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Title:
CONVERTIBLE FLAT BED
Document Type and Number:
WIPO Patent Application WO/2017/143464
Kind Code:
A1
Abstract:
The present invention relates to an apparatus within a passenger compartment of a transport system, such as an aircraft cabin, to provide passenger places, in particular for vehicles, airplanes or other traffic systems, which allow a space saving and fast conversion of the seats into comfortable beds. A substantial aspect of the present invention is the providing of horizontal benches without use of additional space, particularly in confined spaces. Above the seats bunk beds are located, which can be shifted along guiding profiles into a desired position. The arrangement of the guiding profiles allows a vertical rotation of the bunk beds to permit the passenger a comfortable travel and claustrophobic feelings of the passenger in lying position can be reduced. The modular structured apparatus enables different arrangements in a passenger compartment of a transport system, preferably in an aircraft.

Inventors:
KUSTER PIUS (CH)
BOBAY MARCEL (CH)
SCHEURER SIMON (CH)
TEUTSCH SIMON (CH)
Application Number:
CH2017/000018
Publication Date:
August 31, 2017
Filing Date:
February 24, 2017
Export Citation:
Click for automatic bibliography generation   Help
Assignee:
KUSTER PIUS (CH)
International Classes:
B64D11/06
Domestic Patent References:
WO2002006117A12002-01-24
WO2013052784A12013-04-11
WO2015004405A12015-01-15
WO2005117525A22005-12-15
Foreign References:
US20030030306A12003-02-13
DE3603404A11987-08-06
US2608366A1952-08-26
DE3603404A11987-08-06
US0663173A1900-12-04
US7681951B22010-03-23
US8888043B12014-11-18
Other References:
PETER VINK; KLAUS BRAUER: "Aircraft Interior Comfort and Design", 2011, CRC PRESS
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Claims:
1/3

Claims

1 Apparatus within a passenger compartment of a transport system providing passenger places in different travel positions, comprising

several single seats arranged in groups, each seat formed of a seating surface (111) and a back rest (112), which together build a first supporting body surface, which is connected structurally by means of a first support structure (113) to the cabin floor (101) of the passenger compartment, and offers the passengers a first travel position in sitting manner;

at least one second support structure (122), which is connected constructively to the cabin floor (101), on which, above the seating surface (111), at least one second supporting body surface in form of a bunk bed (121) is attachable, which allows a second travel position in lying manner; characterized in that

along at least one guiding profile (133), which is attached to the second support structure (122), at least one bunk bed (121) can be positioned from a storage area (131) to the area above the seating surface (111) and be relocated. 2 Apparatus according to claim 1 , characterized in that the storage area (131 ) is located above the seating surface (111 ).

3 Apparatus according to claims 1 or 2, characterized in that a vertical positioning of at least one bunk bed (121) along at least one guiding profile (133) is made.

4 Apparatus according to claim 3, characterized in that multiple arranged guiding profiles (133) are continuous and allow the slidably receiving of at least one bunk bed (121).

5 Apparatus according to claims 3 or 4, characterized in that the guiding profile (133) is has a rectilinear course.

6 Apparatus within a passenger compartment of a transport system providing pas- senger places in different travel positions according to claim 4, characterized in that the bunk beds (121) which are attached slidably to the different guiding profiles (133) can be positioned in height and turned around a vertical axis v (156). 2/3

Apparatus according to preceding claims, characterized in that at least one translations! mechanism is mounted, which allows a manual or motorized displacement of the bunk beds (121).

Apparatus according to claim 7, characterized in that the translational mechanism comprises a linear actuator (151).

Apparatus according to claim 7, characterized in that the translational mechanism comprises a gearbox with motor (152) and a bowden cable (153).

Apparatus according to claims 7, 8 or 9, characterized in that the distance holder (154), mounted to the second support structure (122), predefine the lowering of the bunk beds (121) and absorb the weight forces and the load forces of the bunk beds (121) in the lowest position.

Apparatus according to preceding claims, characterized in that the first support structure (113), belonging to a group of seating places (114), is integrated in the second support structure (122).

Apparatus according to claim 11 , characterized in that at least two groups of seating places (1 14) are arranged facing each other.

Apparatus according to claim 11 , characterized in that two groups of seating places (114) are arranged one after the other.

Apparatus according to claim 11 , characterized in that at least two groups of seating places (1 14) are arranged facing each other and on the side of the groups of seating places at least one single seat (1 7) and one bunk bed (121 ) are mounted.

Apparatus according to claims 11 to 14, characterized in that the back rests (112), belonging to a group of seating places (114), form a unit, which are folded to a lowest bunk bed (158).

Apparatus according to claims 11 to 14, characterized in that the back rests (112), belonging to a group of seating places (114), form a unit, which are folded to a second lowest bunk bed (157). 3/3

Apparatus according to preceding claims, characterized in that at least one ladder (143) is mounted to the apparatus to reach the higher bunk beds (121).

Apparatus according to claim 3, characterized in that at least one bunk bed (121 ) can be stiffened by inflating it.

Method within a passenger compartment of a transport system providing passenger places in different travel positions, comprising several single seats arranged in groups, each seat formed of a seating surface (111) and a back rest (112), which together build a first supporting body surface, which is connected constructively by means of a first support structure (113) to the cabin floor (101) of the passenger compartment, and offers the passengers a first travel position in sitting manner;

at least one second support structure ( 22), which is connected constructively to the cabin floor (101), on which, above the seating surface (111), at least one second supporting body surface in form of a bunk bed (121) is attachable, which allows a second travel position in lying manner;

characterized in that

along at least one guiding profile (133), which is attached to the second support structure (122), at least one bunk bed (121) can be positioned from a storage area (131) to the area above the seating surface (111) and be relocated.

Method according to claim 19, characterized in that the storage area (131) is located above the seating surface (111).

Description:
Convertible flat bed

Description

Technical Field

The present invention relates to an apparatus within a passenger compartment of a transport system providing passenger places, in particular for vehicles, airplanes or other traffic systems, which allow a space saving and fast conversion of the seats into comfortable beds. A substantial aspect of the present invention is the providing of horizontal lying options without use of additional space, particularly in confined spaces.

State of the Art

In trains, busses and airplanes seating furniture are known to be preferably arranged in several rows one behind the other. They are more or less convertible to a lying position by folding back the backrest, depending on the comfort class. A complete horizontal position and thus a comfortable travel position is only realisable with increased space requirements and therefore only feasible in significantly more expensive comfort classes. In the lowest comfort classes the spatial conditions are generally so much confined that by folding back the back rest no comfortable position can be achieved. Providing a second travel position, i.e. a lying position, for long distance travels is a long-felt need. A classic approach is the folding down of the back rest so that the seating surface and the down-folded backrest create a lying surface. Since it takes more space in a transport system to provide a lying position for a passenger, beds usually are offered only in more expensive comfort classes.

In the state of the art there are long established embodiments which provide neutral surface lying places by a high-staggered arrangement.

The patent document US 2,608,366 describes a transport system that offers the passengers two alternative travel positions (seated and lying). The lying position is achieved by folding down the back rest of the seat to a lying surface. The increased demand of space due to the folding down of the back rest is achieved by high-staggering the seats, whereby the seats are installed on platforms that are firmly attached to the cabin floor. Specially developed platforms are needed to fix them to the transport system, which inhibit though a flexible use of the passenger space. The inventive solution is limited to two seat rows that are attached adjacent to each other. In the present wide-body aircrafts with its up to five adjacent seat rows in the tourist class such a solution is not any longer up- to-date.

DE 3603404 describes a sitting and lying furniture system, in which the seats, which are initially arranged one behind the other, can be moved into a horizontal lying position by vertically adjusting each second seat. The space requirement for each seat situated in the lying position accordingly corresponds to the space requirement of two floor-mounted seats, lined up one behind the other. A rack-and-pinion adjusting device serves as lifting along a guide rod. The floor-mounted seat and the lifting seat can be adjusted via a special folding mechanism in such a manner that the seat upholstery is displaced both in its horizontal and in its vertical position. Patent US 663173 shows a seating arrangement in which several parallel screwed seats are attached to several racks which stretch on both sides from the floor to the ceiling. Within the rail shaped supports there are threaded rods, with which the bunk beds that throughout the first travel position are stacked within the seating area, can be moved in a higher position. An additional bed is generated by folding up a back rest.

WO02/06117 A1 shows a further seating and lying arrangement of seats placed next to each other. A vertical support is located in between each two seats, on which the seats can be moved horizontally. Knee-sided on the seating surface there is an additional body supporting member, which permits an extension of the lying surface. To transform the seats into lying banks several complicated steps are necessary (First extension of the seating surface with the foot element > a rotation with a joint that is located on the vertical support > folding the back rest to a continuous lying bank). Each bunk bed, converted in such manner, is to be moved to the upper end of the vertical support and to be stacked up there. Subsequently the bunk beds are to be moved from top down into the required position. To convert back into seats the whole laborious procedure is to be repeated in the reverse order. An automatical way of the conversion is not described so that the manual conversion takes an considerable amount of time and needs the help of the cabin crew.

US 7,681 ,951 describes a modular group of seating places with four travel accommodations. A first accommodation unit is created by arranging the first and second seat facing each other. For the second accommodation, a lowest seating surface is provided with two opposite seats and the lying spaces above are folded out. Such foldable beds are well known from the train travel as couchettes. The inventive solution is limited on a configuration of two seats that are placed facing each other.

There is an embodiment published on the internet (figure 1), which shows lying surfaces placed in a herringbone pattern that are (presumably) driven up hydraulically. (http://www.i4u.com/14855/lufthansa-airbus-a380-get-bunk-bed s)

WO2013/052784 A1 shows a seating surface that is attached along the passenger compartment on the window side, which is equipped with a folding mechanism that allows the unfolding of a further lying surface. This solution is not suitable to use in a conventional aircraft seating.

A further accommodation to provide lying surfaces in an aircraft is shown in the patent document US 8,888,043. The lying places are exclusively for crew members who do not have a regular seat place in the airplane and are not convertible from seats.

WO2015/004405 A1 shows a modular structure of the seat arrangement. The travel seats are placed in a somehow high-staggered honeycomb structure. An extended rest surface is provided by folding up a foot part. However, this accommodation does not allow a completely stretched lying surface.

Other solutions such as described in WO2005/117525 and US8,888,043 show different support devices, which allow the passenger a sleeping position in a sitting position. Medical complications such as the risk of thrombosis are not avoided in such manner. A general overview of the design of aircraft interior spaces and passenger comfort is given in the book .Aircraft Interior Comfort and Design, Peter Vink and Klaus Brauer.Boca Raton : CRC Press, 2011, ISBN 978-1-4398-6305- 3.ISBN 978-1-4398-6306-0 (ebook)".

The following invention has made it his mission to overcome the above- mentioned disadvantages of the state of the art. In particular,

- by providing bunk beds with a maximum comfort and a minimal health risk (risk of thrombosis, backache etc.);

- the realisation occurs neutral surface, i.e. no additional space is required (regarding a standard seating):

- the conversion of seats to beds and vice versa is to be handled fast and easily without any help of the crew members and without any disturbance of the secured flight operation.

- a modular design, which meets the needs of the present standard measures, is to enable as well as a subsequent retrofitting.

This task is solved with an apparatus and a procedure of the type described in the introduction according to the invention with the characterizing features of claim 1, in particular by converting the seats to beds in a fast and

uncomplicated way. Summary of the invention

The invention relates to a passenger compartment, in which the passenger usually is transported in a seated way. In accordance with an aspect of the invention a passenger transport system is shown with an either seated or a lying position.

A further aspect of the invention is to ensure a good resting comfort in the economical comfort classes. Therefore, there is no additional space

requirement needed (relative to the base) and it is to be abided to the standardised seating specifications. Ways of carrying out the invention

The claimed invention provides an apparatus within a passenger compartment, which allows the provision of passenger places in different travel positions. It allows the passenger two different travel positions - seated and lying. A single passenger is accommodated in a seat with at least one back rest (112) and one seating surface (111). The parallel adjacent seats build a structurally interconnected group of seating places (114), which can be grouped in n-parts. In a passenger compartment up to five single seats (n=5) can be combined into a group of seating places. Such a group of seating places (114) is included in a first support structure (1 13) and stands constructively in conjunction with the cabin floor of the passenger compartment (101). The conjunction with the transport system can be realized with a force-locking device. Such a force- locking device can be realized for example with a directly with the floor releasable screw connection or can be connected indirectly with the transport system via a second support structure (122).

A second travel position is offered to the passenger, in which the passenger is accommodated in a lying position on a second body supporting surface, which is formed in a continuous bunk bed (121). Whether a lying travel position can be taken, however, underlies operational and safety-related restrictions.

An important aspect is the neutral surface use or rate of the apparatus, which requires no further need of space in a standard seating order. As mentioned before, in higher comfort classes in airplanes there are known numerous executions, which allow a conversion of seating places to lying places by folding-down the back rest, which requires an increased need of space and inevitably leads to higher transport costs.

A neutral surface use is achieved by arranging several bunk beds (121 ) in a second support structure (122) one above the other. The first ( 13) and the second support structure (122) do not necessarily have to be structurally connected. It is therefore possible that the first support structure, which includes the seating surfaces (111), can be fixed to the cabin floor of the passenger compartment (101) independently of the second support structure (122).

In an embodiment according claim 1 , several grouped single seats - each of it with one seating surface (111), one back rest (112) and a first support structure (113) - offer the passenger a possibility to be seated in a first travel position. In a preferred embodiment, every back rest (112) can be adjusted individually. The first body supporting surface offers the passenger in the first travel position an optimum comfort. Task of a first support structure (113) is to hold the first body supporting surface in an ergonomically optimal position in the passenger space and to carry the forces that are acting upon the body supporting surfaces or rather to fix them on the cabin floor of the passenger compartment (101). The fixing can either be detachable or permanent.

For the second travel position, which can be realized alternatively to the first travel position, at least one bunk bed (121) is relocated from a storage area (131) to an area above the seating surface (111). The bunk bed (121) offers a continuous resting surface, which can be formed in an ergonomically optimal way. As criticized in the book .Aircraft Interior Comfort and Design", page 1 13, non-continuous lying surfaces, formed of seating surfaces and back rests, offer a suboptimal comfort.

If a provision of lying places of neutral surface (in relation to the passenger compartment) shall be possible, a usage of the space above the passenger seats providing lying places is inevitable. An essential feature and therefore an essentia! advantage of a storage area (131) above the seat place (114) is that only minimal displacements are required to position the bunk beds (121 ).

A significant advantage is achieved, especially under limited space conditions, that the storage area (146), which is placed under the seating surface in the second travel position is still available to the passenger and is not reduced by the needed volume of the storage area.

In a preferred embodiment, the first support structure (113) is integrated substantially in the second support structure (122) to save space and weight. This is made possible by connecting the seat body attachment directly to the second support structure.

Another preferred embodiment of the apparatus is characterized by the fact that the back rests that belong to a group of seating places (114) form one unit that can be transformed with the help of a mechanism to create a lowest bunk bed (123). Thus, one bunk bed (121 ) in the storage area (131) can be reduced provided that the back rests (112) form a continuous unit.

A more preferred embodiment of the apparatus is characterized in that the back rests that belong to a group of seating places (114) form one unit that can be transformed with the help of a mechanism to create the second lowest bunk bed (157) to reduce the bunk beds in the storage area by one unit more.

The necessarily existent length of the bunk bed complies with the individual requirements. The length does not necessarily be as long as the other bunk beds. It is also possible to tailor the length of the lowest bunk bed to the particular needs of i.e. infants

Brief description of the drawings

The foregoing features of the embodiments will be better understood by reference to the following detailed description, the accompanying figures also be included, wherein:

Figure 1 : shows a state of the art (internet publication) Figure 2: shows a group of seating places (114) with parallel adjacent passenger places in the first travel position, the bunk beds (121) for the second travel position are placed in an above located storage area (131).

Figure 3: shows a group of seating places (114) with parallel adjacent

passenger places in the second travel position, the bunk beds (121) are shut down for the second travel position.

Figure 4: shows a group of seating places (114) with parallel adjacent

passenger places in the first travel position, with guiding profile (133), which interacts with a shifting mechanism (136) to position bunk beds.

Figure 5: shows a group of seating places (114) with parallel adjacent

passenger places in the second travel position, with guiding profile (133), which interacts with a shifting mechanism (136) to position the bunk beds.

Figure 6: shows a group of seating places (114) with parallel adjacent

passenger places in the first travel position, the bunk beds (121) for the second travel position are located vertically strung in the storage area (131).

Figure 7: shows a group of seating places (114) with parallel adjacent

passenger places in the first travel position, the bunk beds (121) for the second travel position are placed in an above located storage area (131) and are lowered on a sloped guiding profile (137). Figure 8: shows a lateral view of a group of seating places (114) with a sloped guiding profile (137). The lying places are ready to use in the second travel position.

Figure 9: shows a lateral view of a group of seating places (114) with an arched guiding profile (138). The bunk beds for the second travel position are placed in an above located storage area (131).

Figure 10: shows a lateral view of a group of seating places (114) with an

arched guiding profile (138). The lying places are ready to use in the second travel position.

Figure 11 : shows a module with opposing seats (140), constituted of two groups of seating places (114) in opposing arrangement in the first travel position.

Figure 12: shows a module with opposing seats (140), constituted of two groups of seating places (114) in opposing arrangement in the second travel position.

Figure 13: shows the arrangement of the bunk beds of a module (140), based on opposing seats, in plan.

Figure 14: shows the arrangement of the bunk beds (121) of a module (140) in plan, whereby the bunk beds (121) are rotated relative to each other.

Figure 15: shows several modules (140) with opposing seats for the first travel position. Figure 16: shows several modules (140) converted for the second travel position.

Figure 17: shows groups of seating places (114) arranged one behind the other and aligned.

Figure 18: shows lying places, based on a configuration with several groups of seating places arranged one behind the other as shown in figure 17, in the second travel position.

Figure 19: shows the arrangement of the lying places, based on a configuration with several groups of seating places arranged one behind the other, in plan.

Figure 20: shows several modules (140) with opposing groups of seating places

(114), which form an extended module (150) with seats facing flight direction (117).

Figure 21 : shows an extended module (150), as illustrated in figure 20, in the second travel position.

Figure 22: shows the lying places arranged according to figure 21 , in plan.

Figure 23: shows seating places arranged in forward direction (117) with bunk beds (121) that are fixed on a lateral face, in the first travel position.

Figure 24: shows the lowered lying places of a configuration of seating places arranged in forward direction according to figure 22. Figure 25: shows in plan the arrangement of the tying places of a configuration of lying places arranged in forward direction.

Figure 26: shows a view of two modules (140) with passenger seats, sitting (left) and lying (right) with storage possibilities for the hand luggage (146).

Figure 27: shows a view of two modules (140) with passenger seats in the first travel position, with several translational mechanisms in form of linear actuators (151).

Figure 28: shows a view of a module (140) with vertical guiding profiles, which are set in the second support structure (122). Each bunk bed (121) runs in its own guiding profile.

Figure 29: shows a view of a module (140) with a translational mechanism to position the bunk beds (121), which are located in the storage area (131). The translational mechanism comprises a gearbox with motor (152) and a bowden cable (153) and a distance holder (154).

Figure 30: shows a view of a module (140) with passenger seats in the second travel position. The translational mechanism comprises a gearbox with motor ( 52) and a bowden cable (153) and a distance holder (154).

Figure 31: shows a view of a module (140) with passenger seats in the first travel position. There are different guiding profiles ( 33) on both sides.

Figure 32: shows a view of a module (140) with passenger seats in the second travel position. Each bunk bed has a different guiding profile (133) on both sides. This allows in addition a rotation around a vertical axis v (156).

Figure 33: shows a view of a module (140) with passenger seats in the first travel position with a reduced amount of bunk beds (121) in the upper area.

Figure 34: shows a view of a module (140) with passenger accomodation in the second travel position, The lowest (158) and the second lowest (157) bunk beds are built from the seating elements (112,114).

Short description of the illustrations

Figure 1 shows a visualisation, that was published in the internet, of an aircraft interior, which is equipped with passenger places and allows a seated and a lying travel position (http://www.i4u.com/14855/lufthansa-airbus-a380-get-bunk- beds). The seats of the passengers are converted to bunk beds after the start (1002). No further specifications are made. The travel compartment with bunk beds on three levels is situated preferably in the lower deck (1001) of a wide- body aircraft A380 Airbus and is arranged divergent from the usual seat arrangement (1003). Two additional rows of lying places extend along the lateral passenger space of the aircraft (1004). The bunk beds on three levels are positioned in a herringbone pattern.

Since, according to the available information, no meals are served during the second travel position, however, it is possible to order water and snacks, it is suggested that the apparatus and the arrangement are preferably applied in the lowest comfort class.

Figure 2 shows a group of seating places (114) of the invention with parallel adjacent passenger places in the first travel position. The single seats, each one formed of a seating surface (111) and a back rest (112), are connected on the lateral sides to a group of seating places (1 4) and are fixed on the first support structure (113) to the cabin floor of the passenger compartment (101). As shown in the embodiment the first support structure (113) is integrated into the second support structure (122) in the lower area. The design and the geometry of the single seats underlie the common standards of the aviation industry.

In deviation to the shown embodiment each single seat can be fixed directly to the cabin floor of the passenger compartment (101). The space below the seating surface is available to the passenger throughout the whole flight for personal travel accessories and hand luggage.

Above the group of seating places (114) there are bunk beds (121) in the storage area (131), which are provided for the second travel position. The bunk beds (121 ) are stored above the group of seating places (114) in this first travel position in a space-saving way and concede the seated passenger enough space for the upper body area. On the second support structure (122), which can be further reinforced with additional stiffening means, there are several guiding profiles (133). Along these guiding profiles bunk beds (121) can be lowered or lifted. In the shown embodiment, the bunk beds (121) are stacked parallel to the cabin floor (101) in the storage area (131) and are received in the guiding profiles (133) slidably on the longitudinal side.

The movement elements, which allow the positioning of the bunk beds (121) into the lying position, are not shown. The movement or the moving can be done either manually or automatically. A manual moving could be carried out with bowden cables inset in the guiding profile, on which the bunk beds (121) are attached.

In principle, the movement can also be carried out automatically or rather supportingly. For the skilled person, the options are obvious and are therefore not further specified.

Figure 3 shows an embodiment analogous to figure 2 with lowered bunk beds (121) for the second travel position. Three bunk beds (121) are shut down into the desired position. In the shown embodiment four guiding profiles (133) have the task of guiding- and fixation elements. In principle, the number of guiding elements (133) can be reduced to two guiding profiles that are arranged on both sides. If the back rest is converted to a lowest bunk bed (123), the number of movable bunk beds (121) can be reduced. The back rests of one seat row form one unity and are foidable on pivots (116) that are arranged on both sides. The hand rests (115) are taken into the folded back rest or rather support the lowest bunk bed (123). To allow the passenger to climb up to the bunk beds (121) there is at least one rotatable ladder (143) available on the second support structure (122) or rather on a guiding profile (133). The bunk bed (121) have a recess (126), which on the one hand is a lock for the ladder (143) and on the other hand allow a better access to the upper bunk beds (121). The ladder (143) is rotatably mounted to the guiding profile (133) or to the second support structure (122).

Figure 4 shows a group of seating places (114) with seats placed next to each other in the first travel position with guiding profile (133), which interacts with a sliding mechanism to position the bunk beds (121). To position the bunk beds automatically, an operation mean (136) can be used, which is attached to the second support structure. A driving device, which is integrated in the vertical support, in form of a lifting or lowering device, can also be integrated in the other vertical supports or realised through a loop bowden (not shown).

Figure 5 shows a group of seating places (114) with seats placed next to each other with guiding profile (133), which interacts with a sliding mechanism to position the bunk beds and enables the translational movement of the bunk beds (121). At least one vertical support with a guiding profile (133) contains a translational mechanism to move the seating benches up- and downwards, which can be controlled with an operation mean that is attached to the second support structure. The lowest lying surface can also be turned down by the motorized adjusting unit (not shown).

Figure 6 shows a group of seating places (114) with seats placed next to each other in the first travel position. The bunk beds (121 ) for the second travel position are strung vertically in a storage area (131) above the seat row and are attached to the second support structure (122). The arrangement shows a possible arrangement of the bunk beds (121 ) in the storage area (131 ) with a vertical stratification, which appears maybe less restrictive to the passenger in the compartment. The positioning of the bunk beds (121) is realised through guide grooves, which are attached to the second support structure (121) and form a kind of a slide guide control with carriages that are attached to the bunk beds (121). The positioning of the bunk beds (121) realized through a scissors- shaped mechanism is also possible (not shown).

Figure 7 shows a group of seating places (114) with seats placed next to each other in the first travel position in profile view. The bunk beds (121) for the second travel position are located in a storage area (131) above and are positioned in the provided location along a sloped guiding profile (137). As is apparent in the profile view, the lateral guiding profiles (137) can be arranged inclined or obliquely according to the available space. The lowest bunk bed (121) can be formed by folding down the back rest.

Figure 8 shows a group of seating places (114) in profile view with sloped guiding profile (137). The lying places are ready to be used in the second travel position. A further advantage results from the staggered bunk beds (121), which allow the passenger a kind of stairs to the upper area.

Figure 9 shows a group of seating places (114) in profile view with arched guiding profile (138). The bunk beds for the second travel position are located in a storage area (131 ) above. An advantage of this embodiment is the possibility to adapt the apparatus to the either convex or concave space limitations, e.g. at the window side of the cabin edge of an aircraft interior.

Figure 10 shows a group of seating places (114) in profile view with arched guiding profiles (138) analogous to figure 9. Figure 11 shows a module with opposing seats (140), formed of two groups of seating places (11 ) in opposing arrangement in the first travel position. The ladders (143) are alternately arranged around a vertical rotation axis (144).

Figure 12 shows a module with opposing seats (140), formed of two groups of seating places (114) in opposing arrangement in the second travel position. The ladders (143) allow the access to the bunk beds (121) from various sides and are arranged around the vertical rotation axes (144). The ladder (143) is lockable in the end positions.

As shown in plan of figure 13, the bunk bed (121) has got e recess (126), which allows to fold up and to lock a ladder (143).

Figure 14 shows the arrangement of the bunk beds (121) of a module (140) in plan, based on a basic configuration of an opposing group of seating places (114), whereby the bunk beds are rotated relative to each other. It is a fact that the ventilation is not ideal when the bunk beds (121) are arranged as in close quarters . It is also known that some passengers tend to be claustrophobic in such a cabin. By rotating the bunk beds (121) on a longitudinal axis of the lower bunk bed (125) and the longitudinal axis of the upper bunk bed (124) "dead corners", which can not be ventilated, can be inhibited. Equally, a restriction of the passenger in lying position as well as a tendency to claustrophobia can be reduced.

Differently twisted bunk beds (121), as in figure 14, illustrated just in principle and with each only two bunk beds (121), can be realized by a specific embodiment of a kind of a slide guide control (147), formed with guiding profiles (133) and guiding slides or rather pins, which are attached to the bunk beds. Creating the before mentioned slide guide control is obvious to the skilled person. As furthermore shown in figure 14, the adjacent bunk beds (121), which lie on a shared level, are twisted by the same amount, keeping the gap between the bunk beds (121) unchanged. The lowest bunk beds (121) may twist a little more than the bunk beds close to the storage area (131).

Figure 15 shows several modules (140) with opposing seats in the first travel position. Due to the modularly arrangement a subsequent installation in a passenger compartment is possible and the modules (140) can also be installed only in the passenger compartment.

Figure 16 shows several modules (140), based on a configuration with opposing seats, converted for the second travel position.

Figure 17 shows several groups of seating places (114), one behind the other, which are arranged consistently, preferably facing flight direction. A delimitation between the groups of seating places (114) by means of a rear panel is not necessarily required.

Figure 18 shows bunk beds (121), based on a configuration with several groups of seating places (114), one behind the other, as shown in figure 17, in the second traveling position. Figure 19 shows the arrangement of the bunk beds (121), based on a configuration with several groups of seating places (114), one behind the other, as shown in figure 18, in plan. Figure 20 shows several modules (140) with opposing groups of seating places (114), which form an extended module with seats (117) that are facing flight direction. One seat row consists of five seating places. Compared with the embodiments shown so far, which show an opposing arrangement or a sequence of the seat rows, figure 20 shows a mixed form. The single seats (117), which are fixed to the module (140) are attached on one side of the module (140) and the mechanism to fold down the back rest is configured such that the back rest (1 12) can be folded down on the seating surface (111) behind. Figure 21 shows the arrangement analogous to figure 20 with seats converted to bunk beds. The back rests of the single seats, which are attached on one side of the module body, are folded down backwards to make room for the bunk bed. In the shown embodiment, a surplus of two bunk beds results - compared with the number of seats. Figure 22 shows the bunk beds, analogous to figure 21 , in plan.

Figure 23 shows single seats (117) facing forward direction with bunk beds (121) attached to the cabin wall, e.g. the lateral surface, in the first travel position. The back rests (112) of the seats are folded down backwards to make room for the lowered bunk beds (121). Figure 24 shows the lowered bunk beds (121) analogous to a seat configuration facing forward direction analogous to figure 22. The back rests of the single seats (117) are folded down backwards to make room for the lowered bunk beds (121). Figure 25 shows the arrangement of the bunk beds (121) in plan, of a bunk bed configuration facing forward direction analogous to figure 24. Instead of the cabin wall, shown in figure 24, a freestanding middle wall can take the support function and on the opposing side a further seat row with bunk beds (121) can be attached. The mirror-inverted arrangement is evident in plan.

Figure 26 shows a view of two modules (140) with passenger seats, sitting (left) and lying (right). The hand luggage (146) is located under the seating surface

(111).

Figure 27 shows a view of a module (140) with passenger seats in the first travel position. The translational mechanism comprises 4 hydraulic or pneumatic actuators (151) each, which perform the lowering and the lifting of the bunk beds (121) and simultaneously carry the weight forces and the load forces of the bunk beds (121). For big stroke and displacement paths telescopelike actuators are going to be utilized. Figure 28 shows a view of a module (140) with passenger seats in the first travel position. The vertical guiding profiles (1 8) are integrated , e.g. groove- shaped, in the second support structure (122). Each bunk bed runs in its own rectilinear guiding profile, which defines the individual displacement. To increase the rotational stability of the bunk beds the guiding profiles can be realized twice on one side (not shown).

Figure 29 shows a view of a module (140) with passenger seats in the first travel position. The translational mechanism comprises a gearbox with motor (152) and a bowden cable (153), which allows the lowering and the back displacement of the bunk beds (121). There are distance holders (154) between and at the upper end of the bunk beds, which define the lowering of the bunk beds. The distance holders (154) can be realized as tapes, ropes or bowden cables Figure 30 shows a view of a module (140) with passenger seats in the second travel position. The translational mechanism comprises a gearbox with motor (152) with a force carrying means (154). The distance holders (154) carry simultaneously the weight forces and the load forces of the bunk beds (121), in the lowest end position. Figure 31 shows a view of a module (140) with passenger seats in the first travel position. Each bunk bed (121) runs in guiding profiles, which are slidable, and different on both sides (133,148).

Figure 32 shows a view of a module (140) with passenger seats in the second travel position with guiding profiles (133,148) that are different on both sides, which allow in addition to the lowering a rotation around a vertical axis v (156), wherein two of the guiding profiles (148) shown have a rectilinear/arch geometry. By rotating the bunk beds (121) around a vertical axis v (156) the ventilation can be improved and claustrophobic feelings of the passenger in lying position can be reduced. Figure 33 shows a view of a module (140) with passenger seats in the first travel position with a reduced amount of bunk beds (121) in the upper area. The backrest elements (112) are pivotabeiy attached to the second support structure

(122). Figure 34 shows a view of a module (140) with passenger accomodation in the second travel position. The lowest (158) and the second lowest (157) bunk beds are built from the seating elements (112,114) to reduce the quantity of bunk bed (121) in the upper storage area.

List of reference numbers

101 cabin floor of the passenger compartment

111 seating surface

112 back rest (for a first travel position)

113 first support structure

114 group of seating places

115 hand rest

116 pivot on foldable back rest

117 single seat 121 bunk bed

122 second support structure

123 lowest bunk bed formed of one continuous back rest 24 longitudinal axis of the bunk bed (upper bunk bed)

125 longitudinal axis of the bunk bed (bunk bed below)

126 recess bunk bed

131 storage area

133 guiding profile for bunk bed

136 operation mean to position the bunk beds automatically

137 sloped guiding profile 138 arched guiding profile 140 module with opposing seats

143 ladder

144 rotation axis ladder

145 recess for ladder

146 hand luggage 148 guiding profile integrated in the second support structure

150 extended module formed of modules (140) and single seats (117) facing flight direction

151 hydraulic or pneumatic translational mechanism 152 gearbox with motor

153 bowden cable

154 distance holder and force carrying means

156 vertical axis v

157 second lowest bunk bed builds from back rest unit (112) 158 lowest bunk bed build from the group of seating places (114)

1001 lower deck (A380 Airbus)

1002 bunk bed (A380 Airbus)

1003 bunk beds in the middle area of the aircraft cabin 004 bunk beds extending along the lateral cabin wall in herringbone pattern