Patent Description:
In many transport vehicles for passengers, passenger dedicated service units, as disclosed in <CIT>, <CIT> and <CIT>, are arranged above passenger seats, which provide particular services to the passengers seating in the passenger seats. Specifically, such passenger service units may include reading lights, fresh air nozzles, an illuminated sign or (in case of an aircraft) oxygen masks and supply.

Since the distance between passenger seats in a longitudinal direction of the vehicle, such as the distance between two passenger seat rows, can usually be adjusted, for example to achieve a different leg space for different seating comfort classes or differently sized seats, the passenger service units need to be arranged at different positions in the longitudinal direction of the vehicle. Specifically, each passenger service unit needs to be arranged above such passenger seat or seat row, in order to be reachable and visible for the seating passenger(s).

This leads to different gaps between the passenger service units arranged along the longitudinal direction, which gaps have been filled with corresponding covers or panels. This, however, has the drawback that the passenger service units and covers or panels are often mounted in the passenger service channel at varying positions in a cross or width direction (substantially perpendicular to the longitudinal direction, i.e. a widthwise direction of the passenger service units) or move after mounting, for example due to movement of the vehicle. Thus, a gap at the longitudinal edge of the passenger service units and covers or panels has steps and prohibits a neat look of the vehicle.

It is therefore an object of the invention to provide a passenger service unit assembly, passenger service channel and vehicle facilitating installation of passenger service units in a straight and neat fashion.

This object is solved by a passenger service unit assembly with the features of claim <NUM>, a passenger service channel with the features of claim <NUM>, and a vehicle with the features of claim <NUM>.

According to a first exemplary aspect to better understand the present disclosure, a passenger service unit assembly for a passenger transport vehicle comprises a first passenger service unit having a main body and at least one mount, a second passenger service unit having a main body and at least one mount, and at least one rail configured to couple with the at least one mount of the first and second passenger service units and to hold the first and second passenger service units.

The first and second passenger service units, therefore, are mounted to the at least one rail, so that the positions of the first and second passenger service units with respect to one another depend on the course of the at least one rail. Specifically, if the at least one rail is straight, and in case of multiple rails if they are straight and parallel to one another, the first and second passenger service units can be mounted without widthwise step at their longitudinally extending edges. The side surfaces or edges of the first and second passenger service units, hence, form a continuous surface or edge.

In addition, the main body of the first passenger service unit comprises a recess configured to and dimensioned to receive a portion of the main body of the second passenger service unit. In other words, a portion of the main body of the second passenger service unit can slide underneath the main body of the first passenger service unit, particularly into the recess of the first passenger service unit. This allows the main body of the first passenger service unit to cover the portion of the main body of the second passenger service unit. The first and second passenger service units can then be arranged along the at least one rail in a flexible manner, and can be adjusted along the longitudinal direction, for example, with respect to passenger seats arranged underneath the passenger service units.

Moreover, each passenger service unit is provided with such recess at a longitudinal end of the passenger service unit. The portion of the main body of the (second) passenger service unit configured to be received in such recess is provided at an opposite longitudinal end of the passenger service unit. Thus, a chain of passenger service units can be formed along the at least one rail, wherein the passenger service units are arranged next to one another and/or are arranged in an overlapping manner (in the longitudinal direction along the at least one rail), if one portion of passenger service unit is received in a recess of the correspondingly adjacent passenger service unit.

The slidable mounting of the first and second passenger service units along the at least one rail and the partially stacked first and second passenger service units allow a flexible and fast mountable plurality of passenger service units in a vehicle. Thus, in case the distance between two adjacent seats (in a longitudinal direction of the vehicle) or two adjacent seat rows has to be changed, the corresponding passenger service unit for each seat (row) can also be adjusted in a fast and flexible manner. The interior look of the vehicle, however, does not change or is not negatively affected, since no covers or panels are necessary and the passenger service units are mounted to rails, so that the side surfaces or edges of the passenger service units are flush to one another and continuous. It is further possible that only two (or three) passenger service units needs to be adjusted, if two adjacent seats (seat rows) are moved in a longitudinal direction of the vehicle. This is due to the overlapping installation manner of the two adjacent passenger service units.

In an implementation variant, the at least one mount of the first and second passenger service units can each be configured to slide along one of the at least one rail and to stepless fasten the respective first and second passenger service unit to the one rail. For example, the at least one rail may have a cross-sectional profile, along which the at least one mount can slide. Furthermore, the at least one mount can be configured to encompass at least a portion of the associated rail and/or to engage with a portion of the associated rail. As an example only, the at least one rail may have a cross-section in the form of a T-shape, U-shape, C-shape, L-shape or the like, while the at least one mount is arranged around this cross-sectional shape and/or inside this cross-sectional shape, particularly in case of the U-shape or C-shape. The fastening of the at least one mount to the associated rail may be achieved by a usual fastener, such as a screw, clamp or the like.

In another implementation variant, the first and second passenger service units can have any arbitrary number of mounts mounted to an arbitrary number of rails. For example, each passenger service unit can comprise two or four mounts, which are mounted to two rails, i.e. one or two mounts per rail. This allows a stable connection to the rail and, hence, to vehicle.

The recess is formed on a side of the main body facing the at least one rail. Since the at least one rail can be implemented in a manner, so that it is covered by the first and second passenger service units from being visible from an interior of the vehicle (from a passenger seat looking towards the passenger service units), the recess of the first passenger service unit may not be visible, too. In other words, a portion of the first passenger service unit, that is visible from an interior of the vehicle, covers the portion of the second passenger service unit, when the portion of the main body of the second passenger service unit is received in the recess of the first passenger service unit. Thus, the look of the first and second passenger service units is neat, since both passenger service units seem to form a continuous device.

For example, the recess may be dimensioned in such a manner that a surface of the main body of the second passenger service unit that is visible from the passenger seat contacts the main body of the first passenger service unit forming the recess. In other words, the first passenger service unit contacts the portion of the main body of the second passenger service unit where the recess is formed.

In a further implementation variant, the first and second passenger service units can each comprise a compartment for an oxygen mask and a flap closing the compartment. Such flap may automatically be opened, so that the oxygen mask can be reached and used by a passenger sitting below the passenger service unit. The portion of the main body of the second passenger service unit can further be dimensioned to completely fit into the recesses, so that at least the flap is not received in the recess. In other words, this portion the main body of the second passenger service unit has a length (in longitudinal direction of the at least one rail and/or vehicle) that is at least the same or larger than a length of the recess (also in longitudinal direction of the at least one rail and/or vehicle). The portion of the main body of the second passenger service unit does not include a portion of the flap, so that the first passenger service unit does not cover the flap and hinders it from operating (opening).

In yet a further implementation variant, the main body of the first and second passenger service units can each comprise at least one of a reading light, a service call button, a display, a fresh air nozzle, a loudspeaker and an illuminated sign. These passenger service devices can all be arranged in the part of the main body of the first and second passenger service units, that includes the recess, into which another passenger service unit may be received.

The main body comprises a plurality of movable sub-elements covered with a flexible skin, wherein the sub-elements are configured to be moved relative to one another in a direction substantially parallel to the at least one rail and to be fixed in a particular position with respect to one another. In other words, the main body or at least a portion thereof may be formed like a roller shutter that is extendable in length. This allows adjusting a length of the associated passenger service unit, so that additional flexibility in arranging the passenger service units with respect to one another as well as with respect to passenger seats or the like can be achieved. The flexible skin can be made from an elastic fabric or elastic foil or the like, which covers the sub-elements (shutter elements) as well as any gap between such sub-elements, once extended. The outer look of the passenger service unit, hence, is the same, while the length of the passenger service unit can be flexibly adjusted.

In another implementation variant, the at least one rail may be a one-piece element over the entire length of the passenger service unit assembly. Alternatively, at least two rail elements are mounted to one another, for example, are stuck together to form a continuous rail without gaps.

It is to be understood that the first and second passenger service units are formed in the same manner, i.e. both include a recess and both have a portion of a main body that can be received in the recess of an adjacent passenger service unit. Moreover, the passenger service unit assembly can comprise further passenger service units, i.e. more than two, which are each formed and shaped in the same manner as the first and second passenger service units described herein. Thus, the passenger service unit assembly can be manufactured of any desired length by mounting any desired number of passenger service units along the at least one rail.

According to a second exemplary aspect to better understand the present disclosure, a passenger service channel comprises a passenger service unit assembly according to the first aspect or one or more of its implementation variants. The first and second passenger service units of the passenger service unit assembly are arranged one after the other in a longitudinal direction of the passenger service channel. In other words, the at least one rail can be positioned in the passenger service channel along the longitudinal direction of the passenger service channel.

In addition, the first and second passenger service units, for example their respective main body, are sized and dimensioned to cover the passenger service channel in a widthwise direction (substantially perpendicular to the longitudinal direction of the passenger service channel). Thus, one passenger service unit covers a corresponding portion of the passenger service channel. By adjusting the position of the passenger service units to one another, particularly by moving the portion of the main body of one passenger service unit into the recesses of another passenger service unit, any number of passenger service units can be installed in the passenger service channel until the passenger service channel is completely closed.

In an implementation variant, the at least one rail of the passenger service unit assembly can each be configured to slide along the passenger service channel and is further configured to be fastened in a stepless manner relative to the passenger service channel. For instance, the mounting of the at least one rail relative to and/or inside of the passenger service channel can be achieved in a similar manner as the mounting of the passenger service unit to the at least one rail. This allows flexibly moving the rail relative to the passenger service channel as well as moving any of the passenger service units relative to the passenger service channel.

According to a third exemplary aspect to better understand the present disclosure, a vehicle comprising at least one passenger service unit assembly according to the first aspect and/or comprising at least one passenger service channel according to the second aspect or one or more of their respective implementation variants. As an example only, such vehicle can be an aircraft, a train, bus or a ship or any other vehicle configured to transport passengers.

The present disclosure is not restricted to the aspects and variants in the described form and order, rather it is defined according to the appended claims. Specifically, the description of aspects and variants is not to be understood as a specific limiting grouping of features. It is to be understood that the present disclosure also covers combinations of the aspects and variants not explicitly described, but which fall within the scope defined by the appended claims.

Preferred embodiments of the invention are now explained in greater detail with reference to the enclosed schematic drawings, in which.

<FIG> schematically illustrates a passenger service unit <NUM> that can form part of a passenger service unit assembly <NUM> (<FIG>). The passenger service unit <NUM> comprises a main body that has a first longitudinal end <NUM> and a second, opposite longitudinal end <NUM>. The longitudinal direction of the passenger service unit <NUM> corresponds to the illustrated X-axis, which may correspond to a longitudinal direction of the vehicle (<FIG>) comprising such passenger service unit <NUM>. The first end of the main body <NUM> can include at least one passenger (operable) device, such as a reading light, a service call button, a display, a fresh air nozzle, a loudspeaker and/or an illuminated sign or any number of such devices. Any such passenger device can also be provided at the opposite end <NUM> of the main body of the passenger service unit <NUM>. Alternatively, the main body <NUM> at this end of the passenger service unit <NUM> may simply form a cover.

The passenger service unit <NUM> can be mounted to at least one rail <NUM>, two of which are illustrated in <FIG>. This mounting may allow sliding the passenger service unit <NUM> along the at least one rail <NUM> and fasten the passenger service unit <NUM> to the rail <NUM> at any desirable position, i.e. in a stepless manner.

The passenger service unit <NUM> can optionally include a compartment <NUM>, into which one or more oxygen masks (not illustrated) can be placed. The compartment <NUM> is closed by an associated flap <NUM>. <FIG> illustrates the passenger service unit <NUM> from an opposite view and with the flap <NUM> covering compartment <NUM> in an open state. <FIG> further illustrates the passenger service unit <NUM> with a further passenger device <NUM>. This can be an illuminated sign or the like.

It is to be understood that <FIG> and <FIG> illustrate the passenger service unit <NUM> upside down compared to an installed state of the passenger service unit <NUM> and the at least one rail <NUM>. Thus, the main surfaces of main body <NUM>, <NUM> of the passenger service unit <NUM> (i.e. the surfaces of the main body <NUM>, <NUM> visible in <FIG> and <FIG>) form a ceiling above passenger seats, where such passenger service unit <NUM> is usually installed. In other words, the illustrated Z-axis corresponds to a vertical axis, and the illustrated positive Z-axis points downwards from the passenger service unit <NUM> installed in a vehicle (<FIG>) towards any passenger seat installed below. Alternatively, the passenger service unit <NUM> may be installed in a side wall or side lining of the vehicle.

As is derivable from <FIG> and <FIG>, one end of the main body <NUM> (when viewed in a longitudinal direction, i.e. the X-axis) extends or protrudes away from the at least one rail <NUM>. For example, this portion of the main body <NUM> may extend or protrude downwards in the Z-axis direction. The illustrated triangular shape of this extension or protrusion is only exemplary and this part of the main body <NUM> of the passenger service unit <NUM> may also have a square or rectangular, circular or elliptical cross-sectional shape (when viewed in a widthwise direction, i.e. viewed along the Y-axis). The extension or protrusion allows provision of a recess <NUM> in the main body <NUM> of the passenger service unit <NUM>. The recess <NUM> is dimensioned to receive a portion of the main body <NUM> of another passenger service unit <NUM> as will be explained in more detail with respect to <FIG>. In other words, the recess <NUM> can span over the entire width (Y-axis direction) of the main body <NUM> of the passenger service unit <NUM>. Alternatively, if the opposite end <NUM> of passenger service unit <NUM> has a different width, the recess <NUM> may not span over the entire width of the end <NUM> of the passenger service unit <NUM>, but the recess <NUM> may be closed along the sides (in the Y-axis direction) of the main body <NUM>. Likewise, the recess <NUM> can have a depth (Z-axis direction) corresponding to at least a height of the main body <NUM> of a passenger service unit <NUM>.

<FIG> schematically illustrates a perspective view of a passenger service unit assembly <NUM>. This illustration shows the passenger service unit assembly <NUM> from above (when installed in the ceiling of the vehicle). The passenger service unit assembly <NUM> includes at least a first and a second passenger service unit <NUM>. Both passenger service units <NUM> are mounted to the at least one rail <NUM> in an adjacent manner along the longitudinal direction (X-axis) of the at least one rail <NUM>.

Furthermore, only schematically illustrated is a portion of a passenger service channel <NUM>, into which the passenger service unit assembly <NUM> is installed. Such passenger service channel <NUM> can be formed by a bottom region of an overhead compartment, a bottom region of ceiling or any other interior component in a vehicle forming a ceiling or upper boundary of the region of the vehicle. The at least one rail <NUM> may be configured to slide along the passenger service channel <NUM> and to be mounted to the passenger service channel <NUM>. For instance, a corresponding sliding mount (not illustrated) may be arranged inside of the passenger service channel <NUM>, to which the at least one rail <NUM> can be fixed.

The first and second passenger service units <NUM> as illustrated in <FIG> are in a position, where the recess <NUM> of the first passenger service unit <NUM> (to the left in <FIG>) is not occupied by the main body <NUM> of the second passenger service unit <NUM> (to the right in <FIG>). In other words, the distance between the first and the second passenger service units <NUM> has been set to a maximum, where the main body <NUM> of the second passenger service unit <NUM> is not received in the recess <NUM> of the first passenger service unit <NUM>, but where no significant gap or space between both passenger service units <NUM> is formed. Thus, the passenger service channel <NUM> can be closed and the inside of the channel <NUM> is not visible or reachable from the interior of the vehicle.

<FIG> and <FIG> schematically illustrate side views of a part of two adjacent passenger service units <NUM>. <FIG> illustrates a position of the second passenger service unit <NUM> (to the right in <FIG>) where a portion of its main body <NUM> (i.e. it is longitudinal end opposite a recess <NUM>) is completely received in the recess <NUM> of the first passenger service unit <NUM> (to the left in <FIG>). The illustrated recess <NUM> is drawn in <FIG> to allow a differentiation between first and second passenger service unit <NUM>. Of course, the main body <NUM> of the second passenger service unit <NUM> can but against an inner surface of the recess <NUM> of the first passenger service unit <NUM>. Thus, the distance between first and second passenger service units <NUM> is reduced to the minimum distance between both units <NUM>.

For example, a mount <NUM> may be loosened, so that the first passenger service unit <NUM> can be slid along the at least one rail <NUM>. In <FIG> the first passenger service unit <NUM> is moved to the left (or vice versa the second passenger service unit <NUM> is moved to the right) from the position shown in <FIG> until the recess <NUM> is freed from the main body <NUM> of the second passenger service unit <NUM>. Thereafter, the mount <NUM> can be fastened to the at least one rail <NUM> again, to fix the passenger service unit <NUM> to the at least one rail <NUM>. It is to be understood that the recess <NUM> may be opened up to any variable space between first and second passenger service unit <NUM>, particularly any relative position of the first and second passenger service units <NUM> between the illustrated positions of <FIG> and <FIG>.

As illustrated in <FIG>, a small overlap between the extending portion of the main body <NUM> (the rightmost longitudinal end) of the first passenger service unit <NUM> and the main body <NUM> (the leftmost longitudinal end) of the second passenger service unit <NUM> may still be present, in order to avoid a gap or space through which a passenger may see or even reach into a region of the passenger service channel <NUM> that should be covered by the first and second passenger service units <NUM>. Of course, a small or open slit may be present, as long as no passenger can reach inside of the passenger service channel <NUM>.

A side surface <NUM> at the longitudinal end of the first passenger service unit <NUM> may be arranged at a flat angle (as illustrated to the right in <FIG>) compared to a conventional passenger service unit <NUM>. Specifically, a passenger service unit <NUM> usually comprises an extension or is built thicker and has an indent, to provide a slant surface. Such slant surface is necessary, to provide a visible surface from underneath, such as from the passenger seat, particularly to place any display or illuminated signs at this slanted surface. When providing a flatter angle of the side surface <NUM>, the length of the recess <NUM> may be extended by a certain distance <NUM>. This may allow to create a recess <NUM> of a size in longitudinal direction (X-axis) sufficiently large for the second passenger service unit <NUM> to move away from the first passenger service unit <NUM>. For example, the maximum distance between first and second passenger service units <NUM> (i.e. the maximum extent of the recess <NUM> in the longitudinal direction) may correspond to a maximum adjustment of adjacent seats in the vehicle <NUM>. As an example only, two seats (or seat rows) may have a distance between <NUM> and <NUM> inch (approximately <NUM> to <NUM>), so that the size of the recess <NUM> should be <NUM> inch (approximately <NUM>) in the longitudinal direction. <FIG> schematically illustrates side views of a passenger service unit assembly <NUM> in two different configurations. In the upper illustrated configuration, the distance <NUM> between two adjacent passenger service units <NUM> may be <NUM> inch (approximately <NUM>). This may correspond to a seat pitch between adjacent seats in a longitudinal direction. Here, the recess <NUM> of one passenger service unit <NUM> is filled with (receives) a main body <NUM> of an adjacent passenger service unit <NUM> (as for example in <FIG>).

In the lower illustrated configuration of <FIG>, each passenger service unit is moved along the at least one rail <NUM> and out of the recess <NUM> of an adjacent passenger service unit <NUM> (see for example configuration of <FIG>). Thus, the distance <NUM> between two adjacent passenger service units <NUM> may be <NUM> inch (approximately <NUM>). This may also correspond to a seat pitch between adjacent seats in a longitudinal direction. Thus, the passenger service units <NUM> may be adapted in an easy and fast manner to any seat pitch.

<FIG> and <FIG> schematically illustrate side views of a part of two adjacent individually extendable passenger service units <NUM>. For example, if a greater or smaller seat pitch and, hence, distance between adjacent passenger service units <NUM> is required, the passenger service units <NUM> of <FIG> and <FIG> allow an additional extending of this distance. Specifically, the main body <NUM> of at least one of the passenger service units <NUM> comprises a plurality of movable sub-elements <NUM>. These sub-elements <NUM> may be connected to one another along a rod or rail (not illustrated), so that they can be moved relative to one another in a direction substantially parallel to the at least one rail <NUM>.

<FIG> illustrates the sub-elements <NUM> in a spaced apart configuration. Thus, the main body <NUM> of the passenger service unit <NUM> can be extended in length (i.e. in longitudinal direction). Likewise, <FIG> illustrates the sub-elements <NUM> in a pushed together configuration, i.e. the sub-elements <NUM> are moved relative to one another and may contact one another. Thus, the main body <NUM> may be shortened in the longitudinal direction.

<FIG> and <FIG> also illustrate the longitudinal end of the main body <NUM> of the passenger service unit <NUM> inside and out of recess <NUM> (comparable to the configurations of <FIG> and <FIG>). It is to be understood that any combination of position of the longitudinal end of the main body <NUM> of the passenger service unit <NUM> with respect to the recess <NUM> and the spaced apart configuration as well as pushed together configuration of the sub-elements <NUM> is possible with the disclosed passenger service units <NUM>. Thus, the distances <NUM>, <NUM> between two adjacent passenger service units <NUM> (e.g., measured at the respective protruding end <NUM> of the main body of adjacent passenger service units <NUM>) may be even smaller and higher as the values given above, i.e. may be smaller than <NUM> inch (approximately <NUM>) and greater than <NUM> inch (approximately <NUM>).

In order to close the gap or space between sub-elements <NUM>, when in a spaced apart configuration, a flexible fabric or foil or other elastic sheet is provided on main body <NUM> of the passenger service unit <NUM>, on the sub-elements <NUM>. Thus, when the sub-elements <NUM> are moved relative to one another, the flexible or elastic cover moves with them, while maintaining a neat look of the main body <NUM> and, hence, of the passenger service unit <NUM>.

<FIG> schematically illustrates a vehicle <NUM>. The vehicle <NUM> as illustrated is an aircraft, which comprises a passenger service unit assembly <NUM>. Such passenger service unit assembly <NUM> may be installed inside of passenger service channel <NUM>.

Claim 1:
A passenger service unit assembly (<NUM>) for a passenger transport vehicle (<NUM>), the assembly (<NUM>) comprising:
a first passenger service unit (<NUM>) having a main body (<NUM>, <NUM>) and at least one mount (<NUM>);
a second passenger service unit (<NUM>) having a main body (<NUM>, <NUM>) and at least one mount (<NUM>); and
at least one rail (<NUM>) configured to couple with the at least one mount (<NUM>) of the first and second passenger service units (<NUM>) and to hold the first and second passenger service units (<NUM>),
wherein the main body (<NUM>) of the first passenger service unit (<NUM>) comprises a recess (<NUM>) at a longitudinal end of the first passenger service unit configured to and dimensioned to receive a portion of the main body (<NUM>) of the second passenger service unit (<NUM>) at a longitudinal end of the second passenger service unit (<NUM>),
wherein the recess (<NUM>) is formed on a side of the main body (<NUM>) facing the at least one rail (<NUM>), and the portion of the main body (<NUM>) of the first passenger service unit (<NUM>) forming the recess (<NUM>) overlaps the portion of the main body (<NUM>) of the second passenger service unit (<NUM>), and
characterized in that the portion of the main body (<NUM>) of the second passenger service unit (<NUM>) comprises a plurality of movable sub-elements (<NUM>) covered with a flexible skin (<NUM>), wherein the sub-elements (<NUM>) are configured to be moved relative to one another in a direction substantially parallel to the at least one rail (<NUM>) and to be fixed in a particular position with respect to one another.