The present invention relates to aircraft passenger arrangements for aircraft cabins, in particular for commercial aircraft cabins.

GENERAL TECHNICAL FIELD AND PRIOR ART

Commercial airliner flights have ever longer durations, as aircraft range tends to increase with new generation aircrafts and flight speed tends to be reduced to optimize fuel consumption. Flights can currently last up to 19 hours. Offering passengers satisfactory comfort, privacy and social interactions is all the more important during long duration flights.

Passengers, especially premium passengers in business class or in first class, are increasingly eager for privacy. They require visual and sound isolation from other passengers. They wish to be able to benefit from a space isolated from the rest of the aircraft cabin, where they can read, work, change or eat.

At the same time, they require to be able to have social interactions with other passengers, especially with one or several travelling companions. They wish to be able to see, talk or sit in the company of several other such travelling companions, for example for sharing a meal.

The privacy and social requirements of passengers vary during the flight. The passenger may want to travel alone at times and to exchange with one or several travelling companions at others. Passengers may wish to switch quickly, without having to leave his or her individual aircraft passenger arrangement, between isolation and privacy, and social interactions with one or several other passengers.

Current individual aircraft passenger arrangements fail to meet both privacy and sociability demands in a satisfactory manner, while keeping high comfort standards. In addition, passengers are requiring increased comfort during flights.

An important comfort criterion shared by the majority of passengers in business class or in first class is the possibility of sleeping in a comfortable bed for extended periods of time.

Currently, some commercial aircrafts are equipped with passenger arrangements offering a passenger seat that can be moved between an upright position and a reclining position to adapt to the passenger's needs during the flight. The seat may be in the upright position during takeoff and landing, or when the passenger is having his or her meals, and may be moved to the reclining position during cruising when the passenger wants to rest or sleep. However, such reclinable seats only provide limited comfort, especially when used for sleeping in the reclining position. Indeed, a passenger flying in such a seat will have approximately the same body parts (head, back, and back of the legs) in contact with the same surface, whether sitting or lying down. This can create pressure points and prevent muscle activation and blood circulation, causing discomfort to the passenger during a flight lasting several hours, as well as present a risk to the passenger's health.

GENERAL PRESENTATION OF THE INVENTION

A general aim of the invention is to propose an improved individual aircraft passenger arrangement.

Another aim of the invention is to propose a flexible individual aircraft passenger arrangement allowing the passenger to quickly switch between isolation and privacy, and social interactions with one or several other passengers. According to a first aspect, the invention is directed towards an individual aircraft passenger arrangement adapted to be positioned in an aircraft cabin, comprising distinct and spatially separated first, second and third seating surfaces, wherein each of the first, second and third seating surface is adapted to accommodate a respective passenger, wherein said passenger arrangement further comprises a privacy panel adapted to be moved between:

- a separating position in which the privacy panel separates said individual aircraft passenger arrangement from an adjacent individual aircraft passenger arrangement; and

- a joining position in which the privacy panel is retracted so as to join said individual aircraft passenger arrangement with an adjacent individual aircraft passenger arrangement.

Some preferred but not limiting features of the individual aircraft passenger arrangement described above are the following, taken individually or in any possible combination:

- the privacy panel is a slidable privacy panel adapted to be moved in translation between the separating position and the joining position; - the first seating surface is a seating surface of a first seat oriented in a first direction,

- the second seating surface is a seating surface of a second seat arranged facing the first seat;

- the third seating surface is a seating surface of a sofa-type seat oriented in a second direction substantially perpendicular to the first direction;

- the third seating surface is spaced apart from the first seating surface and the second seating surface in the second direction so as to form a circulation space for a passenger; - the individual aircraft passenger arrangement further comprises an extension adapted to be moved between a retracted position and a deployed position, wherein in the deployed position, the extension connects the second seating surface and the third seating surface so that the second seating surface, the extension and the third seating surface define together a substantially plane and substantially continuous sleeping surface;

- the individual aircraft passenger arrangement further comprises a table adapted to be moved between a stowed position and a usable position, wherein in the usable position, the table extends substantially between the first seating surface and the second seating surface, so as to form a common table for a passenger seating on the first seating surface and/or for a passenger seating on the second seating surface;

- the individual aircraft passenger arrangement further comprises a pivotable screen adapted to be mounted in rotation between a first screen orientation in which the screen is arranged facing the first seating surface, and a second screen orientation in which the screen is arranged facing the third seating surface.

According to a second aspect, the invention is direction towards an array of individual aircraft passenger arrangements for an aircraft cabin, comprising two individual aircraft passenger arrangements according to the first aspect.

Some preferred but not limiting features of the array of individual aircraft passenger arrangements described above are the following, taken individually or in any possible combination:

- the two individual aircraft passenger arrangements are arranged one adjacent the other in a first direction;

- the two individual aircraft passenger arrangements are arranged in a mirror configuration to the other relative to a mirror axis oriented in a second direction substantially perpendicular to the first direction;

- said array comprises a single suite configuration in which the privacy panels of both individual aircraft passenger arrangements are in the separating position, and a double suite configuration in which the privacy panels of both individual aircraft passenger arrangements are in the joining position.

- the privacy panel of each individual aircraft passenger arrangement is a slidable privacy panel adapted to be moved in independent translation along the second direction between the separating position and the joining position. - in the double suite configuration, the privacy panels of the two individual aircraft passenger arrangements are arranged between the second seating surfaces of the two individual aircraft passenger arrangements; - in the double suite configuration, the third seating surfaces of the two individual aircraft passenger arrangements are adapted to be connected so as to define together a substantially plane extended seating surface;

- the extended seating surface presents dimensions corresponding substantially to dimensions of a seating surface of a two-seater sofa;

- each individual aircraft passenger arrangement comprises an extension adapted to be moved between a retracted position and a deployed position, wherein in the deployed position, the extension connects the second seating surface and the third seating surface of said passenger arrangement so that the second seating surface, the extension and the third seating surface define together a substantially plane and substantially continuous sleeping surface of said passenger arrangement, wherein in the double suite configuration with the extensions of the two individual aircraft passenger arrangements in the deployed position, the sleeping surfaces of the two individual aircraft passenger arrangements are adapted to be at least partially connected so as to define together a substantially plane extended sleeping surface;

- the extended sleeping surface presents dimensions corresponding substantially to dimensions of a sleeping surface of a double bed.

According to a third aspect, the invention is direction towards an aircraft cabin comprising at least one individual aircraft passenger arrangement according to the first aspect. The aircraft cabin may comprise at least one array of individual aircraft passenger arrangements according to the second aspect. The aircraft cabin may comprise two substantially adjacent arrays of individual aircraft passenger arrangements according to the second aspect. The first direction may correspond substantially to a longitudinal direction of the aircraft cabin, and the second direction may correspond substantially to a lateral direction of the aircraft cabin.

According to a fourth aspect, the invention is direction towards an aircraft comprising an aircraft cabin according to the third aspect. The aircraft may be a commercial aircraft.

PRESENTATION OF THE FIGURES

Other features and advantages of the invention will emerge from the following description, which is purely illustrative and non-limiting and must be considered with respect to the appended figures in which:

- Figure 1 is a top view of an aircraft cabin comprising four individual aircraft passenger arrangements according to an embodiment of the invention;

- Figure 2 is a top view of an array comprising two individual aircraft passenger arrangements according to an embodiment of the invention, the array being in the single suite configuration;

- Figures 3 and 4 are perspective views partially illustrating an individual aircraft passenger arrangement according to an embodiment of the invention with the privacy panel in the separating position, comprising an extension respectively in the retracted position and in the deployed position;

- Figure 5 is a perspective view partially illustrating an individual aircraft passenger arrangement according to an embodiment of the invention, comprising a table in the usable position; - Figure 6 is a perspective view partially illustrating an array of two individual aircraft passenger arrangements according to an embodiment of the invention, the array being in the double suite configuration;

- Figures 7 and 8 are perspective views partially illustrating an array of two individual aircraft passenger arrangements according to an embodiment of the invention, the array being in the double suite configuration, each passenger arrangement comprising an extension, both extensions being in the deployed position;

- Figure 9 is a top view of an aircraft cabin comprising four individual aircraft passenger arrangements according to another embodiment of the invention.

DESCRIPTION OF SEVERAL EMBODIMENTS

General presentation of an individual aircraft passenger arrangement Examples of individual aircraft passenger arrangements according to different embodiments of the invention are illustrated in figures 1 to 9. The individual aircraft passenger arrangement is adapted to be positioned in an aircraft cabin, more particularly may be positioned in a cabin of a commercial aircraft. By individual, it is understood that the aircraft passenger arrangement is adapted to be attributed to one single passenger, among all the passengers of the aircraft. The individual aircraft passenger arrangement is adapted to be positioned in an aircraft cabin, and comprises distinct and spatially separated first, second and third seating surfaces 10, 20, 30. Each of the first, second and third seating surface 10, 20, 30 is adapted to accommodate a respective passenger. Said passenger arrangement further comprises a privacy panel 50 adapted to be moved between:

- a separating position in which the privacy panel 50 separates said individual aircraft passenger arrangement from an adjacent individual aircraft passenger arrangement; and - a joining position in which the privacy panel 50 is retracted so as to join said individual aircraft passenger arrangement with an adjacent individual aircraft passenger arrangement.

Such an individual aircraft passenger arrangement allows the passenger to travel either alone, or with one other passenger, or with two other passengers, each passenger being comfortably seated in a respective seating surface. Thus, the passenger may comfortably interact with one or several possible travelling companions. The three distinct seating surfaces 10, 20, 30 allow to create different spaces in the individual aircraft passenger arrangement. The resulting passenger experience is improved, as the passenger may adapt his or her position according to the flight phases.

The privacy panel 50 allows to separate the individual aircraft passenger arrangement from an adjacent individual aircraft passenger arrangement. Thus, the passenger may benefit from privacy and isolation by moving the privacy panel 50 in the separating position. The passenger arrangement forms an individual compartmentalized private single suite SI, which is separated from other spaces attributed to other passengers of the aircraft. Thanks to the three seating surfaces 10, 20, 30, the passenger may invite one or several passengers to share his or her privacy in this compartmentalized private space. The privacy panel 50 may also be retracted, so as to join the individual aircraft passenger arrangement with an adjacent individual aircraft passenger arrangement. The passenger arrangement and the adjacent passenger arrangement form a compartmentalized double suite S2, which is separated from other spaces attributed to other passengers of the aircraft. By moving the privacy panel 50 in the retracted position, the passenger may thus benefit from social interactions with another passenger to whom the adjacent passenger arrangement is attributed, and who may be a travelling companion of the passenger.

The passenger and his or her travelling companion benefit from increased space, as the double suite S2 is substantially twice as big as the single suite SI formed by the passenger arrangement when the privacy panel 50 is in the separating position. They may share together this increased room, which consequently enhances their comfort during the flight. The passenger and his or her travelling companion also benefit from an increased number of seating surfaces 10, 20, 30, as the seating surfaces 10, 20, 30 of both the passenger arrangement and the adjacent passenger arrangement are part of the double suite S2. When the adjacent passenger arrangement is substantially identical to the passenger arrangement, the passenger his or her travelling companion thus benefit from the additional three seating surfaces 10, 20, 30 of the adjacent passenger arrangement, that is to say from a total of six seating surfaces. They may change between any of the six seating surfaces according to their wishes and activities during the flight. They may invite several other passengers to their double suite, S2 for example to talk, have diner, or work.

The movable privacy panel 50 thus allows to modulate the passenger arrangement according to the passenger's wishes, to the wishes of his or her travelling companion, to flight phases, to travelling conditions of the passenger (alone or accompanied), etc. The versatility of the passenger arrangement thus improves passenger's flight experience.

Preliminary notions In the following, a first direction X and a second direction Y are defined, the first direction X being perpendicular to the second direction Y. A plane extending substantially in the first direction X and in the second direction Y is referred to as a horizontal plane. A third direction refers to a direction substantially perpendicular both to the first direction X and to the second direction Y. A plane extending substantially in the first direction X and in the third direction is referred to as a longitudinal plane. A plane extending substantially in the second direction Y and in the third direction is referred to as a lateral plane.

The first direction X may correspond substantially to a longitudinal direction of the aircraft cabin in which the passenger arrangement is installed, and the second direction Y may correspond substantially to a lateral direction of the aircraft cabin. The third direction may correspond substantially to a vertical direction of the aircraft cabin. First seating surface 10

The first seating surface 10 may be a seating surface of a first seat oriented in a first direction X. The first seating surface 10 may extend substantially the horizontal plane. The first seat may be a seat certified for taxi, take-off and landing. Thus, the passenger may be seated on the first seat at least during taxi, take-off and landing. The first seat may be equipped with a seat belt, so as to ensure security of a passenger seated on the first seat, especially when the aircraft undergoes turbulences during the flight.

The first seat may be a reclinable seat adapted to be moved between an upright position and a reclining position. Thus, the first seat offers a variety of positions accessible to the passenger, adapting to the passenger's needs and wishes during the flight. The upright position may for example be used during takeoff and landing, or when the passenger is having meals.

The reclining position may for example be used during cruise, for example when the passenger wants to rest.

The first seat may comprise a leg rest arranged adjacent the first seating surface 10 and a back rest arranged adjacent the first seating surface, opposite to the leg rest.

The leg rest may be adapted to be moved so that in the reclining position, the first seating surface 10 and the leg rest of the first seat may extend substantially in the horizontal plane, while a back rest of the first seat may be positioned in a substantially diagonal orientation relative to the horizontal plane. Such a reclining position allows to reduce the space taken up in the first direction X by the first seat in the reclining position, thus to simplify and reduce the weight of the corresponding mechanical architecture and actuators of the first seat. Alternatively, in the reclining position, the first seating surface 10, the leg rest and the back rest of the first seat may extend substantially in the horizontal plane.

In the reclining position, the first seating surface 10, the leg rest and the second seating surface 20 may form together a substantially plane, continuous and horizontal surface. Thus, the passenger benefits from an extended seat length in the first direction X in the reclining position.

The first seat may be moved to a continuum of intermediary positions between the upright position and the reclining position. In a first embodiment, the first seat is a conventional reclinable seat using conventional deployment kinematics, the first seat being moved between the upright and the reclining positions using electric actuators.

In a second embodiment, the first seat is moved between the upright and the reclining positions using simplified kinematics consisting in a pivotal movement of different seat elements relative to each other. For example, the first seat may comprise a fixed first seating surface 10, a pivotable back rest and a pivotable leg rest. The back rest is pivotable around an axis of junction of the back rest and the first seating surface 10. The leg rest is pivotable around an axis of junction of the first seating surface 10 and the leg rest. The back rest and leg rest may be pivoted between an upright position and a reclining position around their respective axes of junction.

This second embodiment allows to free the first seat from conventional actuators, as the deployment kinematics is greatly simplified. The absence of actuators greatly reduces the weight and complexity of the seat, and simplifies the maintenance of the first seat. Also, the absence of actuators allows to increase the seating surface of the first seating surface 10, as the first seating surface 10 dimension in the second direction Y is not limited by such actuators.

Second seating surface 20

The second seating surface 20 may be a seating surface of a second seat arranged facing the first seat. Thus, a passenger seated on the first seat faces a passenger seated on the second seat. The second seat may be equipped with a seat belt, so as to ensure security of a passenger seated on the second seat, especially when the aircraft undergoes turbulences during the flight.

The first seating surface 10 and the second seating surface 20 may be spaced apart in the first direction X so as to allow a passenger to access either the first seating surface 10 or the second seating surface 20 from a same space located between the first seating surface 10 and the second seating surface 20. The second seating surface 20 may extend substantially the horizontal plane. The second seat may be a reclinable seat.

The second seat may be a buddy seat, adapted to accommodate a travelling companion of the passenger to whom the passenger arrangement is attributed.

The second seating surface 20 may be adapted to be moved to a retracted position in which the second seating surface 20 is folded on a wall which faces the first seating surface 10. The folded second seating surface 20 may extend substantially in the lateral plane comprising the second direction Y and the third direction.

The passenger may fold the second seating surface 20 when he or she travels alone and does not have use of this second seating surface 20. The passenger thus benefits from a greater space in front of him or her, which increases his or her comfort during flight. The second seating surface 20 may be folded by rotating the second seating surface 20 as a unit around an axis oriented substantially in the second direction Y.

Third seating surface 30

The third seating surface 30 may be a seating surface of a sofa-type seat oriented in a second direction Y substantially perpendicular to the first direction X. The sofa-type seat may be equipped with a seat belt, so as to ensure security of a passenger seated on the sofa-type seat, especially when the aircraft undergoes turbulences during the flight.

By sofa-type seat, it is understood that a width of the third seating surface 30 is greater than a width of the first seating surface 10: armrests of the third seating surface 30 may be separated by a greater distance than armrests of the first seating surface 10. In other words, the third seating surface 30 being oriented in the second direction Y and the first seating surface 10 being oriented in the first direction X, a dimension of the third seating surface 30 in the first direction X is greater than a dimension of the first seating surface 10 in the second direction Y. Thus, a passenger sitting on the third seating surface 30 benefits from a greater seating surface between the armrests, and may thus sit in a wider variety of positions, change position easily, etc., as in a conventional sofa.

A width of the sofa-type third seating surface 30, that is to say a dimension of the third seating surface 30 in the first direction X, may correspond substantially to half a width of a conventional two-seater sofa.

When the privacy panel 50 is in the separating position, the third seating surface 30 of a passenger arrangement may correspond substantially to half a two-seater sofa.

When the privacy panel 50 is in the joining position, the third seating surface 30 of a passenger arrangement may be joined with the third seating surface 30 of an adjacent passenger arrangement so that both third seating surfaces 30 form together substantially a seating surface of a two-seater sofa.

A passenger seating in the sofa may face the first seat comprising the first seating surface 10 and the second seat comprising the second seating surface 20.

The third seating surface 30 may extend substantially between the first seating surface 10 and the second seating surface 20 in the first direction X. The third seating surface 30 may be spaced apart from the first seating surface 10 and the second seating surface 20 in the second direction Y so as to form a circulation space 40 for a passenger. Said circulation space 40 is delimitated on one side by the first seating surface 10 and the second seating surface 20, and on the other side by the third seating surface 30. The passenger may thus circulate in the circulation space 40 between the first seating surface 10 and the second seating surface 20 on one side, and the third seating surface 30 on the other side.

The third seating surface 30 may be spaced apart from the first seating surface 10 and the second seating surface 20 by at least 50 cm, more preferably by at least 40 cm, in the second direction Y. Thus, the passenger may comfortably circulate between in the circulation space 40.

The circulation space 40 may extend substantially in the first direction X. The circulation space 40 may open on a cabin corridor 100. Thus, the passenger may access one of the first, second or third seating surfaces 10, 20, 30 of the passenger arrangement via the cabin corridor 100 and the circulation space 40. Extension 21

The individual aircraft passenger arrangement may further comprise an extension 21 adapted to be moved between a retracted position and a deployed position. In the deployed position, the extension 21 connects the second seating surface 20 and the third seating surface 30 so that the second seating surface 20, the extension 21 and the third seating surface 30 define together a substantially plane and substantially continuous sleeping surface. The sleeping surface may extend substantially in the horizontal plane.

The passenger arrangement may further be equipped with a seat belt arranged so as to be able to be fastened by a passenger lying on the sleeping surface, so as to ensure security of the passenger lying on the sleeping surface, especially when the aircraft undergoes turbulences during the flight.

In the deployed position, the extension 21 thus extends between the second seating surface 20 and the third seating surface 30, thus closing the circulation space 40.

Figures 1, 3, 5 and 6 illustrate non-limiting embodiments of a passenger arrangement comprising an extension 21 in the retracted position. Figures 2, 4, 7 and 8 illustrate non-limiting embodiments of a passenger arrangement comprising an extension 21 in the deployed position.

The sleeping surface may present a length, that is to say a dimension of the sleeping surface in the second direction Y, corresponding substantially to a length of a conventional single bed. The passenger may lie with his or her head on or close to the third seating surface 30, and his or her feet on or close to the first seating surface 10. The passenger may lie substantially in the second direction Y. When the extension 21 is in the deployed position, the substantially continuous sleeping surface allows the passenger to choose whichever position desired, as in he or she would do in his or her usual bed. The passenger may easily adapt and change position, so as to avoid pressure points. The comfort of such a sleeping surface and the resulting sleep quality are thus improved compared to the one offered by a reclinable seat.

The extension 21 may be mounted on the second seat comprising the second seating surface 20. The extension 21 may be moved between the retracted position and the deployed position by rotation around an axis of rotation oriented substantially in the first direction X. In the retracted position, the extension 21 may extend substantially in the horizontal plane, under the second seating surface 20.

When the privacy panel 50 is in the separating position and the extension 21 is in the deployed position, the sleeping surface may present a width, that is to say a dimension of the sleeping surface in the first direction X, corresponding substantially to a width of a conventional single bed. Thus, the passenger may lie comfortably on the sleeping surface, as in a conventional single bed.

When the privacy panel 50 is in the joining position, and the extension 21 of a passenger arrangement and of an adjacent passenger arrangement are both in the deployed position, the sleeping surface of a passenger arrangement may be joined with the sleeping surface of the adjacent passenger arrangement at least along part of its length, so that both sleeping surfaces form together an extended sleeping surface. A width of the extended sleeping surface at least along part of the length where the sleeping surface and the adjacent sleeping surface are joined, may correspond substantially to a width of a conventional double bed. Thus, the passenger may lie comfortably on the sleeping surface, for example alongside a passenger of the adjacent passenger arrangement, as in a conventional double bed.

Screen 60 The passenger arrangement may further comprise a pivotable screen 60 adapted to be mounted in rotation between a first screen orientation and a second screen orientation.

In the first screen orientation, the screen 60 is arranged facing the first seating surface 10, so as to be visible by a passenger sitting or lying on the first seating surface 10. More specifically, the screen 60 may in the first screen orientation be arranged facing the first seat comprising the first seating surface 10. The screen 60 may in the first screen orientation extend substantially in the lateral plane. In the second screen orientation, the screen 60 is arranged facing the third seating surface 30, as to be visible by a passenger sitting or lying on the third seating surface 30. More specifically, the screen 60 may in the second screen orientation be arranged facing the sofa comprising the third seating surface 30. The screen 60 may in the second screen orientation extend substantially in the longitudinal plane.

Figures 3 to 7 illustrate a non-limiting embodiment of a passenger arrangement comprising a screen 60 in the first screen orientation. Figure 8 illustrates a non-limiting embodiment of a passenger arrangement comprising a screen 60 in the second screen orientation. The screen 60 may be moved between the first screen orientation and the second screen orientation at least by pivoting the screen around an axis of rotation by approximately 90°. The screen 60 may be pivoted around an axis of rotation extending substantially in the third direction. Moving the screen 60 between the first screen orientation and the second screen orientation may further include translating the screen along an axis of translation which may be oriented in the second direction Y, or may include any possible combination of translation and rotation.

In the first screen orientation, the screen 60 may be substantially adjacent to the privacy panel 50, more particularly may be stacked on the privacy panel 50.

In the second screen orientation, the screen 60 may be arranged near to the second seating surface 20, above the second seating surface 20 in the third direction. The screen 60 may extend above an area of the sleeping surface adapted to serve as a foot rest area for a passenger lying on the sleeping surface. The screen 60 is thus arranged at a distance from an area of the sleeping surface adapted to serve as a head rest area for a passenger lying on the sleeping surface. Thus, the passenger may comfortably watch the screen 60 while lying on the sleeping surface. The screen 60 is adequately positioned with sufficient distance to the passenger so that the passenger can comfortably watch a movie in bed before going to sleep.

Table 70 The passenger arrangement may further comprise a table 70 adapted to be moved between a stowed position and a usable position.

The table 70 may be rotatably mounted so as to be pivoted between the stowed position and the usable position.

In the usable position, the table 70 extends substantially between the first seating surface 10 and the second seating surface 20, so as to form a common table 70 for a passenger seating on the first seating surface 10 and/or for a passenger seating on the second seating surface 20. Figure 5 illustrates a non-limiting example of a passenger arrangement comprising a table 70 in the usable position. In the usable position, the table 70 may form a substantially horizontal surface arranged substantially in front of the first seating surface 10 and of the second seating surface 20 so as to be used for example as a work table, or a meal table, by a passenger sitting on the first seating surface 10 and/or on the second seating surface 20. The table 70 provides a sufficient common table area so that the passenger seated on the first seating surface 10 and another passenger seated on the second seating surface 20 may share a meal together.

In the stowed position, the table 70 may be folded, more specifically may be folded on a side of the passenger arrangement and may extend substantially in the longitudinal plane comprising the first direction X and the third direction.

The table 70 may be moved between the stowed position and the usable position by rotating the table 70 as a unit around an axis oriented substantially in the first direction X. Moving the table 70 between the stowed position and the usable position may further include translating the tablet along an axis of translation which may be oriented in the third direction, or may include any possible combination of translation and rotation.

Privacy panel 50

The privacy panel 50 may be a slidable privacy panel adapted to be moved in translation between the separating position and the joining position. Thus, the privacy panel 50 may easily moved between the separating position and the joining position by the passenger.

Figures 3 to 5 illustrate by way of a non-limiting embodiment an individual passenger arrangement with a privacy panel 50 in the separating position. Figures 6 to 8 illustrate by way of a non-limiting embodiment an individual passenger arrangement with a privacy panel 50 in the joining position.

The privacy panel 50 may be moved in translation along the second direction Y between the separating position and the joining position. The privacy panel 50 may extend substantially in the lateral plane and may at least partially delimit the passenger arrangement in the first direction X. In the separating position, the privacy panel 50 may at least partially delimit the third seating surface 30 and the circulation space 40 in the first direction X. In the separating position, the privacy panel 50 may separate the third seating surface 30 of a passenger arrangement from an adjacent third seating surface 30 of an adjacent passenger arrangement, and may separate the circulation space 40 of a passenger arrangement from an adjacent circulation space 40 of an adjacent passenger arrangement.

The individual aircraft passenger arrangement may further comprise an opposite panel 53, a first side panel 51 and a second side panel 52. The opposite panel 53 is adapted to be arranged facing the privacy panel 50. Each side panel 51, 52 is adapted to be arranged between the privacy panel 50 and the opposite panel 53. The two side panels 51, 52 may be arranged facing each other. The two side panels 51, 52 may delimit the passenger arrangement substantially in the second direction Y. The privacy panel 50 and the opposite panel 53 may delimit the passenger arrangement substantially in the first direction X.

The privacy panel 50 may be mounted between and at a substantially equal distance of the opposite panel 53 of the passenger arrangement and an opposite panel 53 of an adjacent passenger arrangement.

When the privacy panel 50 is in the separating position, the privacy panel 50, the opposite panel 53 and the two side panels 51, 52 are adapted to delimit together a closed space corresponding to the individual aircraft passenger arrangement in the single suite configuration SI. Thus, the passenger arrangement forms a private space isolating the passenger from the rest of the aircraft, more particularly from exterior visual or noise disturbances. The privacy and comfort of the passenger is thus ensured.

More particularly, in the separating position, the privacy panel 50 may extend from the first side panel 51 to the second side panel 52 so as to form a substantially continuous wall surface extending substantially in the lateral plane, facing the opposite panel 53.

The privacy panel 50 may be mounted adjacent the second seating surface 20. A back rest of the second seat comprising the second seating surface 10 may be stacked upon the privacy panel 50. Alternatively, the privacy panel 50 may serve as a back rest for a passenger sitting on the second seating surface 20.

The first seating surface 10 may be mounted adjacent the opposite panel 53 so as to face the privacy panel 50 and the second seating surface 20. A back rest of the first seat comprising the first seating surface 10 may be stacked upon the opposite panel 53.

The privacy panel 50 and/or the opposite panel 53 and/or the two side panels 51, 52 may be adapted to extend substantially from a floor of the aircraft cabin to a ceiling of the aircraft cabin, so as to increase the privacy provided to a passenger in the passenger arrangement. The privacy panel 50 may be at least partially made in a sound absorbing material, so as to more effectively isolate the passenger from exterior visual or noise disturbances. The first side panel 51 and/or second side panel 52 may consist in a dedicated panel of the passenger arrangement, or alternatively may be constituted by a cabin exterior wall.

The privacy panel 50 may extend from the first side panel 51 in the lateral plane. The privacy panel 50 may be retracted towards the first side panel 51 of the passenger arrangement in order to reach the joining position.

In the joining position, the privacy panel 50 is retracted so as to uncover an opening joining the passenger arrangement to an adjacent passenger arrangement.

The opening may be formed between the privacy panel 50 and the second side panel 52 of the passenger arrangement. A dimension of the opening in the second direction Y may correspond substantially to a combined dimension in the second direction Y of the third seating surface 30 and of the circulation space 40. A dimension of the opening in the third direction may correspond substantially to dimension separating the floor of the aircraft cabin to the ceiling of the aircraft cabin.

Thus, the privacy panel 50 is retracted so as to join the to the circulation space 40 of the passenger arrangement to the circulation space 40 of the adjacent passenger arrangement, and so as to join the third seating surface 30 of the passenger arrangement to the third seating surface 30 of the adjacent passenger arrangement.

The privacy panel 50 may comprise a mobile panel and a fixed panel. Both the mobile panel and the fixed panel extend substantially in the lateral plane and are arranged adjacent each other. The mobile panel may be adapted to slide along the fixed panel, for example on tracks installed on the fixed panel.

A dimension of the fixed panel in the second direction Y may correspond substantially to a dimension of the mobile panel in the second direction Y. The fixed panel may extend from the first side panel 51. The mobile panel may be retracted towards the first side panel 51 of the passenger arrangement. In the joining position, the mobile panel may be retracted so as to be at least partially, or even substantially integrally, covered by the fixed panel.

Thus, in the joining position, the mobile panel is only partially, or even not at all, visible to a passenger of the individual aircraft passenger arrangement. A dimension in the second direction Y of the opening joining the passenger arrangement to an adjacent passenger arrangement may correspond substantially to a dimension of the mobile panel in the second direction Y. Array of individual aircraft passenger arrangements

An array of individual aircraft passenger arrangements may comprise at least one, for example two, passenger arrangements as disclosed above. Said array of passenger arrangements comprises a single suite configuration SI in which the privacy panels 50 of both individual aircraft passenger arrangements are in the separating position, and a double suite configuration S2 in which the privacy panels 50 of both individual aircraft passenger arrangements are in the joining position

In the single suite configuration SI, each passenger arrangement forms a single suite. Thus, an array of two passenger arrangements comprises two single suites SI. In the example embodiment illustrated in figure 2, the array comprises two passenger arrangements, each passenger arrangement being in a single suite configuration SI.

In the double suite configuration S2, the two passenger arrangements are joined so as to form a double suite. Thus, an array of two passenger arrangements comprises one double suite S2. In the example embodiment illustrated in figures 6 to 8, the array comprises two passenger arrangements in a double suite configuration S2.

The double suite S2 is substantially twice as big as each single suite SI. A cabin space occupied by the double suite S2 corresponds substantially to twice a cabin space occupied by each single suite SI, the total cabin space occupied by the array of two passenger arrangements being identical.

The at least two passenger arrangements may be arranged one adjacent the other in a first direction X. The privacy panel 50 of each individual aircraft passenger arrangement may be a slidable privacy panel adapted to be moved in independent translation along the second direction Y between the separating position and the joining position. In other words, the privacy panel 50 of a passenger arrangement may be placed in the separating position or in the joining position independently of the privacy panel 50 of the adjacent passenger arrangement.

The two passenger arrangements may be arranged one behind the other in the first direction X. The array of passenger arrangements thus comprises a front passenger arrangement and a rear passenger arrangement. The front passenger arrangement is adapted to be positioned towards a front of the aircraft cabin, that is to say towards a nose of the aircraft. The rear passenger arrangement is adapted to be positioned towards a rear of the aircraft cabin, that is to say towards a tail of the aircraft.

The first side panel 51 of the front passenger arrangement and of the rear passenger arrangement may consist in one single common first side panel 51 adapted to delimit the array of passenger arrangements in the second direction Y. The second side panel 52 of the front passenger arrangement and of the rear passenger arrangement may consist in one single common second side panel 52 adapted to delimit the array of passenger arrangements in the second direction Y. The common first side panel 51 and/or the common second side panel 52 may consist in a dedicated common side panel, or in a cabin exterior wall. The circulation space 40 of the rear passenger arrangement and the circulation space 40 of the front passenger arrangement may extend adjacent each other so as to form one single common circulation extending substantially in the first direction X. Said common circulation space may correspond substantially to a common circulation corridor. The common circulation corridor may comprise a front end and a rear end, each of the front end and rear end opening on the cabin corridor 100, respectively at a front position and at a rear position of the array of passenger arrangements. The two passenger arrangements may be arranged in a mirror configuration to the other relative to a mirror axis oriented in a second direction Y substantially perpendicular to the first direction X. In other words, each of the first, second and third seating surface 10, 20, 30 of the front passenger arrangement is arranged in a mirror configuration relative to the mirror axis compared respectively to each of the first, second and third seating surface 10, 20, 30 of the rear passenger arrangement. Similarly, the privacy panel 50 of the front passenger arrangement is arranged in a mirror configuration relative to the mirror axis compared to the privacy panel 50 of the rear passenger arrangement.

The privacy panel 50 of the rear passenger arrangement may correspond to a front panel of said rear passenger arrangement, and the privacy panel 50 of the front passenger arrangement may correspond to a rear panel of said front passenger arrangement. The two passenger arrangements may be arranged so that the privacy panels 50 of the two passenger arrangements are arranged substantially adjacent each other. The privacy panels 50 of the two passenger arrangements may be stacked upon each other.

More specifically, the two mobile panels of the privacy panels 50 of the two passenger arrangements may be arranged between both fixed panels of the privacy panels 50 of the two passenger arrangements. The fixed panels of the two passenger arrangements thus constitute a housing adapted to receive the mobile panels of the two passenger arrangements when said mobile panels are in the joining position. The first seat comprising the first seating surface 10 of the rear passenger arrangement may be configured in a substantially forward-facing direction, that is to say may face towards the nose of the aircraft. Thus, the first seat comprising the first seating surface 10 of the front passenger arrangement is configured in a substantially aft-facing direction generally opposite to the substantially forward-facing direction, that is to say faces the tail of the aircraft.

Similarly, the second seat comprising the second seating surface 20 of the rear passenger arrangement may be configured in a substantially aft- facing direction. Thus, the second seat comprising the second seating surface 20 of the front passenger arrangement is configured in the substantially forward-facing direction.

In the double suite configuration S2, the third seating surfaces 30 of the two individual aircraft passenger arrangements may be adapted to be connected so as to define together a substantially plane extended seating surface.

The extended seating surface may present dimensions corresponding substantially to dimensions of a seating surface of a two-seater sofa. More specifically, a dimension of the extended seating surface in the first direction X may correspond substantially to a width of a seating surface of a two- seater sofa. Thus, the passenger may relax in the two-seater sofa, alone or with another person at his or her side, may adopt a wide variety of positions and change positions easily. The extended seating surface is substantially twice as big as the third seating surface 30 of a passenger arrangement, as it corresponds substantially to the joined third seating surfaces 30 of a passenger arrangement and of an adjacent passenger arrangement.

More specifically, the privacy panel 50 of the rear passenger arrangement may delimit a front end of the third seating surface 30 of the rear passenger arrangement, and the privacy panel 50 of the front passenger arrangement may delimit a rear end of the third seating surface 30 of the front passenger arrangement both privacy panels 50 are in the separating position. When both privacy panels 50 are in the joining position, the third seating surfaces 30 of the front and rear passenger arrangements may form a substantially plane and substantially continuous extended seating surface.

Each individual aircraft passenger arrangement may comprise an extension 21 as described above. When both extensions 21 are deployed, the circulation space 40 is closed so that a passenger in a passenger arrangement has to pass over the extensions 21 and/or third seating surfaces 30 of the passenger arrangement and of the adjacent passenger arrangement in order to access the adjacent passenger arrangement. In the double suite configuration S2 with the extensions 21 of the two individual aircraft passenger arrangements in the deployed position, as illustrated for example in figures 7 and 8, the sleeping surfaces of the two individual aircraft passenger arrangements are adapted to be at least partially connected so as to define together a substantially plane extended sleeping surface.

The extended sleeping surface may present dimensions corresponding substantially to dimensions of a sleeping surface of a double bed. The extended sleeping surface is substantially twice as big as the sleeping surface of a passenger arrangement. The passenger may thus lie on the extended sleeping surface next to a passenger of the adjacent passenger arrangements, the two passengers sharing the double bed formed by the extended sleeping surface.

The extended sleeping surface may comprise a first area and a second area. The first area of the extended sleeping surface may be substantially continuous.

The first area of the extended sleeping surface may correspond to an area formed by the third seating surfaces 30 and by the extensions 21 of the two passenger arrangements. The first area may be adapted to serve as an upper body rest area for one or several passenger(s) lying on the extended sleeping surface.

A width of the first area, that is to say a dimension of the first area in the first direction X, may substantially correspond to a width of a conventional double bed. The second area of the extended sleeping surface may be substantially divided in two by the privacy panels 50. More particularly, the privacy panels 50 of the two passenger arrangements may be arranged so as to substantially divide the second area into two areas of substantially equal width in the first direction X. The second area of the extended sleeping surface may correspond to an area formed by the second seating surfaces 20 of the two passenger arrangements. The second area may be adapted to serve as a foot rest area for one or several passenger(s) lying on the extended sleeping surface. A width of the second area on each side of the privacy panels 50 of the two passenger arrangements, that is to say a dimension of each second area in the first direction X, may substantially correspond to a width of a conventional single bed. The extended sleeping surface is thus partially separated by the privacy panels 50 at the second seating surfaces 20. Indeed, the privacy panel 50 in the retracted position and/or the screen 60 in the first orientation are accommodated adjacent the second seating surface 20, and extend in a substantially lateral plane, thus dividing the corresponding second area of the extended sleeping area.

Aircraft cabin and aircraft

An aircraft cabin may comprise at least one array of passenger arrangements as disclosed above. The first direction X may correspond substantially to a longitudinal direction of the aircraft cabin in which the passenger arrangement is installed and the second direction Y may correspond substantially to a lateral direction of the aircraft cabin. The third direction may correspond substantially to a vertical direction of the aircraft cabin. An aircraft cabin may comprise two arrays of individual aircraft passenger arrangements, each array comprising two passenger arrangements as disclosed above and installed one behind the other in the first direction X.

Each array of passenger arrangements may be installed on a respective side of an aircraft cabin longitudinal axis, in a mirror configuration to the other relative to the aircraft cabin longitudinal axis.

The aircraft cabin longitudinal axis extends from a nose of the aircraft to a tail of the aircraft, in a longitudinal direction. A cabin corridor 100 may extend in the first direction X substantially on each side of the aircraft cabin longitudinal axis, the cabin corridor 100 being centered on the aircraft cabin longitudinal axis. The cabin corridor 100 may present a dimension in the second direction Y adapted to allow comfortable 70 circulation of the passengers. Each array of passenger arrangements may be installed on a respective side of the cabin corridor 100, in a mirror configuration to the other relative to the cabin corridor 100. The mirror axis corresponds to the aircraft cabin longitudinal axis. Each array of passenger arrangements may comprise a respective rear passenger arrangement and a respective front passenger arrangement. The first seats of each rear passenger arrangement may be arranged in a forward-facing configuration, and the second seats of each rear passenger arrangement may be arranged in an aft-facing configuration. The first seats of each front passenger arrangement may be arranged in an aft-facing configuration, and the second seats of each front passenger arrangement may be arranged in a forward-facing configuration.

The third seating surfaces 30 of each passenger arrangement of the aircraft cabin may be arranged adjacent the cabin corridor 100, on a respective side of the cabin corridor 100. The third seating surfaces 30 may be arranged so as to face away from the aircraft cabin longitudinal axis. The first seating surfaces 10 and second seating surfaces 20 of each passenger arrangement of the aircraft cabin may be arranged in an external position of the aircraft cabin, that is to say may be spaced away from the cabin corridor 100, on a respective side of the cabin corridor 100.

The cabin corridor 100 may be delimited on each side by a respective common side panel 51, 52 of a respective array of passenger arrangements.

In a first example, both common side panels 51, 52 delimiting the cabin corridor 100 may be shaped so that the cabin corridor 100 is a substantially X-shaped corridor separating the two arrays of passenger arrangements.

More particularly, each common side panel 51, 52 may comprise three substantially plane segments, a first segment being oriented diagonally in the first direction X and the second direction Y, a second segment being oriented in the first direction X, and a third segment being oriented diagonally, the third segment being arranged substantially symmetrically to the first segment relative to a mirror axis orientated in the second direction Y. In the non-limiting embodiment illustrated in figure 1, the aircraft cabin comprises two arrays of passenger arrangements, each array comprising a front passenger arrangement and a rear passenger arrangement. One of the arrays of passenger arrangements is in the double suite configuration S2, the two passenger arrangements being joined so as to form a double suite. The other array of passenger arrangements is in the single suite configuration SI, each passenger arrangement forming a separate single suite. Both common side panels 51, 52 delimit an X-shaped cabin corridor 100. The respective opposite common side panels 51, 52 are formed by a cabin exterior wall.

In a second example, both common side panels 51, 52 delimiting the cabin corridor 100 may extend substantially in the longitudinal plane, so that the cabin corridor 100 is a substantially straight I-shaped corridor separating the two arrays of passenger arrangements. In the non-limiting embodiment illustrated in figure 9, the aircraft cabin comprises two arrays of passenger arrangements, each array comprising a front passenger arrangement and a rear passenger arrangement. Both common side panels 51, 52 delimit an I-shaped cabin corridor 100. The respective opposite common side panels 51, 52 are formed by a cabin exterior wall.

An aircraft may comprise at least one aircraft cabin as disclosed above. More particularly, a passenger arrangement as disclosed above may be installed in a commercial aircraft, so as to serve as an individual aircraft passenger arrangement attributed to a single passenger of the aircraft.

Other embodiments can be envisaged and a person skilled in the art can easily modify the embodiments or examples of realization exposed above or envisage others while remaining within the scope of the invention.