VEHICLE PORTION

Abstract

A portion of a vehicle includes occupant zones in rows. First and second of the occupant zones are adjacent rows and the portion of the vehicle further includes access points arranged for user ingress into the vehicle. Each access point is located positionally asymmetric with all opposing access points of the portion. Further the access points include first and second access points located about the portion such that the direction of ingress through the first access point is substantially opposed to the direction of ingress through the second. The first occupant zone is the nearest to the first access point and the second occupant zone is the nearest to the second access point. The first occupant zone is to be preferentially accessed by user ingress from the first access point, and the second occupant zone is to be preferentially accessed by user ingress from the second access point.

Claims

1-21. (canceled)

22. A portion of a vehicle comprising occupant zones in rows, wherein a first of the occupant zones and a second of the occupant zones are adjacent rows and the portion of the vehicle further comprises access points arranged for user ingress into the vehicle, wherein each access point is located so as to be positionally asymmetric with all opposing access points of the portion, and where further the access points comprise a first access point and a second access point located about the portion such that the direction of ingress through the first access point is substantially opposed to the direction of ingress through the second access point and the first occupant zone is the nearest occupant zone to the first access point and the second occupant zone is the nearest occupant zone to the second access point and where further, the portion is arranged for the first occupant zone to be accessed by user ingress from the first access point, and for the second occupant zone to be accessed by user ingress from the second access point.

23. A portion according to claim 22 where the first occupant zone is substantially positionally aligned with the first access point.

24. A portion according to claim 22 where the direction of ingress through the first access point is non-perpendicular with respect to a row direction of the first and second occupant zones.

25. A portion according to claim 22 where the direction of ingress through the first access point is substantially parallel to a row direction of the first and second occupant zones.

26. A portion according to claim 22 where the first occupant zone and second occupant zone are positioned so that one is forward of the other in the vehicle.

27. A portion according to claim 22 where the first occupant zone and the second occupant zone are of substantially the same configuration.

28. A portion according to claim 22 where the first occupant zone comprises a seating area.

29. A portion according to claim 22 where seating in the first occupant zone is configured to face seating in the second occupant zone and the seating in the second occupant zone is configured to face the seating in the first occupant zone.

30. A portion according to claim 22 where the first and the second access points are the only access points arranged for user ingress of the portion.

31. A portion according to claim 22 where the portion comprises all of the access points arranged for user ingress of the vehicle.

32. A portion according to claim 22 where the portion defines an enclosed space in which the first and second occupant zones are provided.

33. A portion according to claim 22 where the portion provides a common space in which the first and second occupant zones are provided.

34. A portion according to claim 22 where the vehicle has a vehicle operator zone which is centrally located within the vehicle with respect to a direction that is perpendicular to a conventional direction of travel of the vehicle during conventional flight.

35. A portion according to claim 22 where the vehicle is an aircraft.

36. A portion according to claim 35 where the aircraft is of a tilt rotor configuration.

37. A portion according to claim 22 where the aircraft propulsion is electrically powered.

38. A vehicle comprising the portion according to claim 22.

39. A method of user vehicle ingress, the vehicle comprising a portion of the vehicle having occupant zones in rows, wherein a first of the occupant zones and a second of the occupant zones are adjacent rows and the portion of the vehicle further comprises access points arranged for user ingress into the vehicle, wherein each access point is located so as to be positionally asymmetric with all opposing access points of the portion and where further the access points comprise a first access point and a second access point, the method comprising: i) at least one first user ingress into the vehicle through the first access point in a direction substantially opposed to a direction in which at least one second user would ingress the vehicle through the second access point; and ii) the at least one first user accessing the first occupant zone, which is the nearest occupant zone to the first access point, rather than accessing the second occupant zone, which is the nearest occupant zone to the second access point.

40. A method according to claim 39 further comprising: iii) at least one second user ingress into the vehicle through the second access point in a direction substantially opposed to the direction in which the at least one first user vehicle ingress through the first access point occurs; and iv) the at least one second user accesses the second occupant zone, rather than accessing the first occupant zone.

41. A method according to claim 40 where the ingress of at least one of the at least one first user and the ingress of at least one of the at least one second user occurs substantially simultaneous.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0040] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0041] FIG. 1a is a starboard side view of part of a vehicle according to an embodiment of the invention;

[0042] FIG. 1b is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0043] FIG. 1c is a port side view of part of a vehicle according to an embodiment of the invention;

[0044] FIG. 1d is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0045] FIG. 2a is a starboard side view of part of a vehicle according to an embodiment of the invention;

[0046] FIG. 2b is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0047] FIG. 2c is a port side view of part of a vehicle according to an embodiment of the invention;

[0048] FIG. 2d is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0049] FIG. 3 is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0050] FIG. 4 is cut-away top view of part of a vehicle according to an embodiment of the invention;

[0051] FIG. 5 is cut-away top view of part of a vehicle according to an embodiment of the invention; and

[0052] FIG. 6 is top view of part of a vehicle according to an embodiment of the invention;

DETAILED DESCRIPTION

[0053] With reference to FIGS. 1a-d, a part of a vehicle is shown. In this case the vehicle is a vtol aerial taxi aircraft 1. The aircraft 1 comprises a plurality of electrically powered rotors (not shown) for propulsion. The rotors are tilt-rotors, which facilitate both vertical and conventional flight. Electrical power for the rotors is provided by batteries 3, though in other embodiments alternatives may be used such as one or more hydrogen fuel cells.

[0054] The aircraft comprises a portion (generally shown at 5) having first and second occupant zones (respectively generally shown at 7 and 9) and a cockpit (generally shown at 11) having a vehicle operator zone (generally shown at 13).

[0055] The vehicle operator zone 13 is centrally located within the aircraft 1 with respect to a direction that is perpendicular to a conventional direction of travel 15 of the aircraft 1 during conventional flight. Specifically, a pilot seat 17 of the cockpit 11 is centrally mounted within the cockpit 11 in terms of its port to starboard positioning.

[0056] The portion 5 is in this embodiment a passenger cabin which defines an enclosed space in which the first 7 and second 9 occupant zones are provided. The portion 5 is substantially cuboid in shape. Inside the portion 5, occupant zones (in this case limited to the first 7 and second 9 occupant zones) are provided in rows. The first 7 and second 9 occupant zones are adjacent rows, with each row running from side to side, that is, in a port to starboard direction. Consequently, the first occupant zone 7 is forward of the second occupant zone 9 in the aircraft 1. The first occupant zone 7 is formed by a pair of first seats 19 (though in other embodiments may comprise any arrangement or quantity of seating or any area arranged to contain and/or to be occupied by one or more users). The second 9 occupant zone 9 is formed by a pair of second seats 21 (though in other embodiments may comprise any arrangement or quantity of seating or any area arranged to contain and/or to be occupied by one or more users). In the embodiment of FIGS. 1a-d, the first 7 and second 9 occupant zones are arranged so that the first seats 19 face the second seats 21. The first 7 and second 9 occupant zones are of substantially the same configuration in that they are of similar size, shape and layout, differing substantially only in the direction in which the first 19 and second 21 seats face.

[0057] The portion 5 also comprises access points 23 arranged for user ingress into the portion 5 and indeed into the aircraft 1. In the embodiment of FIGS. 1a-d, the portion 5 has only two access points 23, a first access point 25 and a second access point 27. The first 25 and second 27 access points are provided on opposite side walls 29 of the aircraft 1 as apertures within those side walls 29. A direction of ingress 31 through the first access point 25 is substantially opposed to the direction of ingress 33 through the second access point 27. Each of the first 25 and second 27 access points provide restricted head height access to and from the interior of the portion 5 (i.e. the passenger cabin).

[0058] Each access point 23 of the portion 5 is positionally asymmetric with all opposing access points 23 of the portion. Thus, it may be that the centroids of all opposing apertures are misaligned with each other. In the case of the FIGS. 1a-1d embodiment, the first access point 25 and second access point 27 are therefore positionally asymmetric. Two vectors respectively passing through the centroids of the apertures, each travelling towards the opposed side of the portion 5 and in directions parallel to the main direction of entry through the respective aperture, (in this case directions perpendicular to the conventional direction of travel 15 of the aircraft 1 during conventional flight) do not meet. Indeed, in the case of the first 25 and second 27 access points, the asymmetry is sufficient such that there is no overlap in projections of the respective apertures towards the opposed side of the portion 5 and in directions parallel to the main direction of entry through that aperture (in this case directions perpendicular to the conventional direction of travel 15 of the aircraft 1 during conventional flight).

[0059] Each of the first 25 and second 27 access points is provided with a door. For simplicity, the doors are not shown in FIGS. 1a-d, but various possible configurations are shown in FIGS. 3-6. FIG. 3 shows each of the first 25 and second 27 access points with one forward hinged (i.e. conventional) door 35. FIG. 4 shows each of the first 25 and second 27 access points with one rear hinged (i.e. suicide) door 37. FIG. 5 shows each of the first 25 and second 27 access points with one sliding door 39. In the example of FIG. 5, the sliding door for the first access point 25 slides forwards to close whilst the sliding door for the second access point 27 slides rearwards to close, though alternatives are possible. FIG. 6 shows each of the first 25 and second 27 access points with one roof-hinged (i.e. gull-wing) door 41.

[0060] The first occupant zone 7 is preferentially accessed by user ingress from the first access point 25. Meanwhile, second occupant zone 9 is preferentially accessed by user ingress from the second access point 27. In the case of the embodiment of FIGS. 1a-d, various factors contribute to this, each being sufficient alone to achieve the preference, but in combination, strengthening it. First, the first occupant zone 7 is the nearest occupant zone to the first access point 25 and the second occupant zone 9 is the nearest occupant zone to the second access point 27. That is, the nearest part of the first occupant zone 7 to the first access point 25 is nearer to the first access point 25 than the nearest part of the second occupant zone 9 and the nearest part of the second occupant zone 9 to the second access point 27 is nearer to the second access point 27 than the nearest part of the first occupant zone 7 to the first occupant zone 7. Further, the first occupant zone 7 is substantially positionally aligned with the first access point 25 and the second occupant zone 9 is substantially positionally aligned with the second access point 27. Furthermore, the direction of ingress 31 through the first access point and the direction of ingress 33 through the second access point is parallel to the row direction of the first 7 and second 9 occupant zones.

[0061] In exemplary use of the aircraft 1, the aircraft 1 may land for passenger embarkation (and optional preceding passenger disembarkation as appropriate). The facility for a relatively rapid turnaround (i.e. landing, disembarkation of any passengers, embarkation of new passengers and take-off) may be desirable, especially where the aircraft 1 is operating as a taxi. At least while passenger embarkation occurs, the aircraft rotors may be in a vertical flight configuration and/or may be static. In this way, obstacles and potential dangers for passenger embarkation may be reduced. The static state of the rotors may be facilitated without significantly compromising turnaround time by relatively rapid shut-down and start-up characteristics afforded by the electric propulsion. This may compare favourably with (for instance) a gas turbine powered helicopter, which, due to relatively slow shut-down and start-up times for its engine(s) may be compromised in turnaround time if the rotors are not kept turning.

[0062] Passenger boarding of the aircraft 1 from both sides is possible given its configuration. The central location of a pilot seated in the pilot seat 17 may facilitate monitoring of passenger boarding to both sides of the aircraft 1. In the present example, two passengers approach each side of the portion 5, two first users 43 approaching the starboard side 45 and two second users 47 approaching the port side 49. The staggering of the first 25 and second 27 access points and their positional and orientational relationship with the first 7 and second 9 occupant zones, mean that during simultaneous boarding from both the starboard 45 and port 49 sides, the users 43 and 47 need not find themselves in opposition, and may naturally occupy the occupant zones corresponding to their respective entry points. Thus specifically, a first of the first users 43 may ingress through the first access point 25 in a direction that is perpendicular to a conventional direction of travel 15 of the aircraft during conventional flight. In doing so, the first of the first users 43 will find herself/himself nearest to and aligned with the first occupant zone 7 and travelling in a direction aligned with the row direction of the first occupant zone 7. She/he may naturally therefore select to occupy the first occupant zone 7, especially where one of the second users 47 is substantially simultaneously boarding through the second access point 27 and thereby tending to impeded access to the second occupant zone 9. Further, and at least to the extent that the first of the first users 43 is aware of a second of the first users 43, the first user may tend to traverse to the port side 49 of the first occupant zone 25 and occupy the seat of the first occupant zone 25 nearest to the port side 49 of the aircraft 1. As will be appreciated, these factors and processes may be repeated by the second users 47 approaching the port side 49 in occupying the second occupant zone 27 of the aircraft 1 mutatis mutandis.

[0063] As will be appreciated, the possibility remains for the first 43 and second 47 users to deviate from the boarding procedure outlined above and/or to subsequently re-arrange their seating positions. Nonetheless, the configuration of the aircraft 1 in the manner described above may at least allow for more intuitive and rapid boarding than would be possible with a conventional single access point or conventional positionally symmetric access points.

[0064] During disembarkation, the embarkation process may be reversed by the first 43 and second 47 users and in doing so, delays and/or confusion may again be reduced/avoided.

[0065] As will be appreciated, in the event that it were to be desirable/necessary, both the first 7 and second 9 access points are ultimately available for disembarkation by any and optionally all of the first 43 and second 47 users. Thus, particularly in the event of an emergency, the most appropriate egress side may be selected for/by each passenger.

[0066] Referring now to FIGS. 2a-2d an aircraft 101 is shown, which is similar to the aircraft 1 of the embodiment shown in FIGS. 1a-1d. The difference between the embodiments is that in the aircraft 101, the seating in first 107 and second 109 occupant zones is configured to face in the same direction (in this case forwards with respect to the aircraft 101). Otherwise the aircraft 101 and a possible embarkation procedure therefor are substantially identical with that of aircraft 1 described above. The differences are that users preferentially accessing the first occupant zone 107 and a pair of first seats 119 therein via a first access point 125, may be significantly encumbered and/or prevented from accessing the second occupant zone 109 via the first access point 125 by seat backs of the pair of first seats 119. Similarly, users preferentially accessing the second occupant zone 109 via a second access point 127, may be significantly encumbered and/or prevented from accessing the first occupant zone 107 by the backs of the pair of first seats 119. Consequently, the desirability/necessity of accessing of the first occupant zone 107 by the first access point 125 and the accessing of the second occupant zone 109 by the second access point may be remain apparent and may be further enhanced.

[0067] Additionally, because each user might otherwise, when occupying the portion 5, have only one access point readily available for egress, two emergency egress facilities are provided, one substantially opposite the first access point 125, and one substantially opposite the second access point 127. The emergency egress facilities comprise pop-out windows 151, which may be removed in the event of emergency and egress from the aircraft 1 completed therethrough.

[0068] All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

[0069] Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

[0070] The invention is not restricted to the details of any foregoing embodiments. The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed. The claims should not be construed to cover merely the foregoing embodiments, but also any embodiments which fall within the scope of the claims.