Intelligent window system

Abstract

The progress of the official aircraft interior design explicitly addresses the limitations of traditional physical windows within the aircraft cabin. Passenger experience is renovated by integrating advanced hybrid techniques, duplicating an open external field of view, facilitating a sense of connectivity with the surrounding environment, and by simulating an immersive sailing experience of a virtual display.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 584,611, filed September 22, 2023; and is a continuation-in-part of U.S. Design Application No. 29 / 912,755 (Attorney’s No. BHD-4439-0420), filed September 22, 2023. The entire contents of each of these prior applications are expressly incorporated herein by reference for all purposes. Technical Field

[0003] This article relates to the technology of aviation user interfaces, and more specifically, to systems and methods for providing passengers with a view of an aircraft in flight through a virtual window. Background Technology

[0004] Such as existing technology Figure 5 The aircraft windows shown have long served as conduits for natural light and external views, enriching the passenger flight experience. However, traditional aircraft windows face limitations in terms of maximum size, enhanced usability, functional integration, and the exploration of new technologies to extend their practicality beyond the ordinary.

[0005] Current windows are typically severely limited in size due to the need for structural reinforcement. The resulting increase in weight and cost (especially considering commercial aviation) is already a major deterrent to expanding window size.

[0006] Specifically, aircraft windows are made of special materials that are strong and impact-resistant (e.g., bird strikes or debris). Aircraft are designed to maintain their structural integrity even under extreme conditions such as high altitudes, rapid cabin pressurization, and temperature changes. By keeping windows relatively small, their strength and ability to withstand such incidents are enhanced. Any aircraft fuselage structure must be able to withstand many types of loads, and stress concentration near cutouts is of particular concern. Windows on an aircraft are part of the fuselage, making them more likely to weaken the overall structure. The size of cutout windows is carefully balanced with structural requirements to ensure the safety and durability of the aircraft. Smaller aircraft windows help maintain the desired aerodynamic shape, thus contributing to the overall performance of the aircraft. Smaller aircraft windows also help maintain cabin pressurization. Larger windows could present challenges in maintaining structural integrity and preventing pressure leaks. Current window sizes allow for effective sealing and ensure cabin pressurization at high altitudes.

[0007] While advanced materials have recently enabled some aircraft manufacturers to increase window sizes (e.g., to 10.7 inches x 18.4 inches on some jumbo jets), enlarged windows haven't solved the problem of providing passengers with timely safety and other information. Although these windows connect to the external environment, their potential for additional functionality has not been fully explored. Currently, passengers are presented with multiple interfaces to access various in-cabin information. This includes in-flight entertainment (IFE) controls, flight information, trip status updates, and environmental conditions. A unified interface would be a significant improvement. Summary of the Invention

[0008] In one embodiment, an aircraft includes: a first window providing a view from inside the aircraft, the first window being formed by a first cutout through the aircraft fuselage; a virtual window providing a view from inside the aircraft, the virtual window including a display; and processing circuitry connected to the virtual window, the processing circuitry controlling the virtual window to display a user interface having informational content and cabin controls; the virtual window also including a touchscreen, and the virtual window being curved and conformal to a sidewall panel inside the aircraft.

[0009] Information content and cabin controls include information such as destination time, external and internal temperatures, flight altitude, speed, wind conditions, and key cabin controls derived from the cabin management system and in-flight entertainment system.

[0010] The virtual window is a simulated window, and the processing circuitry controls the virtual simulated window to simulate a non-existent second window, which represents the real window that would have been formed by the second cut through the aircraft fuselage.

[0011] The virtual window can be set adjacent to the first window, and the processing circuitry is configured to control the virtual window to display objects and / or fields of view that can be seen through the first window.

[0012] A camera can be mounted on the aircraft, capturing external images. Processing circuitry controls a virtual window to display images based on those captured by the camera.

[0013] A graphics generator can be installed on the aircraft. The graphics generator generates images of objects that can be seen through a first window. The processing circuit controls the virtual window to display the image based on the image generated by the graphics generator.

[0014] The graphics generator can be set up on the aircraft. The graphics generator generates images of objects and / or fields of view that can be captured by an external camera. The processing circuitry controls a virtual window to display images based on the images generated by the graphics generator.

[0015] The processing circuitry may include a graphics generator that generates a user interface and overlays the user interface onto a virtual window.

[0016] Virtual windows can provide a display that simulates or mimics what can be seen through a second window formed by a second cut through the aircraft fuselage.

[0017] Virtual windows can be designed with shapes and sizes that match the active display area of ​​the primary window.

[0018] The structure of the virtual window is restricted to be non-transparent, and the virtual window simulates transparency.

[0019] A virtual window can be positioned on a sidewall panel, between the first and third windows. This third window provides a view from inside the aircraft and is formed by a third cutout through the aircraft fuselage. The virtual window simulates the content that would normally be seen through the window between the first and third windows. The sidewall area between the first and third windows can have a real (physical) window. Therefore, the virtual window is positioned above this real (physical) window.

[0020] In another embodiment for use in an aircraft, the aircraft includes: a first window providing a view from inside the aircraft through a first cut in the aircraft fuselage; and a virtual window including a display configured to provide a view from inside the aircraft, the virtual window simulating an additional window formed by a further cut through the aircraft fuselage.

[0021] The virtual window is configured to be adjacent to the first window settings so that it displays the same objects that can be seen through the first window.

[0022] Cameras mounted on the aircraft capture external images, and virtual windows are configured to display images based on those captured by the cameras.

[0023] The graphics generator generates images of objects or fields of view that can be seen through the first window or captured by an external camera. The virtual window is configured to display the images generated by the graphics generator.

[0024] A virtual window is generated and displayed as an overlay user interface.

[0025] The virtual window provides a display that simulates or mimics what can be seen through a second window formed by a second cutout through the aircraft fuselage.

[0026] Virtual windows provide a display that simulates or mimics what can be seen through an external camera.

[0027] The virtual window includes a curved touchscreen that conforms to the sidewall panels inside the aircraft.

[0028] The virtual window is provided with a shape and size designed to match the active display area of ​​the first window.

[0029] The structure of the virtual window is restricted to be non-transparent, and the virtual window simulates transparency.

[0030] A virtual window is configured to be positioned on a sidewall panel, between a first window and a second window. The second window provides a view from inside the aircraft and is formed by a second cutout through the aircraft fuselage. The virtual window is configured to simulate the content that would normally be seen through the window between the first and second windows. The sidewall area between the first and second windows does not have any real (physical) windows. Attached Figure Description

[0031] Figure 1 The interior of the aircraft is shown, including a smart window that provides a full-window simulation with an interactive user interface.

[0032] Figure 2 The interior of the aircraft is shown, including a smart window that provides a simulation of a regular window (simulation panel).

[0033] Figure 3 The interior of the aircraft is shown, including a smart window that provides a full-window simulation without displaying an interactive user interface.

[0034] Figure 4 This is a block diagram of a system diagram of a non-limiting embodiment.

[0035] Figure 4A It is by Figure 4 The flowchart shows an example of the control steps performed by the system.

[0036] Figure 5 The sidewalls include conventional, existing-technology window constructions.

[0037] Figure 6 The sidewalls are shown, which have one virtual window and multiple traditional windows.

[0038] Figure 7 The sidewalls are shown, which have two virtual windows and multiple traditional windows.

[0039] Figure 8 The sidewall is shown as divided into two sub-panels, one of which contains a virtual window.

[0040] Figure 9 The side wall with a smart window (closed) and the club seating arrangement are shown.

[0041] Figure 10The image shows a side wall with a smart window and the club seating arrangement (which is consistent with...). Figure 2 With the same layout, this smart window provides regular window simulation (“simulation function”).

[0042] Figure 11 A top-down perspective view shows the integration of the curved display with the internal panels of the aircraft's sidewalls.

[0043] Figure 11A A cross-sectional view of an internal panel of a sidewall attached to the aircraft fuselage is shown, the internal panel of which includes cut-out windows.

[0044] Figure 12 A rear view of the internal panel of the side wall, including the integrated camera and electronics, is shown. This camera is an external camera used to capture external images. The camera's location is merely representative, as cameras can be mounted in other locations. Detailed Implementation

[0045] These limitations have spurred a new approach to redefining passenger interaction with the aircraft environment and surrounding landscape. This technology aims to bridge the gap between traditional window functionality and the increasing demands for passenger engagement during flight. By leveraging existing interfaces and introducing innovative hybrid window technology, it elevates the flight experience to unprecedented levels of immersion, comfort, and usability.

[0046] This technology represents an advancement in business jet interior design, explicitly addressing the limitations of traditional physical windows within the cabin of such aircraft. It aims to revolutionize the passenger experience by integrating advanced hybrid technologies, replicating expansive external views, fostering a sense of connection with the surrounding environment, and delivering an immersive flight experience.

[0047] According to various aspects of this technology, hybrid technology means installing one or more virtual windows (electronic displays) in the cabin of an aircraft near actual conventional windows, so that passengers will use both types of windows.

[0048] This example embodiment introduces a novel hybrid window system that seamlessly integrates with the aircraft interior, coexisting with physical windows and their surroundings while merging touch displays (virtual windows) with multi-layered information content. This includes flight information such as destination time, external and internal temperatures, flight altitude, speed, wind conditions, and key cabin controls derived from the cabin management system and in-flight entertainment system. This fusion allows passengers to enjoy panoramic views and interact seamlessly with their flight journey.

[0049] Furthermore, the example technology involves integrating these displays into the curvature of the aircraft fuselage, thereby achieving a harmonious blend with the components inside the cabin for optimal functionality and ease of maintenance.

[0050] The example embodiment achieves its integrated approach by creating a hybrid scene through the combination of virtual and real windows, thus providing benefits from both domains. This effort merges disparate fields, ranging from aerospace engineering to human-computer interaction, interior design, and avionics, all converging to redefine the business jet passenger experience.

[0051] This technology represents a groundbreaking innovation in business jet interior design, particularly addressing the limitations associated with traditional physical cabin windows. The primary objective is to enhance the passenger experience by leveraging advanced hybrid technologies to replicate expansive external views, foster a deeper connection with the surrounding environment, and create an immersive flight journey.

[0052] As described above, at least some embodiments of the present invention are novel hybrid window systems that are seamlessly integrated into the interior of an aircraft alongside traditional physical windows. The system includes a touchscreen display covering key flight data, including parameters such as destination time, internal and external temperature, flight altitude, speed, wind conditions, and core cabin controls derived from the cabin management system and in-flight entertainment system. This seamless integration allows passengers to enjoy a panoramic view while effortlessly engaging with the flight.

[0053] The system works in conjunction with multiple external cameras that transmit real-time images to a touchscreen display. These cameras provide different perspectives of the aircraft's external environment, thus establishing a perceptible connection with it.

[0054] Furthermore, the system's design is precisely aligned with the aircraft's fuselage curvature, ensuring harmonious integration with the cabin's internal components. Additionally, the system seamlessly integrates into the club seating layout, further contributing to a comprehensive and immersive cabin environment.

[0055] The example non-limiting embodiments introduce several features to enhance the overall passenger experience. Therefore, embodiments of the intelligent window system include the following features: Touchscreen Passenger Control Unit: The intuitive touchscreen passenger control unit (implemented in an electronic display with a virtual window) allows passengers to interact with their immediate surroundings and control lighting, climate settings, seat preferences, and related CMS (cabin management system) functions.

[0056] Touch capabilities will be enhanced by an outer layer covering the entire screen area, enabling the device to fully interact with passengers.

[0057] Implementations may include alternative smart window interfaces that are controlled via gesture control, eye-tracking control, voice commands, and touch control systems instead of the window surface. This is achieved by integrating different systems into the smart window, thereby allowing seamless integration, connectivity, and full control over the smart window system's functionality.

[0058] Dynamic signage and regulatory signage: Throughout the cabin, fixed signs dynamically display real-time flight status updates, seat configurations, and other relevant information to ensure passengers are informed and know their way.

[0059] These signs will be projected in various locations within the smart window, using graphics and possibly animation to visually guide passengers through mandatory flight procedures or other instructions. The dynamic nature of these signs allows them to adapt to different languages ​​and cultural backgrounds.

[0060] Flight information integration: Key flight information, including altitude, speed, and estimated time of arrival, is seamlessly integrated into the passenger experience via touch command units or designated displays.

[0061] The cabin management system receives real-time flight information from the aircraft's avionics and uses virtual windows to visually convey this flight experience data to passengers.

[0062] Immersive entertainment: Cabin windows are transformed into interactive displays for in-flight entertainment, providing passengers with a variety of entertainment options for an engaging flight experience.

[0063] Using flight data, the system can seamlessly integrate software to present points of interest, provide information, offer movies and news, and display various perspectives, including virtual reality views.

[0064] Simulation Panel: The Simulation Panel function configures the display image to simulate transparency, even when the display itself is opaque. In other words, in the example embodiment, the Simulation Panel function controls a virtual window to simulate or mimic the appearance of a physical window at the location of the virtual window. There are several different ways and embodiments to achieve this, such as: (1) The virtual window is located near one or two physical windows (e.g., between two physical windows in some embodiments). Figure 3As best illustrated, a virtual window displays different parts of the same environment that a user can see through a physical window. For example, if a user can see a cloudscape through both the left and right physical windows, the virtual window will display a portion of the same cloudscape, thus appearing as a seamless visualization of the same landscape that the user can see through the physical windows. Therefore, when a user can see the shapes of 3D cloud objects through the physical window, the virtual window projects those identical cloud object shapes onto the virtual window for display. Such projection can be achieved through a camera (see...) Figure 12 The image plane captures an image, and / or generates a composite / artificial graphic, wherein the composite / artificial graphic corresponds to, and / or is compatible with, and / or matches, an image visible to the user through a physical window, and / or the composite / artificial graphic fills gaps between images visible to the user through a physical window, and / or the composite / artificial graphic completes images visible to the user through a physical window, and / or the composite / artificial graphic interpolates between images visible to the user through a physical window, and / or the composite / artificial graphic supplements missing information in images visible to the user through a physical window.

[0065] (2) In some embodiments, the sensed position and / or head tracking and / or gaze tracking of one or more passengers within the aircraft can be used to change the viewing angle (viewpoint) of the virtual window display in order to alter or transform the projection of the image onto the virtual window. This allows the virtual window to simulate the 3D effect that a user would normally see when viewing through a physical window from different positions or viewpoints.

[0066] (3) Alternatively or additionally, the virtual window may display content appropriate to or compatible with its position, size, and / or orientation relative to the aircraft fuselage. For example, since the virtual window in one embodiment is located on the side of the aircraft fuselage, it can be controlled to display a scene that can or may be seen through a physical window located on the side of the aircraft. When the aircraft is in level flight, such a display may show the sky, clouds, distant horizons including mountains, etc. When the aircraft is tilted, if the roll angle is toward the virtual window position, such a display may show the view of the ground at an appropriately angular perspective that varies with the roll angle of the aircraft, or when the roll angle is away from the virtual window position, the display may show the view of the sky overhead at an appropriately angular perspective that varies with the roll angle of the aircraft. In such an example, the virtual display content will be controlled by pitch / yaw / roll orientation control and / or sensor signals matched to the current orientation of the aircraft. A virtual window can be viewed as defining a view frustum in 3D space, and the image source can be defined or controlled so that the virtual window displays anything that would otherwise be seen through the physical window at the location of the virtual window.

[0067] (4) The scene displayed in the virtual window does not need to simulate the real-world view. It can be a novel or imagined or simulated scene of change outside the aircraft that passengers can see from the perspective of the virtual window when the aircraft changes its position on the ground and / or in flight.

[0068] (5) You can selectively close the virtual window to display a black screen or no content.

[0069] Example

[0070] Figure 1 An example embodiment of an internal aircraft sidewall panel (“sidewall”) 10 with a virtual window 100 providing an interactive user interface is shown. In the example shown, the sidewall 10 is integrated into the interior portion of the aircraft fuselage 12 within the aircraft cabin and covers the aircraft frame, aircraft wiring, piping, and insulation positioned along the length of the cabin. In the example shown, a plurality of conventional windows 14(1), ..., 14(4), 14(6) structurally attached to the cut-out areas of the sidewall 10 and the fuselage 12 provide an environmentally sealed view of the aircraft’s external environment. In a typical prior art configuration, an additional window 14(5) would normally be placed between windows 14(4) and 14(6). However, in this example embodiment, there is no physical window in this location between windows 14(4) and 14(6). Instead, a virtual window 100 is placed in this location. As can be seen, compared to the physical window 14, the virtual window 100 is larger in size and different in shape (e.g., the physical window is elliptical, while the virtual window is rectangular, and the surface area of ​​the virtual window is a multiple of the surface area of ​​a conventional physical window (e.g., 4 to 5 times). The virtual window 100 may be curved and conformal to the sidewall panel 10 (see...). Figure 11 Therefore, it creates the illusion that it is also a window to the outside world. However, the virtual window 100 displays a completely electronically generated image. In the example shown, the displayed electronic image is programmable and can be changed as needed.

[0071] According to an embodiment of the present invention, alternatively, a physical window 14 (5) may exist between windows 14 (4) and windows 14 (6), and a virtual window may be placed on the physical window 14 (5).

[0072] For example, the virtual window 100 shown in the figure can be simulated and display an image of the external environment of the aircraft (in this case, a cloudscape) that would otherwise be seen through a physical window at that location. In this example, from the user's perspective, the virtual window 100 displays another portion of the same cloudscape that could be seen through adjacent physical windows 14(4), 14(6). Such an image can be captured by one or more cameras mounted on the outer surface of the sidewall panel 10 and aimed outward through openings in the aircraft fuselage (e.g., ...). Figure 12 (As shown), to provide a display image of the same quality, viewing angle, brightness level, field of view, etc., as would normally be seen through a physical window at that location on the aircraft fuselage. However, as described below, this image is variable and manipulatory, and other or different images, such as synthetic / virtual images, can be replaced and / or overlaid as needed. The image displayed in virtual window 100 can be a 2D image or a 3D image.

[0073] Figure 1 The virtual window 100 shown also includes a visual user interface overlaid on the cloudscape image captured by the camera. This visual user interface can include any configuration of any number of virtual objects, such as buttons, play buttons, indicators, icons, sliders, populateable text fields, directional controls, video frames, etc. In the example embodiment, the virtual window 100 includes a touchscreen or a touch surface, and the user can actuate controls such as buttons, play buttons, sliders, etc., by touching corresponding locations on the virtual window. Manipulating such controls can change the display of the virtual window 100 and / or perform other functions, such as controlling cabin ambient lighting / heating, performing communication / collaboration functions, displaying entertainment information, interacting with the internet or other networks, interacting with artificial intelligence, or any other function. The user interface can be selectively disabled, allowing the virtual window 100 to present the same image that would be seen if it were a physical window cutout through the aircraft fuselage. See also Figure 3 .

[0074] Figure 2 This illustrates a virtual window 100' configured or programmed to simulate a physical window 14. This option combines real-time external view camera images with a software-generated window mask to accurately replicate a standard internal window layout configuration. Figure 1 The same structure shown can be used to provide Figure 2 The display shown.

[0075] Use a virtual (simulated) external reality displayed and / or overlaid on the actual reality in a virtual window. In other words, as an alternative, if an external camera is absent or has low visibility, a simulated reality can be displayed on a virtual window independent of environmental factors such as actual visibility, time of day, season, altitude, flight attitude, and position.

[0076] Figure 9 and Figure 10 Virtual windows 100 and 100' are shown to be optionally turned off or displayed in black (or night view) to match or simulate what the user sees through physical window 14.

[0077] Here, we describe how this function works in an example embodiment: Environmentally independent simulation reality: Regardless of external conditions, such as poor visibility or time of day, the system can generate and display a virtual external environment. This means passengers can experience a simulated reality that is independent of the actual conditions outside the aircraft.

[0078] Utilizing enhanced external camera images: The system can utilize external camera images, which can be enhanced or combined with other visual elements. These images serve as the basis for simulating various environments.

[0079] Simulating diverse environments: The system can simulate a wide variety of environments by mixing external camera images with additional data. For example, it can display data from different flights or create entirely different external realities (on a virtual window) to match perceived speed and flight movement. This is achieved by synchronizing flight data with pre-recorded external environment data, thus effectively providing flight simulation within a substitute reality.

[0080] This feature allows for a dynamic and immersive experience by seamlessly integrating the simulated external reality with the actual view from the aircraft windows. This ensures that passengers can enjoy captivating and engaging visuals, even when external factors may limit visibility or when simulating entirely different flight scenarios.

[0081] The exemplary techniques described herein also offer the following important technical advantages: In the prior art, the size of IFE (In-Flight Entertainment) monitors has always been limited by the size of the bulkhead. On the other hand, the exemplary techniques described herein create the opportunity to install larger monitors that are not traditionally available on smaller aircraft. The exemplary embodiments specifically introduce a virtual window system with an enlarged size, thereby avoiding the need for complex structural components and additional aircraft weight. As a virtual construct, the size of this enlarged window can be extensively customized without affecting the structural integrity of the fuselage. This innovation successfully overcomes the constraints imposed by the physical window size, thereby allowing the integration of an extended virtual window without compromising the structural stability of the aircraft. In one embodiment, the virtual window can actually be significantly larger than the physical window defined by the fuselage (e.g., due to structural issues and other constraints as described above).

[0082] This design paradigm offers significant benefits in terms of assembly, maintenance, and reduced parts count. The consolidation of functions within a single or unified / integrated virtual interface reduces the need for heterogeneous components, simplifies cabin configuration, and results in streamlined installation and maintenance processes. This, in turn, improves operational efficiency and reduces complexity during initial assembly and ongoing maintenance activities.

[0083] To supplement all the above explanations, a non-limiting embodiment of the intelligent window system may include: Virtual window configuration: The system is characterized by at least one virtual window 100 equipped with a curved electronic display (see [link]). Figure 11 The virtual window 100 is strategically positioned between two physical windows 14 integrated within the club seating configuration. At least two conventional physical windows 14 surround the virtual window 100, thereby ensuring a harmonious blend of real and simulated views. The curved electronic display can use OLED, LCD, FOLED, or other technologies.

[0084] External camera setup: To accurately simulate the view from a real window, the system incorporates at least one external camera 200 located below the actual aircraft window. See also Figure 12 Alternatively, at least one external camera 200 can be positioned in any other location. These cameras are strategically placed to replicate the same angles and perspectives as those seen through a real window.

[0085] Central Management System (CMS) Main Core Box 300 (see...) Figure 4 The CMS main core box 300 is responsible for the core functions of the intelligent window system, handling information and controlling various interfaces. It manages the following components: Curved OLED Panel 102 (if using OLED technology): The core of the virtual window display, the curved OLED panel creates a realistic visual representation.

[0086] Touchscreen layer 104: This layer enables intuitive touch-based interaction with virtual windows, thereby enhancing user engagement.

[0087] Integrated touchscreen control 106: Seamlessly integrated into the system, this control unit facilitates user-friendly and responsive touch interaction.

[0088] Integrated Video Scaling Converter 108: Responsible for optimizing video quality and resolution, thereby ensuring a high-quality visual experience.

[0089] Power Supply 110: Provides the necessary power to all system components for uninterrupted operation.

[0090] System connectivity: The intelligent window system interconnects with various key components, including: Ethernet Encoder-Decoder 112: Facilitates data communication and the encoding / decoding process.

[0091] Video input source 114: This includes external cameras, video storage, HDMI input, streaming capabilities, and motion mapping, ensuring a wide range of visual content sources.

[0092] Figure 4A This is a simplified flowchart of the steps performed by the Central Management System (CMS) main core box 300. These steps can be performed, for example, by one or more CPUs, processors, and / or processing circuitry, such as executing software instructions stored in non-transitory memory. In the example shown, core box 300 first determines (decision box 1002) whether the display is a live environment (right branch) or a composite environment (left branch). If it is a composite environment (box 1004), core box 300 uses a graphics generator (e.g., one or more graphics processing units, including one or more graphics pipelines, and / or a central processing unit running graphics shader software) to generate a composite scene for display on virtual window 100 based on any of various inputs, such as flight status, external lighting conditions, geographical location, etc. If it is a live environment (box 1006), core box 300 captures live video from a camera, such as... Figure 11 As shown, and after possible image enhancement and / or transformation (e.g., as processed by scaling converter 108), the live video is displayed on virtual window 100.

[0093] Core frame 300 then determines whether the graphical user interface (UI) will be overlaid on the display (decision frame 1008). If so, core frame 300 uses the aforementioned graphics generator to generate and display, for example, graphics overlaid on the live or composite display. Figure 1 The UI is shown in box 1012. If the UI is displayed, core box 300 determines whether the user is touching the touchscreen layer 104 of the virtual window 100 (decision box 1014). If the user is touching the touchscreen layer 104 of the virtual window 100 (exit decision box 1014), core box 300 processes the touch by determining the coordinates of the touch (and any gestures) from the integrated touchscreen control module 106, and performs the associated operation or function (box 1016). Such a function may include, for example, displaying additional or different content in a display window on the virtual window 100, such as displaying stored video, HDMI input, streaming content, moving maps, etc.

[0094] This embodiment demonstrates a fully configured intelligent window system that seamlessly integrates traditional physical windows, virtual windows, external cameras, a central management system, and system connectivity to provide an immersive and dynamic passenger experience within the aircraft's club seat configuration.

[0095] Figure 5 The image depicts an aircraft sidewall with a conventional window configuration (installed inside the aircraft cabin) based on existing technology. Therefore, it does not have virtual windows.

[0096] Figures 6 to 8 The present invention presents an aircraft sidewall (which is installed inside the aircraft cabin) according to the present technology, some embodiments of which include at least one virtual window 100, and some embodiments of which have multiple virtual windows 100(1), 100(2): Figure 9 and Figure 10 The interior of an aircraft cabin according to this technology is presented, including a side wall with at least one virtual window and a club seating arrangement. Note: The club seating arrangement includes two seats and a table.

[0097] Figure 11 A top-down perspective view shows a virtual window integrated with the interior panels of the aircraft's sidewalls. Figure 11A A cross-sectional view is shown of an internal panel of a curved sidewall attached to an aircraft fuselage, which has a conventional cutout window extending through itself. The virtual window provides a curved rectangular viewing surface conforming to the curvature of the internal sidewall panel, such as... Figure 11A As shown, the curvature of the viewing surface matches the curvature of the window canopy portion of the sidewall panel. Specifically, the curved display viewing surface, from its top edge to its bottom edge (i.e., along its vertical length), curves away from the passenger's curvature or arch (in one embodiment, OLED display technology achieves this curved viewing surface shape). This curved shape conformally matches the curved profile of the recessed and outwardly (towards the fuselage) arched window canopy portion of the sidewall panel, as... Figure 11A As shown. This matching of the curved profile allows the curved viewing surface of the virtual window to visually appear to the passenger as a smaller viewing surface matching the scratch-resistant pane / transparent structure of the adjacent cutout window, which is also mounted in the same window canopy portion of the sidewall panel. The virtual window display is fixedly mounted to the sidewall panel from the rear (all mounting structures are hidden behind the display), so to the passenger, the curved display viewing surface of the virtual window optically appears as a single piece of transparent glass or acrylic pane pressed into the window canopy portion of the sidewall panel, with no gaps (or minimal gaps) between them, just like the adjacent window / scratch-resistant pane set in the associated window frame of the pressure seal / spacer and the adjacent cutout window structure, which provides a direct view of the real-world environment outside the aircraft through the sidewall panel window canopy and the aircraft fuselage.

[0098] While a preferred embodiment of the technology is to mount the virtual window on the sidewall, as shown in the presented text and figures, other embodiments can be envisioned within the same scope by applying the system and its functionality to virtual windows located on other internal components of the fuselage (including on the aircraft ceiling).

[0099] All patents and publications cited in this article are incorporated by reference as if explicitly stated.

[0100] While the invention has been described in conjunction with embodiments that are presently considered to be the most practical and preferred, it should be understood that the invention is not limited to the disclosed embodiments, but rather is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. An aircraft comprising: A first window, which provides a view from inside the aircraft, is formed by a first cut through the fuselage of the aircraft; A virtual window, providing a view from inside the aircraft, the virtual window including a display; and A processing circuit connected to the virtual window, the processing circuit controlling the virtual window to display a user interface with information content and cabin controls; The virtual window includes a touchscreen, and The virtual window is curved and conforms to the side wall panel inside the aircraft.

2. The aircraft according to claim 1, wherein, The information content and cabin controls include information such as destination time, external and internal temperatures, flight altitude, speed, wind conditions, and key cabin controls derived from the cabin management system and in-flight entertainment system.

3. The aircraft according to claim 1, wherein, The virtual window is a virtual simulation window, and the processing circuit controls the virtual simulation window to simulate a second window formed by a second cut through the fuselage of the aircraft.

4. The aircraft according to claim 1, wherein, The virtual window is positioned adjacent to the first window, and the processing circuitry is configured to control the virtual window to display portions of real-world objects that can be seen through the first window.

5. The aircraft of claim 4, further comprising a camera disposed on the aircraft, the camera capturing external images, and the processing circuitry controlling the virtual window to display images based on the images captured by the camera.

6. The aircraft according to claim 4, further comprising a graphics generator disposed on the aircraft, the graphics generator generating an image of an object visible through the first window, the processing circuit controlling the virtual window to display the image generated by the graphics generator.

7. The aircraft according to claim 6, wherein, The graphics generator generates images of objects and / or fields of view that can be captured by an external camera, and the processing circuit controls the virtual window to display the generated images of objects and / or fields of view.

8. The aircraft according to claim 1, wherein, The processing circuit includes a graphics generator that generates the user interface and overlays the user interface onto the virtual window.

9. The aircraft according to claim 1, wherein, The virtual window provides an active display area whose shape and size are designed to match the first window.

10. The aircraft according to claim 1, wherein, The structure of the virtual window is defined as not transparent, and the virtual window simulates transparency.

11. The aircraft according to claim 1, wherein, The virtual window is disposed on the side wall panel and located between the first window and the third window, wherein the third window provides a view from inside the aircraft, the third window is formed by a third cut through the fuselage of the aircraft, and the virtual window simulates the content that would normally be seen through the cut window between the first window and the third window.

12. For use in an aircraft, the aircraft including a first window and a virtual window, the first window providing a view from inside the aircraft through a first cutout through the aircraft fuselage, the virtual window including a display configured to provide a view from inside the aircraft, the view of the virtual window simulating an additional window formed by a further cutout through the aircraft fuselage.

13. The virtual window according to claim 12, wherein, The virtual window is configured to be adjacent to the first window settings to display objects seen through the first window.

14. The virtual window of claim 12, further comprising a camera disposed on the aircraft, the camera capturing external images, the virtual window being configured to display images based on the images captured by the camera.

15. The virtual window of claim 12, further comprising a graphics generator that generates an image of an object seen through the first window or captured by an external camera, the virtual window being configured to display the image generated by the graphics generator.

16. The virtual window according to claim 12, wherein, The virtual window displays an overlaid user interface.

17. The virtual window according to claim 12, wherein, The virtual window provides a display that simulates or mimics the content that can be seen through a second window formed by a second cutout through the fuselage of the aircraft.

18. The virtual window according to claim 12, wherein, The virtual window provides a display that simulates or mimics what can be seen through an external camera.

19. The virtual window according to claim 12, wherein, The virtual window includes a curved touchscreen that conforms to the sidewall panel inside the aircraft.

20. The virtual window according to claim 12, wherein, The virtual window is provided with a shape and size designed to match the active display area of ​​the first window.

21. The virtual window according to claim 12, wherein, The structure of the virtual window is defined as not transparent, and the virtual window simulates transparency.

22. The virtual window according to claim 12, wherein, The virtual window is configured to be positioned on a sidewall panel and located between the first window and the second window, the second window providing a view from inside the aircraft, the second window being formed by a second cutout through the aircraft fuselage, and the virtual window being configured to simulate the content that would normally be seen through a window between the first window and the second window.

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