Patent ID: 12187409

The figures depict embodiments of the present invention for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the invention described herein.

DETAILED DESCRIPTION

A vertical take-off and landing (VTOL) aircraft provides transportation to users of a network system. In various embodiments, the VTOL aircraft may include sensors for detecting objects, which may be potential obstacles in a navigation route of the VTOL aircraft. The VTOL aircraft may use an estimated location of the detected object to modify the navigation route. The VTOL aircraft may also transmit the location of the detected object to a different VTOL aircraft. In an embodiment, the VTOL aircraft comprises a fuselage including a cockpit and a cabin for passengers. The cabin may be separated from the cockpit by a cockpit wall angled relative to a lateral axis of the VTOL aircraft. The cabin may include one or more seats for the passengers including at least a first seat and a second seat adjacent to the first seat. The seats may be arranged in a configuration that has a compact footprint, provides legroom, provides visibility to surroundings of the VTOL aircraft, or facilitates convenient ingress or egress of passengers. The cabin may also include a port cabin door for simultaneous ingress of the passengers to the first seat and the second seat. The cabin may also include a starboard cabin door for simultaneous egress of the passengers from the first seat and the second seat. The cabin may also include a privacy wall separating the first seat from the second seat, for example, to provide a sound barrier for passengers to take a phone call or sleep.

In an embodiment, an aircraft includes a cabin, one or more processors, and a computer program product. The cabin includes multiple seats including at least a first seat and a second seat, a port cabin door, and a starboard cabin door. The computer program product comprises a non-transitory computer readable storage medium having instructions encoded thereon that, when executed by the one or more processors, cause the one or more processors to perform one or more steps. The steps may include determining that the aircraft is ready (e.g., landed) for egress and ingress of passengers. Additionally, the steps may include providing a first instruction to open the starboard cabin door for egress of a first set of passengers from the first seat and the second seat, and providing a second instruction to open the port cabin door for ingress of a second set of passengers to the first seat and the second seat simultaneously with the egress of the first set of passengers. The doors may be opened responsive to the determination that the aircraft is ready for egress and ingress of passengers. The steps may also include determining that the second set of passengers are seated in the first and second seats. In some embodiments, responsive to determining that the second set of passengers are seated in the first and second seats, the aircraft may perform takeoff to navigate to a destination location.

I. System Overview

FIG.1is a diagram of a system environment for a network system100for VTOL aircraft according to one embodiment. Users of the network system100may include providers that provide service to other users. Users may both receive service and provide service as providers of the network system100. In an example use case, a provider (also referred to herein as a “pilot”) operates a VTOL aircraft120(also referred to herein as an “aircraft”) to transport a user (also referred to herein as a “passenger”) from a pickup location to a destination location. In some embodiments, the aircraft120is autonomous and does not require pilot for operation. Though this disclosure refers to VTOL aircraft for purposes of explanation, the embodiments described herein may also be applicable to conventional take-off and landing (CTOL) aircraft or other types of aircraft. The network system100may determine pickup locations and coordinate providers to pick up users at the pickup locations. Further, the network system100may coordinate a multi-modal trip, for example, including a first trip segment traveled via an aircraft and a second trip segment traveled via another type of vehicle. For instance, passengers ride in a car operated by a driver (or an autonomous car) to and from aircraft landing pads to transition to riding in an aircraft. Other types of services provided by the network system100include, for example, delivery of goods, data collection, or access to areas not accessible by ground transportation.

The system environment includes the network system100, one or more client devices110, one or more sensors115, and one or more aircraft120. Any number of components in the system environment may be connected to each other via a network130(e.g., the Internet). Components may directly communicate with each other or indirectly through another component. For instance, a sensor115may transmit sensor data directly to an aircraft120, or transmit sensor data to the network system100to be provided to an aircraft120. In other embodiments, different or additional entities can be included in the system environment.

A user can interact with the network system100through the client device110, e.g., to request service, receive requests to provide service, receive routing instructions, or receive aircraft information. A client device110can be a personal or mobile computing device, such as a smartphone, a tablet, or a notebook computer, or, in the case of a provider, may be part of the avionics of an aircraft120, dashboard electronic, or other integrated systems. In some embodiments, a provider may use a client device110that is a separate device than the aircraft120. In some embodiments, the client device110executes a client application that uses an application programming interface (API) to communicate with the network system100through the network130.

In one embodiment, through operation of a client device110, a user requests service via the network system100. A provider uses a client device110to interact with the network system100and receive invitations to provide service to users. For example, the provider may be a qualified pilot operating the aircraft120(or a driver of a vehicle) capable of transporting users. In some embodiments, the provider is an autonomous or semi-autonomous aircraft that receives routing instructions from the network system100. The network system100may select a provider from a pool of available providers to provide a trip requested by a user. The network system100transmits an assignment request to the selected provider's client device110.

The aircraft120includes one or more seats for transporting passengers of the network system100. In embodiments where the aircraft120is at least partially human-operated, the aircraft120may also include a seat for a pilot. Passengers or the pilot may enter or exit the aircraft through one or more doors of the aircraft120. The perspective view of an example aircraft120shown inFIG.1includes two doors that open laterally, for example, along sliding rails or using another type of actuator, passive mechanism, or combination thereof. Though in other embodiments, the aircraft120may have a different configuration or type of doors, e.g., doors that rotate to open. The aircraft120may include multiple distributed electric propellers, powered rotors, or other means of propulsion that enable the aircraft120to hover, take off, or land approximately vertically. The aircraft120may include one or more processor(s)122, storage medium124, sensors126, and actuators128.

The aircraft120may include one or more types of sensors for various functionality such as navigation, passenger monitoring, or obstacle detection or avoidance, among other relevant applications. For example, the aircraft120may include at least one global positioning system (GPS) sensor, motion sensor, gyroscope, accelerometer, or other motion sensor to determine and track position or orientation of the aircraft120. Moreover, the aircraft120may include at least one passive (or active) optical sensor, laser-based LiDAR sensor, radar, passive (or active) acoustic sensor, camera, or other sensors suitable for object detection or object location estimation. Furthermore, the aircraft120include at least one temperature sensor, pressure sensor, ambient light sensor, altitude sensor, or other sensors suitable for collecting information describing weather conditions or surroundings of the aircraft120. The aircraft120may transmit sensor data to another component in the system environment such as a different aircraft120or the network system100.

In some embodiments, the aircraft120includes one or more sensors for verifying passenger behavior. The cockpit may include a user interface (e.g., associated with a client device110) that presents aircraft or passenger information based on data from the sensors. For example, a seatbelt includes a sensor that detects whether a passenger has buckled the seatbelt. The user interface may include an electronic display, lights, or other indicators that show which passengers are fastened in properly, improperly fastened, or not fastened. As another example, a cabin of the aircraft120includes one or more cameras directed to seats of the passengers, and an electronic display of the user interface may show a video feed or images captured by the cameras. Thus, the pilot may use the user interface to verify that the passengers have buckled-in for take-off, have exited from the aircraft120after a trip ends, are conforming to safety guidelines during a trip, or have completed any other particular action. In embodiments where the aircraft120is autonomous, the aircraft120may present information to passengers responsive to determining that they are not properly buckled-in or prepared for take-off. For instance, the aircraft120presents a message (e.g., informing a passenger to secure a seatbelt or stow luggage) on an on-board electronic display or transmits a message for display on a client device110of the passenger. The aircraft120and accompanying sensors are further described below in various sections.

In addition to sensors of an aircraft120, the system environment may also include one or more sensors115off-board or physically separate from the aircraft120. A sensor115may be ground-based, e.g., mounted to a building or stationary structure. In some embodiments, a sensor115is coupled to a moving object such as a ground, sea, or air-based vehicle. In other embodiments, a sensor115may be coupled to a weather balloon in air, a weather buoy on water, or a satellite in space. A sensor115may be moored or tethered to another system that aggregates sensor data, for instance, from multiple sensors115. A sensor115may transmit sensor data, or information determined based on processing sensor data, to the network system100or an aircraft120. In some embodiments, a sensor115is included in a client device110.

II. Example Process Flows

II. A. Example Sensor Data Transmission

FIG.2Ais a diagram of sensor data transmission between aircraft according to one embodiment. In the example shown inFIG.2A, aircraft120A,120B, and120C are communicatively coupled to each other over the network130, for instance, a high-speed and low-latency network. The network may interconnect any number of aircraft120within a threshold network distance (or radius). The aircraft120may share sensor data with each other or with the network system100for safety applications, collision avoidance, hazard awareness, mission planning, navigation, among other functionality. As an example use case, the aircraft120A includes an active radar sensor that detects at least one object210. The object210may be a bird in a flock of birds, a balloon, cloud, drone, an uncharted object, another aircraft (which may not necessarily be associated with the network system100), or any other object detectable by a sensor of the aircraft120A. In some embodiments, the aircraft120A may determine an estimated location of the object210by processing sensor data, e.g., from distance or imaging sensors.

The aircraft120A may transmit sensor data information (e.g., including sensor data or an estimated location of the object210) to the network system100. Additionally, the aircraft120A may broadcast the sensor data information to one or more other aircraft120in vicinity of the aircraft120A (e.g., within the threshold network distance). In the illustrated example, the aircraft120B and120C may receive the sensor data information from the aircraft120A or indirectly via the network system100. In an embodiment, one or more of the aircraft may use the sensor data information to update a navigation route. In particular, the detected object210may be an obstacle that should be avoided to prevent a collision. In some embodiments, the network system100or any one of the aircraft may estimate a projected path or motion of the detected object210and use the estimation to predict a modified navigation route to reduce the likelihood of collision. Though the object210may be outside of a detectable range of sensors of the aircraft120B and120C at a given point in time, the aircraft120B and120C may anticipate the object210as an obstacle (e.g., before the object210enters the detectable range) based on the sensor data information transmitted by aircraft120A. Thus, the aircraft120B and120C may have a greater amount of time or distance to modify a navigation route for avoiding the object210.

In some embodiments, any of the aircraft may also be communicatively coupled to one or more off-aircraft sensors115. In the example shown inFIG.2A, the sensor115detects another object220and transmits sensor data information (e.g., estimated location of the object220) to the aircraft120C. The sensor115may also transmit the sensor data information to other aircraft120or client devices110, or the aircraft120C may route the sensor data information over a network to the other aircraft120. In addition to sensor data information collected by sensors on-board an aircraft, the aircraft can also use sensor data information collected by off-aircraft sensors115for any of the above described functionalities such as navigation.

FIG.2Bis a flowchart of a process230for sensor data transmission between aircraft according to one embodiment. In some embodiments, steps of the process230are performed by the network system100or one or more aircraft120within the system environment inFIG.1orFIG.2A. The process230may include different, fewer, or additional steps than those described in conjunction withFIG.2Bin some embodiments or perform steps in different orders than the order described in conjunction withFIG.2B.

In an embodiment, a first aircraft120A determines235location information of an object. The location information may include a current location of the object, an estimated location of the object at a future point in time, or motion information indicating change in location (e.g., a flight path). An estimate of location may be determined in three-dimensional space using triangulation based on distance measurements from two or more or distance sensors, or using any other suitable techniques known to one skilled in the art, e.g., machine learning algorithms or image processing using images or video captured by a camera. In some embodiments, the first aircraft120A may determine other attributes of the object including one or more of a size, quantity, type, color, or risk level of the object. For instance, a balloon having a small size is associated with a lower risk level relative to an unresponsive aircraft having a larger size. The first aircraft120A may also determine a confidence level or margin of error associated with the location information of the object, for instance, indicating a degree of certainty regarding accuracy of the estimated location.

The first aircraft120A determines240that a second aircraft120B is within a threshold distance from the first aircraft120. The threshold distance may be based on the threshold network distance. For instance, multiple aircraft within proximity of each other may connect to the network130to transmit or receive information. The first aircraft120A may query the network system100for data to determine whether there are any nearby aircraft120or locations of the nearby aircraft. The first aircraft120A may also broadcast requests to another aircraft to determine locations or presence of other aircraft. In some embodiments, the first aircraft120A may store information describing nearby aircraft in on-board memory such as cache or a flight log. The first aircraft120A can determine whether the second aircraft120B is within a threshold distance using the locations of the first and second aircraft120A and120B, e.g., by calculating a distance between the two aircraft for comparison to the threshold distance.

Responsive to determining that the second aircraft120B is within the threshold distance, the first aircraft120A transmits245the location of the object to the second aircraft120B. One or both of the first aircraft120A and the second aircraft120B may be airborne when the location is transmitted. In an embodiment, the first aircraft120A may request and receive from the network system100(or another aircraft) an identifier, e.g., Internet Protocol (IP) address, transponder ID, serial number, or other data associated with the second aircraft120B. The first aircraft120A may transmit the location of the object using the identifier of the second aircraft120B, for instance, to distinguish between multiple aircraft within close proximity.

The second aircraft120B receives250the location information of the object from the first aircraft120A, and in response modifies255a navigation route based on the received location information of the object. The modified navigation route may have a different flight path, speed, or altitude, for instance, to avoid a collision with the detected object at an estimated future location of the object. Based on motion information of the object, the second aircraft120B may determine that the object is likely to intersect with a projected flight path of the second aircraft120B at a future point in time. In some embodiments, the second aircraft120B modifies the navigation route responsive to determining that a confidence level of an estimated location of the object is greater than a threshold confidence, determining that a likelihood of collision is greater than a threshold probability, or determining that an associated risk level is greater than a threshold level.

In embodiments where the second aircraft120B is at least partially operated by a pilot, the second aircraft120B provides260information describing the modified navigation route for presentation to the pilot of the second aircraft120B. In an embodiment, the information includes a map presented in a graphical user interface on an electronic display of a client device110or the second aircraft120B (e.g., a built-in monitor in the cockpit). The information may also be presented in other visual, textual, or audio form to the pilot. Responsive to determining that a confidence level of an estimated location of the detected object is less than a threshold confidence, the second aircraft120B may present the pilot with an option to manually or automatically modify the navigation route. In some use cases, responsive to determining that an estimated likelihood of collision with the detected object is greater than a threshold probability, an aircraft may trigger or generate an alert, transmit an alert to another aircraft, or transmit the location of the detected object to another aircraft. In other embodiments where an aircraft is autonomous, the aircraft does not necessarily present information to a pilot or another user. The aircraft may automatically modify the navigation route or transmit information associated with the modified navigation route to the network system100.

The first aircraft120A and the second aircraft120B may be associated with (e.g., owned by) the network system100or a different entity or third party such as an aircraft manufacturer or airline. Additionally, different aircraft operating in the system environment of the network system100may be associated with different entities or may have different user interface, electrical, mechanical, or other physical attributes (e.g., number or configuration of seats, propeller design, or range of flight). The aircraft of different entities may use at least a set of common protocols to communicate with each other, e.g., transmitting and receiving sensor data or location information of detected objects. Moreover, pilot-operated aircraft and autonomous aircraft may also exchange information with each other.

II. B. Example Control of Aircraft Doors

FIG.2Cis a flowchart of a process270for control of doors of an aircraft according to one embodiment. In an embodiment, the process270can be performed by one or more processors on the aircraft and/or a monitoring system at the present vertiport, e.g., an airport for VTOL aircraft.

In an embodiment, the process270includes determining272that the aircraft is ready for egress and/or ingress of passengers (“passenger loading”). For instance, the determination can be based on a number of factors, such as, but not limited to, the aircraft is stationary (e.g., landed or docked), the aircraft is within a permitted area for loading/unloading passengers (e.g., at a “passenger loading area”), the aircraft is in proper orientation within the passenger loading area, the aircraft is in a safe state for passenger loading or unloading (e.g., certain propellers are stopped and unpowered or locked), the vertiport is in a safe state for passenger loading/unloading (e.g., no danger presented by other aircraft or vehicles), or landing gear of the aircraft have been deployed.

Responsive to determining that the aircraft is ready for passenger loading, the aircraft may open one or more doors. In an example, the opening is performed automatically without human intervention. In particular, the aircraft opens274a starboard cabin door for egress of a first set of passengers from a first seat and a second seat (or any other number of seats in a cabin or the aircraft). The aircraft opens276a port cabin door for ingress of a second set of passengers to the first seat and the second seat simultaneously or concurrently with the egress of the first set of passengers. The starboard cabin door and port cabin door may be opened by rotating about a pivot, or laterally moving along sliding rails.

The process270also includes determining278that the second set of passengers are seated in the first and second seats. For instance, sensor data is used to determine that the passengers are properly seated, that the passengers have fastened seatbelts of the seats, or that the passengers have performed other safety protocols. In some embodiments, responsive to determining that the second set of passengers are seated in the first and second seats, the aircraft may perform280takeoff to navigate to a destination location.

While the process270is described above in the context of opening the starboard cabin door first and then the port cabin door, it will be appreciated that the cabin doors may be opened in the reverse order in alternative embodiments, or which side's cabin doors that open first may be determined dynamically based on the side that passengers will enter the aircraft or vehicle for the present vertiport.

While the process270is described above in the context of the simultaneous or concurrent egress and ingress of passengers, it will be appreciated that the cabin doors may be opened to allow sequential unloading and then loading of passengers.

III. Example Aircraft

FIG.3Ais a diagram showing a top and front view of a portion of an aircraft300according to one embodiment. In the embodiment shownFIG.3A, the cockpit of the aircraft300may be positioned at the nose of the aircraft300. Additionally, the aircraft300may include windows in front of the cockpit for visibility of the pilot and windows on the (e.g., port and starboard) sides of the aircraft300for visibility of passengers. The illustrated aircraft300includes two powered rotors on each wing of the aircraft300. In other embodiments, the aircraft300may include a different number or configuration of powered rotors, which is further described below with respect toFIGS.3E-G.

FIG.3Bis a diagram showing a cross-sectional front view of an aircraft302according to one embodiment. The aircraft302may include multiple seats304for passengers in the cabin. Any number of seats may be adjacent to each other, aligned to each other, or facing a same or different direction. In the example shown inFIG.3B, the aircraft302includes a cabin door having at least two segments. A lower segment306of the cabin door rotates downward to provide one or more steps308, or a ramp, for passenger ingress or egress. The structure of a step308on the lower segment306may also serve as storage space, e.g., for passenger belongings or other items such as maintenance or safety equipment, when the lower segment306is positioned in an upright or closed position. The upper segment310of the cabin door rotates upward to provide additional head clearance for passengers entering or exiting the cabin. The aircraft302includes landing gear312such as wheels for mobility and stabilization when the aircraft302is landed or taxiing.

FIG.3Cis a diagram illustrating aircraft ingress and egress of passengers according to one embodiment. In the embodiment shown inFIG.3C, an aircraft320parks adjacent to another aircraft322, for instance, on a landing pad or another suitable area for aircraft ingress and egress. Passengers exit the cabin324through the starboard side of the aircraft320, for example, using a cabin door (not shown inFIG.3C). Additionally, new passengers for a subsequent trip may enter the cabin324through the port side of the aircraft320using another cabin door. This one-way direction of passenger traffic may reduce the average time required for passenger egress and ingress between trips provided by the aircraft. In one embodiment, the aircraft can land for a trip and take off for the next trip within five minutes, including the time for passengers deplaning and boarding.

In addition to reducing passenger ingress or egress time, the one-way direction of passenger traffic may decrease a distance326between two or more aircraft parked adjacent to each other. The distance326may be determined based on safety regulations regarding aircraft and pedestrians (e.g., passengers waiting to board). Decreasing the distance326may be advantageous because a greater number of aircraft may parked on a landing pad at the same time. Additional space may also allow other types of vehicles to park next to an aircraft. For instance, a car parked nearby on the landing pad enables passengers to conveniently transition (e.g., reducing required walk time, and thus reducing overall trip time) between different types of transportation for a multi-modal trip. ThoughFIG.3Cillustrates the one-way direction of passenger traffic in a port-to-starboard direction, in other embodiments, the passenger traffic may be in a starboard-to-port direction or any other suitable direction or directions, for example, not necessarily in a straight line.

In some embodiments, a pilot of the aircraft320may verify that passengers have properly exited form and/or entered the cabin324. For example, the pilot opens a hatch in a cockpit wall between the cockpit328and the cabin324to inspect the passengers, without necessarily having to leave the cockpit328. During taxi, take-off, flight, and landing of the aircraft320, the hatch may be secured such that passengers may not disturb or otherwise interfere with the pilot in the cockpit328. In some embodiments, aircraft crew on a landing pad may assist the pilot to confirm proper passenger entry or exit. In addition, the pilot or crew may verify that passengers are correctly seated before take-off. For instance, the pilot inspects that passengers have fastened seatbelts, stowed any luggage in appropriate storage locations, positioned seatbacks in an upright position, etc. Though the embodiment shown inFIG.3Cincludes the cockpit328positioned at the nose of the aircraft320(e.g., in front of the cabin324), in other embodiments, the cockpit328may be in a different position. For instance, the cockpit328may be positioned behind or above the cabin324, as described below with respect toFIG.3D.

FIG.3Dis a diagram showing a cross-sectional side view of an aircraft340according to one embodiment. In contrast to the configuration of the aircraft320and322shown inFIG.3C, the cabin345of the aircraft340shown inFIG.3Dis toward the nose of the aircraft340, while the cockpit350is behind the cabin345and toward the tail of the aircraft340. The cockpit350may be elevated to provide the pilot visibility to operate the aircraft, as well as to provide a field of view of passengers below in the cabin345, e.g., to inspect passenger behavior such as verifying that passengers are properly seated before take-off. The pilot may enter or exit the aircraft340using a same door as passengers or a different door of the cockpit350.

FIGS.3E,3F, and3Gare diagrams illustrating front views of aircraft and propellers according to various embodiments. The aircraft360shown inFIG.3Eincludes a fuselage365(e.g., including a cabin and/or cockpit) and a structure370(e.g., including a truss or one or more wings) coupled to multiple distributed electric propellers375(e.g., powered rotors). In particular, the aircraft360shown inFIG.3Eincludes at least eight distributed electric propellers375arranged in a two-by-four configuration on each of the port and starboard sides of the aircraft. The illustrated example shows the structure370coupled above the fuselage365. In other embodiments, some or all of the structure370may be coupled to the sides, bottom, or edges of the fuselage365.

The aircraft380shown inFIG.3Fincludes at least six distributed electric propellers mounted on a triangular-shaped structure in contrast to the rectangular-shaped structure of the aircraft360ofFIG.3E. Due to the reduced number of distributed electric propellers and more compact truss structure design of the aircraft380relative to the aircraft360, the aircraft380may be lighter in weight. The aircraft380includes a first wing on the port side and a second wing on the starboard side. Each of the wings may have a horizontal segment381, a vertical segment382coupled orthogonally to the horizontal segment381, and another segment383angled relative to the horizontal segment and the vertical segment. In the example shown inFIG.3F, the angle segment383may be angled at (e.g., approximately) 45 degrees, though in other embodiments, the angle may vary. Accordingly, the triangular shape formed by the three segments may resemble an equilateral, isosceles, or scalene triangle. As shown inFIG.3F, at least two distributed electric propellers may be coupled to the truss and positioned on a first (e.g., upper) plane. Additionally, at least four other distributed electric propellers may be coupled to the truss and positioned on a second (e.g., lower) plane.

FIG.3Gshows an aircraft385including at least six distributed electric propellers mounted on a “Y-shaped” truss structure, which may improve control of the aircraft385along the pitch axis, compared to other aircraft having coplanar distributed electric propellers, e.g., aircraft360and380. The aircraft385may include distributed electric propellers positioned on at least two different planes. The aircraft385includes a first wing on the port side and a second wing on the starboard side. Each of the wings may have a horizontal segment386as well as an upper angled segment387and lower angled segment388coupled to the horizontal segment386at a joint. An angle between the upper and lower angled segments387and388may be an acute angle. In the example shown inFIG.3G, a distributed electric propeller is coupled toward a distal end of the upper angled segment387of each wing. In addition, a distributed electric propeller is coupled toward a distal end of the lower angled segment388of each wing. Furthermore, a distributed electric propeller is coupled at the joint (of the Y-shape) of each wing. The six distributed electric propellers shown in the embodiment ofFIG.3Gare positioned on three different planes, for instance, with at least two distributed electric propellers positioned on each plane.

In some embodiments, portions of the structure, distributed electric propellers, mounting parts, or other related mechanisms may be adjusted to different states. For instance, operation states of aircraft are shown inFIGS.3E-G, though the aircraft may adjust into a more compact configuration for a storage or landing state.

IV. Example Seating Configurations

FIGS.4A,4B,4C,4D,4E,4F,4G,4H and4Iare diagrams illustrating top views of various seating arrangements of an aircraft according to various embodiments. It may be desirable to arrange seats in the cabin of an aircraft so that passengers feel safe flying in the aircraft, have space to stow their belongings or luggage, experience reduced turbulence (e.g., side-to-side swaying) to avoid motion sickness, have a wide view to the outside (e.g., not obstructed by a hatch or other structure of the aircraft), or any combination thereof. In addition to providing passengers with a suitable level of privacy and a comfortable amount of leg space or arm space, it may also be advantageous to arrange seats such that passengers can have the option to enjoy or interact in a common space with other passengers. Moreover, it may also advantageous to arrange the seats to make efficient use of the available space in the aircraft, balance weight of one or more passengers, a pilot, or luggage, and facilitate convenient and safe passenger ingress and egress. The seating arrangements shown inFIGS.4A-Iprovide one or more of the above advantages for a cabin including at least three or four passenger seats and a cockpit for one pilot. In embodiments where the aircraft is autonomous, space for the pilot seat may be used instead for a passenger seat, or the cockpit space may be used as part of the cabin space or for storage. Further, in some use cases, one or more seats not used by a passenger may be converted (e.g., during a transition between different trips) into additional storage space, or additional seating space for a passenger who is present. In other embodiments, the aircraft may have different numbers of seats in the cabin and/or the cockpit.

In the embodiment shown inFIG.4A, a cockpit400of an aircraft includes a seat402for a pilot. A cockpit door404may open toward the nose of the aircraft for pilot ingress and egress without interfering with or slowing down passenger ingress and egress. Cockpit walls406separate the cockpit400from the cabin408, and the cockpit walls406may be angled (e.g., relative to a lateral axis of the aircraft) to provide greater visibility (e.g., to view the environment outside the aircraft) toward the nose of the aircraft for passengers. The cockpit walls406may also protect the pilot from disturbances from passengers in the cabin408.

The cabin408of the aircraft includes four seats410for passengers. One or more of the seats410may include a backrest412, left armrest414, or right armrest416. Cabin doors may open laterally toward the port or starboard sides to increase the size of pathways for passengers to enter and exit the cabin. The aircraft may have any number of cabin doors on each side (e.g., port and starboard), for example, a front cabin door418for passengers seated toward the nose of the aircraft and a rear cabin door420for passengers seated toward the tail of the aircraft. In some embodiments, additional space toward the tail of the aircraft may be used for storage422.

In the embodiment shown inFIG.4B, the aircraft may include a rear (e.g., tail of the aircraft) facing passenger seat. In addition to cabin doors on the port and starboard sides, the cabin may also include one or more doors430toward the tail of the aircraft for passenger ingress and egress (e.g., from the rear facing passenger seat), or to access storage space in the tail of the aircraft. In the embodiment shown inFIG.4C, the aircraft may include two rear facing passenger seats.

In the embodiment shown inFIG.4D, the aircraft may include angled passenger seats to increase an amount of legroom for passengers, or to provide more direct visibility to windows of the cabin. Passengers corresponding to the seats facing the starboard direction may enter or exit the cabin via the starboard cabin door432. Other passengers corresponding to the seats facing the port direction may enter or exit the cabin via a port cabin door.

In the embodiment shown inFIG.4E, the aircraft may include a structural band434separating the cabin into two sections, for example, to provide privacy between passengers in different sections. The structural band434may be positioned at or near the center of gravity of the aircraft. Since the seats face away from the structural band434, the structural band434does not interrupt the viewing angle or visibility of passengers. In some embodiments, cabin doors for the two sections may rotate outwards (e.g., independently from the other cabin doors) for passenger ingress and egress. For instance, from the top view, the front cabin door436rotates clockwise to open, while the rear cabin door438rotates counter-clockwise to open.

In the embodiment shown inFIG.4F, the aircraft may include one or more privacy walls442configured to provide privacy between two or more passengers in the front section, and two or more passengers in the rear section, of the cabin as divided by the structural band440. Privacy walls442or structural bands440may be formed using opaque materials, transparent materials (e.g., glass or plastic), semi-transparent materials, translucent materials, or any combination thereof. Privacy walls442or structural bands440may include noise insulation material such that passengers can take phone or video calls without interrupting others, or becoming interrupted, while riding in the aircraft. The privacy walls may also define a storage space in the tail of the aircraft. In an embodiment, up to four passengers may each enter and exit from the cabin from a different cabin door, which may open to the side according to the corresponding seat orientation (e.g., forward or rear facing). The cabin may also include a wall446that separates the cabin from a storage space toward the tail of the aircraft.

In the embodiment shown inFIG.4G, the aircraft includes three seats aligned behind the pilot seat. Privacy walls448and450separate the cabin into individual sections for each of the passengers, and the privacy walls may be angled to increase passenger visibility, e.g., toward the noise of the aircraft. In other embodiments, privacy walls or structural bands may divide the cabin into any other number of sections, each of which may include any number of seats for passengers. Different sections may vary in footprint size, number of seats, or other attributes.

In the embodiment shown inFIG.4H, the aircraft includes seats that face the port and starboard sides of the aircraft, which may reduce the overall footprint of the seats in the cabin, and thus increase the available storage space452toward the tail of the aircraft. In some embodiments, by reducing the overall footprint of the seats in the cabin, the aircraft may have additional space for other components such as a batteries, sensors, or actuators, e.g., for powered rotors. Furthermore, by reducing the overall footprint, the aircraft may also be manufactured to be more compact or to save material or weight. Compared to a heavier aircraft otherwise with similar attributes, a lighter aircraft may be able to achieve a greater range of flight on a battery charge.

In the embodiment shown inFIG.4I, the aircraft includes two front seats angled to face the tail of the aircraft and two rear seats angles to face the nose of the aircraft. The aircraft includes one port and one starboard cabin door, each of which allows two passengers from the port and starboard sides, respectively, to simultaneously enter or exit the cabin.

FIG.5illustrates dimensions for a seat of an aircraft according to one embodiment. In the illustrated embodiment, the seat width and length dimensions as illustrated may be 460 millimeters and 720 millimeters, respectively. Dimensions of a seat for passengers or a pilot may be determined based on statistics such as an average height, length of legs, length or width of torso, or weight of a certain population. The population may represent the 95thpercentile of males in a geographical area or another population having different parameters. In some embodiments, dimensions of the seat may also be determined to allow a passenger to sit with up to a 27 degree back incline from vertical, a 95 degree angle between the back and upper leg (e.g., thigh or lap), or a 92 degree angle between the upper leg and lower leg. The seat may be adjustable to accommodate passengers of different sizes. Furthermore, the seat may be switched between one or more configurations such as an upright and reclined position.

FIGS.6,7,8,9,10,11,12,13,14,15, and16are diagrams illustrating various seating configurations of an aircraft according to various embodiments. In some embodiments, the dimensions shown inFIGS.6-16are in millimeters (mm), though in other embodiments, other units or dimensions for the aircraft may be used. The height of the aircraft cabins in the embodiments shown inFIGS.6-16is 1254 mm, for instance, to accommodate for the dimensions of the seat of the aircraft shown inFIG.5. In other embodiments, a cabin of an aircraft120may have a different height, or the height may be non-uniform along at least a portion of the length or width of the cabin.

The example seating configuration shown inFIG.6includes five seats, where a front seat600may be designated for a pilot. The front seat of any one of the seating configurations shown inFIGS.6-16may be for a pilot. In embodiments where the aircraft is autonomously operated, there may not necessarily be a designated seat for a pilot. The width and length dimensions of a footprint of the seating configuration are 896 mm and 3530 mm, respectively. As illustrated in the side view ofFIG.6, a portion of an area underneath a seat may be used as foot or leg space for another passenger.

The example seating configurations shown inFIGS.7-8include five seats, where at least one of the seats are rear-facing toward a tail of the aircraft. The width and length dimensions of a footprint of the seating configurations are 896 mm and 4117 mmm, respectively. Though not shown inFIGS.7-8, the aircraft may include one or more structural bands or privacy walls to separate the forward-facing and rear-facing seats.

The example seating configuration shown inFIG.9includes five seats, where four of the seats are angled, relative to a lateral axis910, toward the port or starboard side of the aircraft. The lateral axis910may be aligned to centerline or line of symmetry to help balance weight of passengers in the aircraft. The front seat900may not be angled because the front seat900may be designated for a pilot. The width and length dimensions of a footprint of the seating configuration are 1171 and 3197, respectively.

The example seating configuration shown inFIG.10includes five seats, where a row of two seats face the nose of the aircraft and another row of two seats face the tail of the aircraft. The width and length dimensions of a footprint of the seating configuration are 1171 and 3321, respectively.

The example seating configuration shown inFIG.11includes four seats aligned along a lateral axis of an aircraft. The width and length dimensions of a footprint of the seating configuration are 798 and 3589, respectively.

The example seating configuration shown inFIG.12includes five seats, where a row of two seats face the port side of the aircraft and another row of two seats face the starboard side of the aircraft. The width and length dimensions of a footprint of the seating configuration are 2527 and 2254, respectively.

The example seating configuration shown inFIG.13includes five seats, where four of the seat are offset an angle relative to a lateral axis of the aircraft. The width and length dimensions of a footprint of the seating configuration are 798 and 3589, respectively.

The example seating configuration shown inFIG.14includes two seats aligned along a lateral axis of an aircraft. The width and length dimensions of a footprint of the seating configuration are 798 and 1998, respectively.

The example seating configuration shown inFIG.15includes three seats, where a row of two seats are positioned behind a third seat. The width and length dimensions of a footprint of the seating configuration are 1171 and 1998, respectively.

The example seating configuration shown inFIG.16includes two rows of two seats each facing the nose of the aircraft. The width and length dimensions of a footprint of the seating configuration are 1171 and 1998, respectively.

V. Additional Configurations

The foregoing description of the embodiments of the invention has been presented for the purpose of illustration; it is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Persons skilled in the relevant art can appreciate that many modifications and variations are possible in light of the above disclosure.

Some portions of this description describe the embodiments of the invention in terms of algorithms and symbolic representations of operations on information. These algorithmic descriptions and representations are commonly used by those skilled in the data processing arts to convey the substance of their work effectively to others skilled in the art. These operations, while described functionally, computationally, or logically, are understood to be implemented by computer programs or equivalent electrical circuits, microcode, or the like. Furthermore, it has also proven convenient at times, to refer to these arrangements of operations as modules, without loss of generality. The described operations and their associated modules may be embodied in software, firmware, hardware, or any combinations thereof.

Any of the steps, operations, or processes described herein may be performed or implemented with one or more hardware or software modules, alone or in combination with other devices. In one embodiment, a software module is implemented with a computer program product including a computer-readable non-transitory medium containing computer program code, which can be executed by a computer processor for performing any or all of the steps, operations, or processes described.

Embodiments of the invention may also relate to a product that is produced by a computing process described herein. Such a product may include information resulting from a computing process, where the information is stored on a non-transitory, tangible computer readable storage medium and may include any embodiment of a computer program product or other data combination described herein.

Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based hereon. Accordingly, the disclosure of the embodiments of the invention is intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.