, such that cabin crew may respond quickly and passengers evacuated to the main cabin by unobstructed routes.

Each bunk may incorporate a privacy partition and may be equipped with safety features comparable to a main-deck seat, such as a safety belt and deployable oxygen mask, as well as a passenger service unit (PSU) incorporating a positionable reading light, call button, panic button, and adjustable gasper outlet. Each rest compartment may further include a two-way audio connection so that the occupant may communicate with cabin crew. Rest compartments may incorporate work surfaces that fold out or down into the compartment from the wall or ceiling for the temporary use of occupants. As individual rest compartments may lack a physical window, the compartments incorporate a "virtual window", whereby a display surface connected to exterior cameras or image sensors provides attitude cues to the occupant via externally captured images. The display surface may be embedded into the compartment wall or pivotably attached, such that a single display surface may serve as a virtual window while substantially flush with the wall but may be pivoted out or down for access to the inflight entertainment system.

A passenger rest cabin incorporated into the overhead crown area may be modular (e.g., comprising one or more connected or linked modules), such that the size of the rest cabin may be scaled up or down depending on the size of the embodying aircraft or the desired number of rest compartments. Similarly, one or more modular overhead rest compartments may be easily installed into the aircraft during an outfit or refit, with portions of the modular overhead passenger rest cabins dedicated to electrical, ventilation, or other service connections between modules. The overhead passenger rest cabin may be proportioned to maximize the available space for individual rest compartments and access corridors while minimally intruding upon the space of main cabin passengers. For example, in order to maximize the height of the overhead cabin access corridor, the main cabin ceiling may be lowered, e.g., over the centermost seats. Similarly, main cabin lavatories may be "notched", or partially reduced in height or truncated, to accommodate the overhead passenger rest cabin.

As noted above, it is contemplated that the overhead passenger rest cabin will not be occupied by passengers during any flight segment, or under any conditions, where immediate evacuation of the aircraft may be necessary (e.g., TTL phases or periods of excessive turbulence or other adverse environmental conditions). Accordingly, the overhead passenger rest cabin may be equipped with bi-directional hatches deployable into an aisle of the main cabin. For example, should conditions within the overhead cabin warrant the evacuation of passengers or the rapid intervention of cabin crew, the bi-directional hatches may include access ladders that deploy downward into the main cabin. Passengers may rapidly exit the overhead cabin, and cabin crew may likewise rapidly ascend into the overhead cabin, via the access ladders. Bi-directional hatches may be easily deployable by passengers; e.g., a single lever or button may release the access ladder from its restraints while activating any necessary emergency lights or warnings.

The overhead passenger rest cabins, as noted above, may incorporate individual rest compartments situated along either side of a central corridor and accessible therefrom. It is contemplated that due to the limited interior space available for incorporating the overhead passenger rest cabin into an aircraft interior while minimally intruding upon main cabin space, the central access corridor may be of limited height, such that passengers of average size may not be able to traverse the access corridor without crouching to some extent. Accordingly, the central access corridor may incorporate handholds at regular intervals therealong, sized and placed to reduce strain associated with remaining in a crouched position while traversing the corridor. Similarly, the access corridor may include shifts in lighting or ventilation along its length to prevent claustrophobia; transitional spaces may be positioned along the corridor to "break up" the space.

Similarly to the overhead crown rest cabin, the lower lobe rest cabins may be modular in nature. For example, the lower lobe rest cabins may be sized and shaped to match the proportions of a cargo container, such that one or more such rest cabins may be easily incorporated into the lower cargo deck. The modular rest cabins may likewise include dedicated entry and exit portals and electrical, airflow, and other service connections therebetween, such that the overall amount of available lower lobe bunk space may be scaled up or down as needed or desired. For example, passengers may descend into a first lower lobe rest cabin, which may include transitional space and/or temporary crew seating facilities, and pass therefrom into successive rest cabins through the entry and exit portals. Lower lobe rest cabins may include additional ceiling hatches deployable if rapid evacuation of the rest cabins upward into the main cabin is necessary. In some embodiments, lower lobe rest cabins may include modular pairs of interconnected rest cabins. For example, a first cabin and a second cabin may be interconnected such that a first space within the first cabin and a second adjoining space within the second cabin may be combined into a full size rest compartment or bunk shared between the two cabins, where neither the first space nor the second space would alone be large enough to accommodate a full rest compartment.

Additionally, or alternatively, embodiments of the inventive concepts disclosed herein are directed to a passenger aircraft incorporating additional reserved spaces adjacent to, and accessible from, selected lay-flat or tracked aircraft seats. For example, first-class, business-class, or equivalent passengers may be assigned main-deck seats capable of tracking backward or forward, or of reconfiguration into a lay-flat state whereon the passenger may occupy the seat in a prone position. Such lay-flat seats or trackirig mechanisms may conceal a hatch set into the main deck floor, whereby the occupying passenger may access a private or semi-private compartment, e.g., on the cargo deck immediately below the main deck. Said private or semi-private compartment (e.g., two adjacent seats may share a compartment) may provide an alternative seating area or bunk area for the passenger while preserving available space on the main deck for other seating facilities; compartments may be windowless but equipped with "virtual windows" as described above.

Referring to <FIG>, an exemplary embodiment of a passenger aircraft <NUM> according to the inventive concepts disclosed herein may include overhead passenger rest cabins <NUM> and lower lobe passenger rest cabins <NUM>. According to the presently claimed invention, the aircraft <NUM> may include only lower lobe passenger rest cabins <NUM>, or also overhead passenger rest cabins <NUM>. Overhead passenger rest cabins <NUM> may be incorporated into the overhead crown area of the aircraft <NUM>, above the main passenger cabin <NUM> (e.g., main deck) and the passenger seats (<NUM>), overhead bins (<NUM>), and monuments (<NUM>) (e.g., storage monuments, galley monuments, audiovisual monuments housing an inflight entertainment system, lavatories). Lavatories, monuments <NUM>, zone dividers, or other structures proximate to the longitudinal center of the main passenger cabin <NUM> may be notched or otherwise modified to accommodate the overhead passenger rest cabin <NUM>. Similarly, lower lobe passenger rest cabins <NUM> may be incorporated on a cargo deck directly underneath the main passenger cabin <NUM>. Passengers may access the overhead passenger rest cabins <NUM> or lower lobe passenger rest cabins <NUM> via an entry vestibule (<NUM>) located within the main passenger cabin <NUM>.

The entry vestibule <NUM> may connect the overhead passenger rest cabins <NUM> and the lower lobe passenger rest cabins <NUM> (when both are incorporated within the aircraft <NUM>) while providing a separate path for passengers to access each rest cabin from the main passenger cabin <NUM> (e.g., via ascending or descending staircases). It is contemplated that the entry vestibule <NUM> will be the primary means of passenger access to the overhead passenger rest cabins <NUM> and the lower lobe passenger rest cabins <NUM>, and the sole means of access during non-emergency conditions. In some embodiments, the entry vestibule <NUM> may be located at the aft end of the overhead passenger rest cabin <NUM>, and an auxiliary vestibule (114a) may provide a secondary entrance and exit to and from the main passenger cabin <NUM> and the overhead passenger rest cabin <NUM>. The overhead passenger rest cabins <NUM> may include additional escape hatches (not shown) providing an emergency escape route (e.g., to main aisles (<NUM>) of the main passenger cabin <NUM>) for passengers to rapidly exit the overhead passenger rest cabins. The lower lobe passenger rest cabins <NUM> may similarly include escape hatches for emergency return to the main passenger cabin <NUM>. In some embodiments, the aircraft <NUM> may incorporate additional lower lobe rest compartments (<NUM>) situated on the lower cargo deck. For example, the additional lower lobe rest compartments may be located substantially underneath selected partitioned premium seats (<NUM>) or premium compartments (<NUM>) in premium seating sections of the aircraft <NUM> and accessible to the occupants of said premium seats or premium compartments (e.g., during safe cruising segments) via proximate hatches in the main deck floor.

Referring to <FIG>, the passenger aircraft 100a may be implemented and may function similarly to the aircraft <NUM> of <FIG>, except that the aircraft 100a may include an overhead passenger rest cabin <NUM> and a lower lobe passenger rest cabin <NUM> connected by an entry vestibule <NUM> to the main passenger cabin <NUM>. For example, the overhead passenger rest cabin <NUM> may be incorporated into remote space above the main passenger cabin <NUM> such that the floor of the central corridor (<NUM>) of the overhead passenger rest cabin corresponds substantially to the ceiling of the main passenger cabin <NUM> (e.g., over the centermost portion of the main cabin). The height of the overhead passenger rest cabin <NUM> that a passenger (<NUM>) of average height may remain comfortably standing, e.g., in a main aisle (<NUM>, <FIG>) of the main passenger cabin. However, space limitations within the aircraft 100a may require passengers (126a-b) respectively traversing the overhead passenger rest cabin <NUM> and lower lobe passenger rest cabin <NUM> to do so in a partially crouched position. The overhead passenger rest cabin <NUM> may include individual passenger rest compartments (<NUM>) or bunks extending along either side of the central corridor <NUM>, substantially parallel to the longitudinal or roll axis of the aircraft 100a. The overhead passenger rest cabin <NUM> may include a transitional space (<NUM>) between the entry vestibule <NUM> and the central corridor <NUM>; the transitional space may include emergency equipment storage (<NUM>) and an emergency handset (<NUM>) for communicating with the cockpit or cabin crew, or additional steps (130a) linking the entry vestibule and the central corridor. Similarly, the lower lobe passenger rest cabin <NUM> may incorporate individual passenger rest compartments <NUM> aligned substantially parallel to the roll axis as well as passenger rest compartments (128a) aligned at an angle to the roll axis, e.g., perpendicular to the roll axis or substantially parallel to the pitch axis of the aircraft 100a.

Referring to <FIG> and <FIG>, the passenger rest compartment 128b (bunk) may be implemented and may function similarly to the passenger rest compartments <NUM>, 128a of <FIG>, except that the passenger rest compartment 128b may include a safety belt <NUM>, a privacy partition <NUM> (e.g., privacy curtain), ambient lighting <NUM>, interior stowage compartments <NUM>, an emergency oxygen drop <NUM>, ventilated shoe stowage compartments <NUM> (which may, for example, be situated or accessed immediately outside or adjacent to the rest compartment), and a passenger service unit <NUM> (PSU). For example, the PSU <NUM> may be positioned proximate to the head end of the rest compartment 128b (e.g., where a pillow <NUM> may be provided for the passenger's head). The PSU <NUM> may include a positionable reading light <NUM> and gasper outlet <NUM>, temperature controls <NUM>, a crew call button <NUM>, lighted signage <NUM> (e.g., signaling the occupying passenger to return to his/her seat, fasten his/her safety belt <NUM>, no smoking). The PSU may further include a speaker/microphone <NUM> and call button <NUM> allowing two-way audio communication between the occupying passenger and the cabin crew. Referring in particular to <FIG>, the foot end of the passenger rest compartment 128b may include an air return <NUM> and infrared sensors <NUM>.

Referring to <FIG>, the lower lobe passenger rest cabin 104b may be implemented and may function similarly to the lower lobe passenger rest cabin <NUM> of <FIG>, except that the lower lobe passenger rest cabin 104b may be accessed by a descending staircase (<NUM>) connecting the lower lobe passenger rest cabin to the entry vestibule (<NUM>, <FIG>) and thereby to the main passenger cabin (<NUM>, <FIG>). For example, the staircase <NUM> may descend into the center of the lower lobe passenger rest cabin 104b at a predetermined angle. The passenger rest compartments 128c-e may be implemented and may function similarly to the passenger rest compartments 128b of <FIG>/B, except that the passenger rest compartments 128c, <NUM> e and the passenger rest compartment 128d may be respectively oriented substantially parallel or at an angle to (e.g., substantially perpendicular to) the longitudinal/roll axis of the aircraft (<NUM>, <FIG>) and positioned around the perimeter of the lower lobe passenger rest cabin 104b. The passenger rest compartments 128d may be positioned in substantially vertical stacks of two or more bunks, depending on the height of the bunks relative to the height of the lower lobe passenger rest cabin 104b. The passenger rest compartment 128e, for example, may be stacked atop the passenger rest compartment 128c in a staggered fashion, set back from the passenger rest compartment <NUM> by a shelf (<NUM>). For example, the passenger rest compartment 128e may combine space from two adjacent modular lower lobe passenger rest cabins 104b, where neither rest cabin on its own may include sufficient space for a full passenger rest compartment. Lower lobe passenger rest cabins <NUM>, 104a may be proportioned for a form factor compatible with standard cargo containers; individual lower lobe passenger rest cabins may be palletized or otherwise capable of addition to, or removal from, the aircraft <NUM> via the existing cargo loading/unloading system. Further, depending on size, configuration, and desired capacity, the aircraft <NUM> may incorporate lower lobe passenger rest cabins (104a) either forward or aft of the lower lobe passenger rest cabin <NUM> connected to the main passenger cabin <NUM> via the entry vestibule <NUM>.

Referring to <FIG>, the overhead passenger rest cabin 102a and individual rest compartments 128f may be implemented and may function similarly to the overhead passenger rest cabin <NUM> of <FIG> and the individual rest compartments 128c-e of <FIG>, except that the individual passenger rest compartments 128f of the overhead passenger rest cabin 102a may be sequentially arranged along either side of the central corridor <NUM> extending forward (e.g., substantially parallel to the longitudinal/roll axis of the aircraft (<NUM>, <FIG>). For example, the overhead passenger rest cabin 102a may comprise twenty (<NUM>) passenger rest compartments 128f: ten compartments on the port side of the central corridor <NUM> and ten opposite compartments on the starboard side. The transitional space (<NUM>, <FIG>) between the entry vestibule (<NUM>, <FIG>) and the overhead passenger rest cabin 102a may include handles (<NUM>) graspable by cabin crew or passengers entering the overhead passenger rest cabin via the entry vestibule. Further, graspable handles (<NUM>) may be spaced along the central corridor <NUM>; passengers (126a, <FIG>) traversing the central corridor (e.g., after entering the overhead passenger rest cabin 102a via the entry vestibule <NUM> and proceeding to their assigned passenger rest compartment 128f) may use the graspable handles to reduce strain while traversing the central corridor in a crouched position. A crew station <NUM> may be located at the forward end of the overhead passenger rest cabin <NUM> (including, e.g., emergency storage for first aid and fire containment supplies, communications facilities, and/or temporary jump seating). Similar crew stations may be located within the transitional space (<NUM>, <FIG>) at the aft end of the overhead passenger rest cabin <NUM> and throughout the lower lobe passenger rest cabin (<NUM>, <FIG>; e.g., proximate to the staircase or the point at which the entry vestibule <NUM> enters the lower lobe passenger rest cabin).

Referring to <FIG> and <FIG>, perspective and side cutaway views of a vestibule <NUM> and lower lobe passenger rest cabins 104a, 104b according to embodiments of the inventive concepts disclosed herein is shown. In at least one embodiment, a system of lower lobe passenger rest cabins 104a, 104b are connected to a main passenger cabin via at least one vestibule <NUM>. An entry lower lobe passenger rest cabin 104a may include a lower lobe staircase <NUM> disposed to allow access to the entry lower lobe passenger rest cabin 104a from the main passenger cabin through the vestibule <NUM>.

In at least one embodiment, the vestibule <NUM> is configured with an overhead passenger rest cabin staircase <NUM> to allow access to a system of overhead passenger rest cabins <NUM>. The vestibule <NUM>, overhead passenger rest cabins <NUM> and lower lobe passenger rest cabins 104a, 104b may be oriented such that the staircases <NUM>, <NUM> are oriented in the same direction but offset vertically. Such configuration allows the vestibule <NUM> to be substantially the same width as the staircases <NUM>, <NUM> and occupy the smallest possible width of main passenger cabin space, corresponding to the fewest rows of seating.

The entry lower lobe passenger rest cabin 104a defines a plurality of upper longitudinal passenger rest compartments 628a oriented along the longitudinal (roll) axis of the aircraft. The entry lower lobe passenger rest cabin 104a may also define a plurality of lower longitudinal passenger rest compartments 628b oriented along the longitudinal axis of the aircraft wherein the upper and lower longitudinal passenger rest compartments 628a, 628b are offset from each other toward the longitudinal axis of the aircraft to provide substantially equal width within a space defined by a module configured to fit within a cargo compartment. The longitudinal offset may result in a shelf <NUM> associated with the upper longitudinal passenger rest compartments 628a that functions as a non-obtrusive hand-hold for passengers navigating the lower lobe passenger rest cabins 104a, 104b. Furthermore, longitudinal offset may define a utility space <NUM>. The utility space <NUM> may comprise an unenclosed void for running utility conduits or include interfaces for securely connecting aircraft utility components (such as ventilation, data and power cables, and other items necessary for control of the aircraft) between the aircraft and the system of lower lobe passenger rest cabins 104a, 104b. The utility space <NUM> may shield safety critical components and/or provide interfaces for safety critical components to pass through. Lower lobe passenger rest cabins 104a, 104b may include mechanisms for segregating the environment of the lower lobe passenger rest cabins 104a, 104b from the cargo deck. For example, gaskets or boots may be disposed between adjacent lower lobe passenger rest cabins 104a, 104b to create an airtight and noise dampening seal. Such mechanisms may also be specifically directed to portions of the lower lobe passenger rest cabins 104a, 104b including ventilation and data and power cables to create an airtight and noise dampening seal in the vicinity of opening for utility conduits and components. In at least one embodiment, the mechanisms for segregating the environment may be configured to prevent any fire suppression elements from the cargo deck from intruding into the lower lobe passenger rest cabins 104a, 104b.

In at least one embodiment, the upper and lower longitudinal passenger rest compartments 628a, 628b may also be offset along the longitudinal axis such that a passenger in an upper longitudinal passenger rest compartment 628a are not directly above a passenger in any lower longitudinal passenger rest compartment 628b. Such offset may facilitate entry and exit, either in normal operation or during evacuation. Furthermore, such offset may place bulkheads separating lower longitudinal passenger rest compartment 628b at a mid-point of a corresponding upper longitudinal passenger rest compartment 628a to provide support when a passenger is in the upper longitudinal passenger rest compartment 628a. Where a longitudinal offset it used, some upper or lower longitudinal passenger rest compartments 628a, 628b may not be entirely defined by a single entry lower lobe passenger rest cabin 104a or connected lower lobe passenger rest cabins 104b. The entry lower lobe passenger rest cabin 104a and connected lower lobe passenger rest cabins 104b define a portion of the corresponding upper or lower longitudinal passenger rest compartments 628a, 628b that align when the system of lower lobe passenger rest cabins 104a, 104b are in place and connected to define the entire longitudinal passenger rest compartment 628a, 628b.

Each entry lower lobe passenger rest cabin 104a and connected lower lobe passenger rest cabin 104b may be defined by bulkheads <NUM> including transitional openings <NUM> that allow transit between longitudinal passenger rest compartments 628a, 628b. Such transitional openings <NUM> may be aligned such that any number of modular lower lobe passenger rest cabins 104a, 104b may be connected according to passenger need and cargo space allowance.

In at least one embodiment, the entry lower lobe passenger rest cabin 104a and any connected lower lobe passenger rest cabins 104b define one or more angled passenger rest compartments <NUM> oriented along the pitch axis of the aircraft. Angled passenger rest compartments <NUM> may also be stacked vertically to increase passenger density.

In at least one embodiment, each lower lobe passenger rest cabin 104a, 104b defines stowage compartments <NUM>, <NUM>, <NUM>. Stowage compartments <NUM>, <NUM>, <NUM> may be specific to one or more passenger rest compartments 628a, 628b, <NUM> or dedicated to crew usage or communal passenger usage. Furthermore, such stowage compartments <NUM>, <NUM>, <NUM> may conform to standards for stowing specific passenger safety devices.

In at least one embodiment, the vestibule <NUM> is configured with an overhead passenger rest cabin staircase <NUM> to allow access to a system of overhead passenger rest cabins <NUM>. The vestibule <NUM>, overhead passenger rest cabins <NUM> and lower lobe passenger rest cabins 104a, 104b may be oriented such that the staircases <NUM>, <NUM> are oriented in opposing direction but offset laterally. Such configuration allows the vestibule <NUM> to displace the fewest number of seats in whichever rows it occupies.

The entry lower lobe passenger rest cabin 104a defines a plurality of upper longitudinal passenger rest compartments 628a oriented along the longitudinal (roll) axis of the aircraft. The entry lower lobe passenger rest cabin 104a may also define a plurality of lower longitudinal passenger rest compartments 628b oriented along the longitudinal axis of the aircraft wherein the upper and lower longitudinal passenger rest compartments 628a, 628b are offset from each other toward the longitudinal axis of the aircraft to provide substantially equal width within a space defined by a module configured to fit within a cargo compartment. The longitudinal offset may result in a shelf <NUM> associated with the upper longitudinal passenger rest compartments 628a that functions as a non-obtrusive hand-hold for passengers navigating the lower lobe passenger rest cabins 104a, 104b. Furthermore, longitudinal offset may define a utility space <NUM>. The utility space <NUM> may comprise an unenclosed void for running utility conduits or include interfaces for securely connecting aircraft utility components (such as ventilation, data and power cables, and other items necessary for control of the aircraft) between the aircraft and the system of lower lobe passenger rest cabins 104a, 104b. The utility space <NUM> may shield safety critical components and/or provide interfaces for safety critical components to pass through.

Referring to <FIG>, a side view of a lower lobe passenger rest cabin according to embodiments of the inventive concepts disclosed herein is shown. A lower lobe passenger rest cabin, such as, but not limited to, an entry lower lobe passenger rest cabin 104a, is defined by a plurality of sidewalls <NUM> configured to generally conform to the internal walls of a cargo deck of an aircraft, a ceiling portion <NUM> which may define an entry point in an entry lower lobe passenger rest cabin 104a, and a floor portion <NUM>. Lower lobe passenger rest cabins 104a may generally conform to and be compatible with an air cargo system and unit load devices such that individual lower lobe passenger rest cabins 104a may be loaded via a cargo handling system similarly to cargo containers or pallets; potentially alongside such cargo containers or pallets.

In at least one exemplary but not limiting embodiment, the defined space may be approximately <NUM> centimeters high (H = <NUM> inches) and <NUM> centimeters wide (D = <NUM> inches). In an entry lower lobe passenger rest cabin 104a, the lower lobe staircase <NUM> and corresponding railings may be disposed at a <NUM>° angle (A = <NUM>°).

In at least one embodiment, each lower lobe passenger rest cabin includes wireless data communication elements to minimize the complexity of data connections. Each lower lobe passenger rest cabin connected in a system of lower lobe passenger rest cabins in an aircraft would comprise a node in a network for sharing data about the state of each passenger rest compartment 628a, <NUM>, (628b obscured).

In at least one embodiment, the floor portion <NUM> defines one or more aircraft engagement features <NUM> configured to engage a portion of the aircraft cargo deck to generally align the lower lobe passenger rest cabin with other features of the aircraft (such as a vestibule) and with other lower lobe passenger rest cabins to ensure that passageways between the lower lobe passenger rest cabins and utility features are properly aligned. For example, data connections and power connections between the lower lobe passenger rest cabins. The aircraft engagement features <NUM> may also secure the lower lobe passenger rest cabins in place and prevent undesirable lateral movement.

In at least one embodiment, the floor portion <NUM> is flat and defines a space beneath the floor portion <NUM> for aircraft critical utility elements such electrical or electronic components, or hydraulic components.

Referring to <FIG>, <FIG>, and <FIG>, top views of a system of lower lobe passenger rest cabins 104a, 104b according to embodiments of the inventive concepts disclosed herein are shown. Each lower lobe passenger rest cabins 104a, 104b comprises longitudinal passenger rest compartments 628a and angled passenger rest compartments <NUM>. The lower lobe passenger rest cabins 104a, 104b are connected via at least one transitional opening <NUM>.

Referring to <FIG>, the configuration and disposition of passenger rest compartments 628a, <NUM> may be incompatible with lower lobe passenger rest cabins 104a, 104b having a size and shape corresponding to a cargo container. For increased passenger density, each of a first lower lobe passenger rest cabin (such as an entry lower lobe passenger rest cabin 104a) and second lower lobe passenger rest cabin (such as a connected lower lobe passenger rest cabin 104b) defines a portion of a passenger rest compartment. The entry lower lobe passenger rest cabin 104a defines a first portion <NUM> of an upper longitudinal passenger rest compartment while the connected lower lobe passenger rest cabin 104b defines a second portion <NUM> of the upper longitudinal passenger rest compartment.

<FIG> illustrates an exemplary embodiment having one entry lower lobe passenger rest cabin 104a and one connected lower lobe passenger rest cabin 104b. In at least one embodiment, connected lower lobe passenger rest cabins 104b may be modular and interconnectable. Each connected lower lobe passenger rest cabin 104b would define opposing, closeable transitional openings <NUM> to create a hallway through the lower lobe passenger rest cabins 104a, 104b.

In at least one embodiment, each lower lobe passenger rest cabin 104a, 104b includes fire detection elements. For example, each passenger rest compartment 628a, <NUM> may include infrared or other heat sensors, or sensors configured for detecting smoke; the corresponding lower lobe passenger rest cabins 104a, 104b may include a processing element configured to identify heat indicative of a fire via the passenger rest compartment sensors and communicate a warning to the cabin crew.

Referring to <FIG>, a first lower lobe passenger rest cabin defines a first portion <NUM> of an angled passenger rest compartment while a second lower lobe passenger rest cabin defines a second portion <NUM> of the angled passenger rest compartment. In such embodiment, the first portion <NUM> and second portion <NUM> define a complete angled passenger rest compartment when the lower lobe passenger rest cabins 104a, 104b are installed in an aircraft.

Referring to <FIG>, a first lower lobe passenger rest cabin defines a first portion <NUM> of an aisle while a second lower lobe passenger rest cabin defines a second portion <NUM> of the aisle. In such embodiment, the first portion <NUM> and second portion <NUM> define a complete aisle when the lower lobe passenger rest cabins 104a, 104b are installed in an aircraft.

Referring to <FIG>, a block environmental view of an aircraft <NUM> with a system of lower lobe passenger rest cabins <NUM> according to embodiments of the inventive concepts disclosed herein is shown. Each lower lobe passenger rest cabin <NUM> includes heat/fire detection sensors <NUM>. Where the sensors <NUM> detect a heat signature indicative of a potential file, a cabin processor <NUM> may communicate such detection to a cabin crew station <NUM> where a crew member may take action as necessary.

Claim 1:
A modular lower lobe passenger rest cabin (104a) comprising:
exterior cameras;
a first longitudinally oriented passenger rest compartment (<NUM>) configured to accommodate a passenger of an aircraft in a substantially prone position, the first longitudinally oriented passenger rest compartment comprising a display surface in data communication with the exterior cameras to provide a virtual window;
a first partial passenger rest compartment, the first partial passenger rest compartment defining a first portion of a second longitudinally oriented passenger rest compartment configured to accommodate a passenger of an aircraft in a substantially prone position; and
at least one angled passenger rest compartment (<NUM>) configured to accommodate a passenger of an aircraft in a substantially prone position, each of the at least one angled passenger rest compartments comprising a display surface in data communication with the exterior cameras to provide a virtual window,
wherein:
the first partial passenger rest compartment is disposed to align, in use, with a second partial passenger rest compartment of a second modular lower lobe passenger rest cabin (104b) such that said first partial passenger rest compartment and said second partial passenger rest compartment of the second modular lower lobe passenger rest cabin together form said second longitudinally oriented passenger rest compartment; and
the modular lower lobe passenger rest cabin is configured for disposition within a cargo handling system of an aircraft.