Computer-implemented method for controlling an aircraft passenger seat region

Abstract

The invention relates to a computer-implemented method for controlling an aircraft passenger seat region (14, 16), wherein, in a method step (102), at least one passenger destination parameter is detected; in a determination method step (106), a flight time activity plan (210), which has at least one activity time window (212 - 232), is created at least from the passenger destination parameter and at least one flight parameter and / or destination parameter; and, in an adjustment method step (110), at least one preset is set up at the aircraft passenger seat region (14, 16) according to the flight time activity plan (210).

Description

[0001] Computer-implemented method for controlling an aircraft passenger seating area

[0002] State of the art

[0003] The invention relates to a computer-implemented method for controlling an aircraft passenger seating area.

[0004] A procedure for controlling an aircraft passenger seating area has already been proposed.

[0005] The object of the invention is, in particular, to provide a computer-implemented method for a generic device with advantageous properties regarding comfort and ease of use. This object is achieved according to the invention by the features of claim 1, while advantageous embodiments and further developments of the invention can be found in the dependent claims.

[0006] Advantages of the invention

[0007] According to the invention, a computer-implemented method for controlling an aircraft seating area is proposed, wherein in a method step at least one passenger destination parameter is recorded, and in a determination method step a flight time activity plan is created from at least the passenger destination parameter and at least one flight and / or destination parameter, which has at least one activity time window, and in a setting method step at least one presetting is preset on the aircraft seating area according to the flight time activity plan.

[0008] The term "passenger seating area" is understood to mean, in particular, an area in which at least one aircraft seat, preferably a single seat, or a seating unit consisting of at least two aircraft seats, is arranged and which is intended for the use of at least one passenger during a flight in an aircraft. The passenger seating area preferably includes further elements that can be used by a passenger, such as, in particular, a console, an ottoman, storage options, shelves, and / or entertainment devices. The passenger seating area is, in particular, designed as a section of a cabin, especially an aircraft cabin. A passenger seating area preferably adjoins at least one aisle section of the cabin. A passenger seating area is preferably at least partially formed by an aircraft seat module.The term "aircraft seat" is preferably understood to mean a seat designed to be mounted on a cabin floor within an aircraft cabin, allowing a passenger to sit during a flight. The aircraft seat comprises at least a seat base and a backrest connected to the seat base. The aircraft seat is preferably designed as a business class or first class aircraft seat. A "business class aircraft seat" or a "first class aircraft seat" is preferably understood to mean an aircraft seat with a corresponding passenger seating area, intended for a business class or first class section in an aircraft, and preferably capable of being reclined into a fully lie-flat position.The aircraft seats are preferably designed as full-flat aircraft seats that can be adjusted between a substantially upright sitting position and a reclining position, in which the aircraft seats form a substantially flat, preferably complete, lying surface. The aircraft seat is preferably designed as an economy aircraft seat or a premium economy aircraft seat.

[0009] A "passenger destination parameter" is defined as a parameter stored in an operating program that specifies the type and / or duration of a passenger's planned stay at the destination of a flight. A passenger destination parameter is preferably a predefined parameter that can be selected by the passenger in an input procedure step. Preferably, a passenger can select from different predefined passenger destination parameters in this input procedure step. For example, the passenger destination parameter could represent a business trip or a vacation. The passenger destination parameter could also represent, more generally, an arrival home. Preferably, the passenger destination parameter represents an activity planned by the passenger immediately after arrival at the destination.The passenger destination parameter can represent, for example, the activity "Working," "Sightseeing," "Driving," "Continuing Travel," or "Sleeping." In principle, other activities are also conceivable for which the passenger destination parameter could represent. A passenger destination parameter is preferably entered by a person, particularly a passenger, in an input procedure step. This input procedure step can preferably be carried out at the beginning of a flight, particularly after boarding the aircraft and preferably before takeoff. The input procedure step can be entered by a person, preferably a passenger, directly via an input unit of the aircraft seat, for example, via a touchscreen.Preferably, it is also conceivable that a person, in particular a passenger, enters a passenger destination parameter in an input procedure step at a time before a flight, for example, during booking, check-in, or while waiting at a gate. It would also be conceivable that a person, in particular a passenger, could perform an input step on a PED, for example, a smartphone. It would be conceivable that a passenger could enter the passenger destination parameter via a corresponding app on their smartphone that has an interface to the aircraft.

[0010] A "determination step" is defined as a process step in which an algorithm is used to determine a flight time activity plan from several input variables. A "flight parameter" is preferably defined as a parameter that represents a property of the current flight. Preferably, a flight parameter can represent the flight duration. Preferably, a flight parameter is determined as an input variable for calculating the flight time activity plan in the determination step. A "destination parameter" is preferably defined as a parameter that represents a property of the flight's destination. For example, the destination parameter could be an estimated time of arrival at the destination.Preferably, the destination parameter could be a time zone, a time difference from the departure time zone, the expected weather at the time of arrival, a sunset time, or a sunrise time. A "flight time activity plan" is preferably understood to be a time schedule for the duration of the flight, divided into different activity time windows. Preferably, different activity time windows are sequentially arranged in a flight time activity plan. Depending on the parameters used as inputs for determining the flight time activity plan, the different activity time windows can vary in their sequence, composition, and / or duration. Preferably, a flight time activity plan does not need to include all possible variations of an activity time window.An "activity time window" is preferably understood to be a proposed time window for a specific activity that a passenger can perform in the passenger seating area during a flight. An activity time window can be designed as a sleep activity window, during which a passenger can sleep in the passenger seating area. For this purpose, in the implementation of a sleep activity window, an aircraft seat can be reclined, the lighting in the passenger seating area can be dimmed or switched off, and a do-not-disturb signal in the passenger seating area can be activated. An activity time window can, for example, be designed as a work window, during which a passenger can work in the passenger seating area.

[0011] An activity window can be designed, for example, as a meal window, during which a passenger is served and can eat a meal. An activity window can be designed, for example, as a relaxation window, during which a passenger is encouraged to perform a relaxation exercise. Preferably, the correct execution of the relaxation exercise can be monitored during the relaxation window. An activity window can preferably be designed as a movement window, during which a passenger is encouraged to perform a movement exercise. Preferably, the correct execution of the movement exercise can be monitored during the movement window. An activity window can preferably be designed as an entertainment window, during which a passenger can use an entertainment system in the passenger seating area.An activity time window can preferably be configured as a TTL time window, set during a takeoff period and a landing period, in which an aircraft seat is preset to the upright position. A "setting procedure step" is preferably understood to be a procedure step in which various presets for the aircraft seat area are automatically preset on the passenger seat area according to the determined flight time activity plan. "Provided for" is understood to mean, in particular, specifically programmed, designed, and / or equipped. The fact that an object is provided for a specific function is understood to mean, in particular, that the object fulfills and / or executes this specific function in at least one application and / or operating state.An embodiment according to the invention allows for the advantageous creation of a particularly beneficial flight activity plan, which can be suggested to the passenger and directly implemented in corresponding presets for the passenger seating area. This enables a particularly simple and convenient adjustment of the passenger seating area with minimal input from the passenger. Furthermore, a flight activity plan can be advantageously tailored to the passenger's planned activities.

[0012] It is further proposed that the flight time activity schedule include at least one activity time window that can be adjusted by a passenger in an adjustment process step. "Adjustable by a passenger" preferably means that it can be modified by a passenger through input. Preferably, a passenger can change the length, start time, end time, and / or arrangement of an activity time window. This allows a passenger to advantageously adapt a proposed flight time activity schedule to their needs / preferences.

[0013] Furthermore, it is proposed that at least one passenger-specific parameter be considered in the determination process step for calculating the flight activity plan. A "passenger-specific parameter" is preferably understood to be a parameter that represents at least one characteristic of the passenger, such as age, gender, weight, or height. For example, a passenger-specific parameter can be entered by the passenger in an input process step. A weight and / or height parameter can preferably also be determined anonymously via a sensor mat unit. "Considered" preferably means incorporated into a calculation or determination, in particular of the flight activity plan. This allows the aircraft activity plan to be determined particularly advantageously.

[0014] It is further proposed that, prior to the start of an activity time window, the passenger should be shown the preset settings for the passenger seating area for that activity time window via a display unit. A "display unit" is preferably understood to be a screen unit. Preferably, the display unit is designed as a display and input unit, in particular as a touchscreen. This can advantageously increase passenger comfort.

[0015] Furthermore, it is proposed that the presets defined within an activity time window in the flight activity plan should only be executed after passenger approval. Passenger approval could preferably be given via an input device, such as a touchscreen display. Alternatively, approval could also be given by passively rejecting a process after a defined period. This would allow the flight activity plan to be executed particularly efficiently during a flight.

[0016] Furthermore, it is proposed that an alarm be automatically set at the end of an activity window designated as a sleep activity window in the flight activity schedule. This "alarm" could preferably be implemented by playing a sound, activating a light, generating a vibration, or increasing the temperature. This would significantly increase passenger comfort by eliminating the need for additional adjustments.

[0017] Furthermore, it is proposed that at the beginning of an activity window designated as a sleep activity window, the dimming of lighting in the passenger seating area be preset in the flight activity schedule. This allows a passenger seating area to be preset to be particularly advantageous for an activity window designated as a sleep activity window.

[0018] It is further proposed that, within an activity window designed as a relaxation or exercise window, a suggestion for a relaxation or exercise is issued to a passenger via an output unit, and a sensor signal from a sensor mat unit is evaluated to monitor the execution of the relaxation or exercise. A "sensor mat unit" is preferably understood to be a sensor unit with several sensor areas integrated into the aircraft seat, each containing a sensor element, preferably at least one pressure sensor element, capable of detecting pressure exerted on the aircraft seat by a passenger in the corresponding sensor area. Preferably, the sensor mat unit is designed to detect muscle contractions of a passenger in the corresponding sensor areas.For this purpose, a sensor signal from the sensor mat unit is evaluated, and corresponding changes in the measured pressure in the different sensor areas are analyzed. This allows an activity time window to be preset, particularly for the relaxation or activation of a passenger.

[0019] Furthermore, it is proposed that a sensor signal from a sensor mat unit be evaluated within an activity window designed as a sleep activity window to monitor a passenger's sleep phase. This could make an activity window designed as a sleep activity window advantageously designed.

[0020] Furthermore, it is proposed that within an activity window designed as a sleep activity window, a passenger's restlessness and / or insomnia can be detected by means of a sensor mat unit, and that a support process is then initiated. A "support process" can preferably be understood as an output to the passenger, for example via a display unit containing calming tips, or as a notification to cabin crew. This allows an activity window designed as a sleep activity window to be configured to be particularly advantageous for a passenger.

[0021] Furthermore, an aircraft seating device is proposed, comprising an aircraft seat module with at least one aircraft seat and a control unit designed for carrying out a computer-implemented method according to the invention. A "control unit" is preferably understood to be an electrical and / or electronic unit with at least one control electronics unit. In particular, "control electronics" is understood to be a unit with a processing unit and a storage unit, as well as with an operating, control, and / or regulation program stored in the storage unit, which is specifically designed to be executed by the processing unit. The control unit is preferably designed as a control unit for the aircraft seat, intended for controlling the aircraft seat.The control unit is preferably designed, among other things, to control an actuator unit by means of which the aircraft seat can be adjusted. Preferably, the control unit is designed to control and / or regulate all functions of the aircraft seat. Preferably, the control unit is also designed to control, in particular to evaluate, the sensor mat unit. The control unit preferably evaluates and processes the sensor signals output by the sensor mat unit. Preferably, the control unit is also designed to carry out the method according to the invention.Preferably, an operating program is executed on the control unit, which calculates a flight time activity plan with different activity time windows from the input variables, in particular the passenger destination parameter, from at least one flight and / or destination parameter, in particular by means of a calculation formula or an algorithm.

[0022] Furthermore, a computer program product and / or a computer program computing infrastructure, comprising instructions which, when a computer program is executed by a control unit, preferably an aircraft seat device, cause it to execute the steps of the method, in particular the computer-implemented method, is proposed.

[0023] The method according to the invention is not intended to be limited to the application and embodiment described above. In particular, the method according to the invention may, in order to achieve a functionality described herein, have a different number of individual elements, components and units than the number mentioned herein.

[0024] Drawings

[0025] Further advantages arise from the following drawing description. In the

[0026] The drawing illustrates an embodiment of the invention. The drawing, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0027] They show:

[0028] Fig. 1 shows a schematic representation of an aircraft which forms an aircraft cabin in which aircraft seating areas are arranged which are controlled by a method according to the invention.

[0029] Fig. 2 shows an exemplary representation of a part of an aircraft cabin with aircraft seating areas that can be controlled by means of the method according to the invention.

[0030] Fig. 3 shows a schematic view of an aircraft area with an aircraft seat in a seated position.

[0031] Fig. 4 shows a schematic view of an aircraft seating area with the aircraft seat in a reclining position.

[0032] Fig. 5 shows an exemplary representation on a display unit for the selection of a passenger destination parameter in an input procedure step.

[0033] Fig. 6 shows an exemplary representation on a display unit for a flight time activity plan during a flight.

[0034] Fig. 7 shows an exemplary representation of a division of a flight time activity plan into nine different activity time windows.

[0035] Fig. 8 shows another exemplary representation of a division of an exemplary flight time activity plan into eight activity time windows, and

[0036] Fig. 9 shows a schematic flowchart of a method according to the invention.

[0037] Description of the exemplary implementations

[0038] The figures show a passenger seating area 14, 16 according to the invention and a computer-implemented method according to the invention for controlling the passenger seating area 14, 16. Figure 1 schematically shows an aircraft 10 in which the passenger seating areas 14, 16 are arranged. The aircraft 10 is designed as a passenger aircraft, by means of which passengers are transported from a departure airport to a destination airport at a destination city. The aircraft 10 has an aircraft cabin 12. The aircraft cabin 12 is preferably divided into different cabin sections. The passenger seating areas 14, 16 according to the invention are preferably part of an aircraft seating arrangement according to the invention. The passenger seating areas 14, 16 according to the invention are arranged in the aircraft cabin 12. The aircraft seating arrangement is arranged in the aircraft cabin 12.The passenger seating areas 14, 16 are preferably configured as business class or first class passenger seating areas. The aircraft seating arrangement comprises several aircraft seat modules 18, 20, each forming at least a portion of a passenger seating area 14, 16. The aircraft seat modules 18, 20 are arranged one behind the other and form the two passenger seating areas 14, 16 arranged one behind the other. By way of example, only the two aircraft seat modules 18, 20 that form the two passenger seating areas 14, 16 are designated with reference numerals and described in more detail below. The remaining passenger seating areas can preferably be configured identically. A precise arrangement of the passenger seating areas 18, 20, as well as a precise design of the passenger seating areas 14, 16 and the aircraft seat modules 18, 20, is irrelevant for the implementation of the method according to the invention.The passenger seating areas 14, 16 and the corresponding aircraft seat modules 18, 20 are explained below only by way of example and serve only to illustrate the computer-implemented method according to the invention.

[0039] In the following, only the one passenger seating area 14 formed by the aircraft seat module 18 will be described in more detail. The passenger seating area 14 comprises an aircraft seat 22. The aircraft seat 22 is formed by the aircraft seat module 18. The aircraft seat 22 forms a seating area in which a passenger can sit during a flight. The aircraft seat 22 is designed as a business class or first class aircraft seat. The aircraft seat 22 is designed as a full-flat aircraft seat. The aircraft seat 22 can be adjusted between an upright sitting position and a reclining position. The aircraft seat 22 has a seat base 24, which forms a seating surface of the aircraft seat 22. The aircraft seat 22 has a backrest 26, which forms a backrest surface of the aircraft seat 22. The aircraft seat 22 preferably has a footrest 28, which is pivotably arranged at a front end of the seat base 24.The aircraft seat 22 preferably has an actuator unit (not shown) by which the backrest 26, the seat base 24, and the footrest 28 can be adjusted, in particular pivoted, relative to each other. This allows the aircraft seat 22 to be adjusted between its upright sitting position and its reclining position. In the reclining position, the backrest 26, the seat base 24, and the footrest 28 preferably form a flat lying surface of the aircraft seat 22.

[0040] The aircraft seat module 18 forms a console 30, which is arranged next to the aircraft seat 22. The console 30 is part of the passenger seating area 14 and can include functional units of the passenger seating area 14. The console can, for example, include a control element. The passenger seating area 14 has a display unit 32. The display unit 32 is preferably designed as a display and input unit. The display unit 32 is preferably designed as a touchscreen. The display unit 32 faces the aircraft seat 22. The display unit 32 is preferably arranged on the rear side of an aircraft seat module located in front of the aircraft seat 22. In principle, the positioning of the display unit 32 is irrelevant. The display unit 32 is advantageously arranged in an operating area that a passenger seated in the aircraft seat 22 can easily reach.In principle, it would also be conceivable, for example, that the display unit 32 is arranged in the area of ​​the console 30. The passenger seating area 14 has a control unit 34. The control unit 34 is preferably intended for controlling the elements of the passenger seating area 14. The control unit 34 is intended for controlling the aircraft seat 22, in particular for adjusting the aircraft seat 22. The control unit 34 is preferably intended for operating the display unit 32. Preferably, each passenger seating area 14, 16 has its own control unit 34. In principle, however, it would also be conceivable that several passenger seating areas are controlled by means of the same control unit. Furthermore, it would also be conceivable that all passenger seating areas 14, 16 in the aircraft cabin 12 are controlled by a central control unit.

[0041] Passenger seating area 14 includes a sensor mat unit 36. The sensor mat unit 36 ​​is integrated into the aircraft seat 22. The sensor mat unit 36 ​​is designed to detect pressure exerted on the aircraft seat 22 by a passenger seated in different areas of the aircraft seat 22. The sensor mat unit 36 ​​has several sensor areas 38, 40, 42, 44. Four sensor areas 38, 40, 42, 44 are shown here as an example in the aircraft seat 22. For example, two sensor areas 38, 40 are integrated into the backrest 26 and two sensor areas 42, 44 into the seat base 24. In principle, it would also be conceivable that the sensor mat unit 36 ​​has a different number of sensor areas 38, 40, 42, 44 and / or that the sensor areas 38, 40, 42, 44 are integrated into the backrest 26 and / or the seat base 24 in a different configuration.The sensor areas 38, 40, 42, 44 preferably each have at least one pressure sensor capable of measuring pressure exerted on the sensor area 38, 40, 42, 44 and / or a corresponding pressure profile. The sensor areas 38, 40, 42, 44 can detect pressure and / or pressure profiles in the corresponding areas of the aircraft seat 22. This allows, in a process step, particularly by means of the control unit 34, the determination of a passenger's movement and / or the tension of the passenger's muscles located in the sensor area 38, 40, 42, 44. The sensor mat unit 36 ​​is provided for detecting and monitoring a passenger's movement and / or muscle tension on the aircraft seat 22. Preferably, a massage device (not shown) is integrated into the backrest 26.The massage device preferably has several driveable massage elements which, in an operating state, massage a passenger sitting on aircraft seat 22.

[0042] The aircraft 10 preferably has a control unit 46, which is provided for controlling an aircraft cabin 12. Functions of the aircraft cabin 12 can preferably be controlled via the control unit 46.

[0043] Preferably, a display unit 48 is arranged in a crew area of ​​the aircraft cabin 12, via which flight personnel can receive information regarding the passenger seating areas 14, 16 of the aircraft cabin 12.

[0044] Figure 9 schematically shows a computer-implemented method 100 according to the invention for controlling the passenger seating area 14. The method 100 is preferably implemented on the control unit 34 of the passenger seating area 14. In principle, it is also conceivable that the method 100 is implemented on another control unit, for example, a control unit 46 of the aircraft 10. An operating program is stored on the control unit 34.

[0045] In a first process step 102, a passenger destination parameter is recorded. The passenger destination parameter represents the planned type and / or duration of the passenger's stay at a destination of the flight. The passenger destination parameter is preferably entered by a passenger in an input process step 104. Preferably, the passenger destination parameter is entered by the passenger after boarding at the passenger seating area 14, in particular via the input and display unit 32, which is designed as a touchscreen. In principle, it would also be conceivable for the passenger to enter the input process step 104, for example, at an earlier time, on a PED, such as their smartphone. The passenger destination parameter is processed in the first process step 102.If a passenger enters a destination parameter in passenger seating area 14, the first procedure step 102 corresponds to the input procedure step 104. Preferably, the passenger can select from various predefined destination parameters in the input procedure step 104. The predefined destination parameters are, for example, the activity "Work," the activity "Sightseeing," the activity "Sleeping," the activity "Visiting family or friends," or the activity "Driving." Preferably, in the first procedure step 102, the passenger is shown a multiple selection of predefined destination parameters, for example, via the display unit 32, from which the passenger can select a destination parameter.Figure 5 shows an example of a multiple selection of three predefined passenger destination parameters displayed on the display unit 32, each represented by a selection button 200, 202, 204. Further buttons 206 can be arranged below the selection areas 200, 202, 204, allowing a passenger to perform further customization steps.

[0046] In the first process step 102, at least one flight parameter is recorded. A flight parameter is preferably configured as the length of the pending flight. In process step 102, a destination parameter is recorded. The destination parameter is preferably configured as a local arrival time at the destination airport. The destination parameter could also represent another property of the flight's destination, such as a time zone. Preferably, in the first process step 102, at least one flight parameter, in particular a flight parameter configured as flight time, and one destination parameter, in particular a destination parameter configured as a local arrival time, are recorded. It is also conceivable, in principle, that a different number of flight and / or destination parameters are recorded in the first process step 102.The flight and / or destination parameters can be retrieved from an external source in procedure step 102. It is also conceivable that the flight and / or destination parameters are already stored on the control unit 34 of the passenger seating area 14 or the control unit 46 of the aircraft 10 before procedure step 102.

[0047] Procedure 100 includes a determination procedure step 106. Determination procedure step 106 follows the first procedure step 102 of procedure 100. In determination procedure step 106, a flight time activity plan is created from at least the passenger destination parameter and at least one flight and / or destination parameter. The flight and / or destination parameters, as well as the passenger destination parameter entered by the passenger, constitute input variables in determination procedure step 106. In determination procedure step 106, a flight time activity plan 210 is calculated based on the respective input variables of the flight and / or destination parameters and the passenger destination parameter. Specifically, a flight time activity plan 210 tailored to the passenger destination parameter is created based on the flight and / or destination parameters and the passenger destination parameter.The flight activity plan 210 is a proposed schedule for a passenger for the entire flight time 212 of the upcoming flight. Based on the flight and / or destination parameters, as well as the passenger destination parameter, a flight activity plan is generated that optimally prepares the passenger for the planned activity at the destination airport. Preferably, a flight activity plan 210 is generated based on the flight and / or destination parameters, as well as the passenger destination parameter, to minimize the passenger's jet lag. The flight activity plan 210 is automatically determined based on the flight and / or destination parameters, as well as the passenger destination parameter. The flight activity plan 210 can be generated for a passenger based on the flight and / or destination parameters, as well as the passenger destination parameter, without requiring extensive input from the passenger.Furthermore, the flight activity plan 210 can be created based on the flight and / or destination parameters as well as the passenger destination parameter according to the latest scientific findings.

[0048] Preferably, in the determination process step 106, at least one additional personal passenger parameter is taken into account to determine the flight activity plan 210. A personal passenger parameter can preferably be entered by the passenger themselves in the passenger seating area 14 or retrieved from an external source, such as a user database. A personal passenger parameter can, for example, be the passenger's age, gender, weight, or physical condition.

[0049] Flight activity plan 210 divides the flight time 212 of the upcoming flight into different segments. Flight activity plan 210 comprises several activity time windows 214, 216, 218, 220, 222, 224, 226, 228, 230, 232. Activity time window 214, 230, for example, can be configured as a TTL (Time To Live) activity window. Another activity time window 216, 226, for example, can be configured as a work window. Another activity time window 218, 224, for example, can be configured as a meal window. Another activity time window 220, 224, for example, can be configured as a relaxation or exercise window. Another activity time window 222, for example, can be configured as a sleep window.

[0050] Figure 7 shows an example of a flight activity schedule 210, which is divided into the nine activity time windows 214–230 described above. The flight activity schedule 210 shown in Figure 7 is designed for a passenger who has selected "Work" as the passenger destination parameter. Therefore, in the flight activity schedule 210 shown in Figure 7, a work activity time window 216 and a work activity window 226 are provided after the TTL activity time window 214 following takeoff, and another work activity time window 226 follows the sleep activity time window 222. Advantageously, the work activity time windows 216 and 226 can overlap with the corresponding activity time windows 218 and 224, which are designed as meal time windows. Figure 8 shows an example of an alternative flight activity schedule 210, which comprises only eight activity time windows 214–232.The flight activity plan 210, shown as an example in Figure 8, is designed for a passenger who has selected "Sightseeing" as the passenger destination parameter. The flight activity plan 210 shown in Figure 8 does not have an activity time window configured as a work window. Instead, the flight activity plan 210 shown in Figure 8 has an activity time window 232 configured as an entertainment time window, which is scheduled after the TTL activity time window 214 following takeoff.

[0051] The arrangement and length of the different activity time windows 214-232 for different flight activity plans 210 vary depending on the recorded flight parameter, destination parameter, passenger destination parameter, and / or personal passenger parameter. Preferably, an algorithm and / or calculation program is provided that determines the flight activity plan 210, and thus the arrangement and length of the different activity time windows 214-232, from the flight parameter, the destination parameter, the passenger destination parameter, and / or a personal passenger parameter. A corresponding flight activity plan 210 need not include every possible activity time window 214-232. Preferably, a computer model can be provided that adapts a flight activity plan 210 to the passenger based on adjustments made by a passenger to previous flight activity plans 210.

[0052] Procedure 100 includes an adjustment procedure step 108. Adjustment procedure step 108 follows determination procedure step 106. In adjustment procedure step 108, a passenger can adjust the flight activity plan 210. Adjustment procedure step 108 is optional. In adjustment procedure step 108, a passenger can change the arrangement and / or length of the previously determined activity time windows 214–232 in the flight activity plan 210. This allows the passenger to easily adapt the flight activity plan 210 to their needs. Adjustments made by the passenger to their flight activity plan 210 are preferably saved. Preferably, the changes made by the passenger to the flight activity plan 210, particularly to activity time windows 214–232, are stored in a personalized database.The saved changes are preferably used to calculate a future flight activity plan 210 in order to determine a flight activity plan 210 that is better tailored to the passenger. It would also be conceivable, in principle, to store the changes made to the flight activity plan 210 anonymously in a database. The anonymized changes to a flight activity plan 210 can preferably be used to train an AI system to improve the creation of future flight activity plans 210.

[0053] Procedure 100 includes a setup procedure step 110. Setup procedure step 110 follows the investigation procedure step 106. Setup procedure step 110 follows the adjustment procedure step 108. In setup procedure step 110, a presetting is carried out on passenger seating area 14 according to the flight time activity plan 210.Preferably, in setup procedure step 110, various presets are preset in the aircraft seating area 14, such as lighting of the aircraft seating area 14, dimming of lighting of the aircraft seating area 14, position of the aircraft seat 22, control of a "do not disturb" signal, display output indicating the start or end of a corresponding activity time window 214-232, execution of a recovery and / or training program, and / or setting of an alarm clock, according to the previously determined activity time windows 214-232 of the flight activity plan 210. The presets made in setup procedure step 110 in the passenger seating area 14 are intended to be executed when the corresponding time is reached during flight time 212.

[0054] Procedure 100 comprises an execution step 112. Execution step 112 is executed during the flight. Specifically, it is executed during flight time 212. In execution step 112, the flight time activity plan 210, previously determined in determination step 106 and / or adapted in adjustment step 108, is executed. Preferably, in execution step 112, the flight time activity plan 210 and a current time within the flight time activity plan 210 can be displayed to the passenger. The flight time activity plan 210 and / or the current time are preferably displayed via the display unit 32. Figure 6 shows an example of the flight time activity plan 210 and the current time being displayed via the display unit 32.

[0055] Preferably, in execution step 112, before the start of an activity time window 214-232, a display shows the activity time windows 216-232 that follow according to the flight time activity plan 210. Preferably, before the start of an activity time window 214-232, the display unit 32 outputs the preset settings of the passenger seating area 14 for the corresponding activity time window 214-232 to the passenger. This allows the passenger to be informed about the following proposed activity time window 214-232.

[0056] Preferably, the presets defined in the flight time activity plan 210 for activity time windows 214-232 are only executed after passenger approval. To this end, at a suitable time, particularly at or shortly before the start of an activity time window 214-232, the passenger is informed via display unit 32 about the impending implementation of the defined preset. The passenger must approve the implementation of the preset according to activity time window 214-232 by pressing a corresponding button on display unit 32. Preferably, the preset is only implemented after the passenger has given their approval. It would also be preferable for approval to be given by the passenger's failure to object.If a passenger does not object to an impending implementation of a preset within the activity time window 214 - 232 by entering a predefined time, for example 5 minutes, this will be implemented automatically.

[0057] At the beginning of activity window 222, which is designed as a sleep activity window, the lighting for passenger seating area 14 is dimmed as a preset in the flight activity schedule 210. Preferably, a gradual dimming of the lighting for passenger seating area 14 can be set. If a passenger consents to the execution of activity window 222, which is designed as a sleep activity window, the dimming of the lighting for passenger seating area 14 is carried out directly at the beginning of activity window 222. Preferably, the aircraft seat 22 is then also automatically moved from its sitting position to its reclining position.Preferably, calming sounds, preferably via headphones, can be emitted during the flight into the sleeping position and / or for a defined period at the beginning of the activity window 222, which is designed as a sleep activity window, and / or the passenger can be encouraged or guided to meditate, for example via the display unit 32. At the end of the activity window 222, which is designed as a sleep activity window, an alarm clock is automatically preset in the flight activity schedule 210. At the alarm time, a vibration of the massage unit and / or the activation of lighting in the aircraft seat area 14 can preferably be preset. Preferably, a sensor signal from a sensor mat unit 36 ​​is evaluated during the activity window 222, which is designed as a sleep activity window, to monitor a sleep phase of the passenger.If restlessness or insomnia is detected by the sensor mat unit 36, support is preferably initiated. For example, if restlessness or insomnia is detected, flight personnel can be notified, or a suitable notification can be displayed to the passenger on the display unit 32, suggesting solutions for their insomnia or restlessness.

[0058] During activity window 220, which is designed as a relaxation window, the passenger is shown a suggested relaxation exercise via display unit 32. This relaxation exercise can consist of a sequence of instructions for tensing or relaxing different muscle groups. A sensor signal from sensor mat unit 36 ​​is evaluated during activity window 220 to monitor whether the relaxation exercise is being performed. Correct execution of the relaxation exercise is verified during activity window 220 by evaluating the sensor signals from sensor mat unit 36. Information about the passenger's performance of the relaxation exercise, and suggestions for improvement, can be displayed via display unit 32.Equivalently, within an activity time window 224 designed as a movement time window, a suggestion for a movement exercise is displayed to a passenger via an output unit, and a sensor signal from a sensor mat unit 36 ​​is evaluated to monitor the execution of the movement exercise. The movement exercise can also be performed in a playful manner, as digital graphic elements on the seat's screen can be controlled depending on the tension in the left or right thighs or shoulder areas. For example, Pong or Tetris can be played, increasing motivation for and repetition of the exercise.

[0059] Preferably, a passenger seated in the aircraft seat can be massaged by the massage device during any activity time window 214-232, with the massage being monitored by means of a sensor signal from the sensor mat unit 36. Furthermore, data from the sensor mat unit 36 ​​are preferably stored for further processing, in particular for data collection and improvement of the aircraft seat device. Preferably, the data obtained by means of the sensor mat unit 36 ​​are recorded and stored, in particular for the purpose of improving the determination of a future flight activity plan 210.

[0060] Reference sign

[0061] 10 airplanes

[0062] 12 Aircraft cabin

[0063] 14 passenger seating area

[0064] 16 passenger seating area

[0065] 18 aircraft seat modules

[0066] 20 aircraft seat modules

[0067] 22 aircraft seats

[0068] 24 Seat floor

[0069] 26 Backrest

[0070] 28 Footrest

[0071] 30 console

[0072] 32 Display unit

[0073] 34 Control and regulating unit

[0074] 36 sensor mat units

[0075] 38 Sensor area

[0076] 40 sensor range

[0077] 42 Sensor area

[0078] 44 Sensor area

[0079] 46 Control and regulating unit

[0080] 48 display units

[0081] 100 procedures

[0082] 102 Procedure step

[0083] 104 Input procedure step

[0084] 106th step in the investigation procedure

[0085] 108 Adjustment procedure step Setting procedure step

[0086] Execution procedure step

[0087] Selection button

[0088] Selection button

[0089] Selection button

[0090] Selection button

[0091] Flight time activity plan

[0092] Flight time

[0093] Activity time window

[0094] Activity time window

[0095] Activity time window

[0096] Activity time window

[0097] Activity time window

[0098] Activity time window

[0099] Activity time window

[0100] Activity time window

[0101] Activity time window

Claims

Claims 1. Computer-implemented method for controlling a passenger seating area (14, 16), wherein in a procedure step (102) at least one passenger destination parameter is recorded and in a determination procedure step (106) a flight time activity plan (210) is created from at least the passenger destination parameter and at least one flight and / or destination parameter, which has at least one activity time window (212 - 232), and in a setting procedure step (110) at least one presetting is preset on the passenger seating area (14, 16) according to the flight time activity plan (210).

2. Computer-implemented method according to claim 1, characterized in that the flight time activity plan (210) comprises at least one activity time window (212 - 232) which can be adapted by a passenger in an adaptation process step (108).

3. Computer-implemented method according to claim 1 or 2, characterized in that at least one personal passenger parameter is taken into account in the determination method step (106) for determining the flight time activity plan (210).

4. Computer-implemented method according to one of the preceding claims, characterized in that, prior to the start of an activity time window (212 - 232), the presettings of the passenger seat area (14, 16) for the activity time window (212 - 232) are displayed to the passenger via a display unit (32).

5. Computer-implemented method according to one of the preceding claims, characterized in that the presets defined in an activity time window (212 - 232) in the flight time activity plan are only executed after approval by a passenger.

6. Computer-implemented method according to one of the preceding claims, characterized in that an alarm clock is automatically set at the end of an activity time window (222) designed as a sleep activity time window in the flight time activity plan (212).

7. Computer-implemented method according to one of the preceding claims, characterized in that at the beginning of an activity time window (222) designed as a sleep activity time window, a dimming of a lighting for the passenger seating area (14, 16) is set as a preset in the flight activity plan (210).

8. Computer-implemented method according to one of the preceding claims, characterized in that in an activity time window (220, 224) designed as a relaxation time window or movement time window, a suggestion for a relaxation exercise or for a movement exercise is issued to a passenger via an output unit (32) and a sensor signal from a sensor mat unit (36) is evaluated to monitor the execution of the relaxation exercise or the movement exercise.

9. Computer-implemented method according to one of the preceding claims, characterized in that in an activity time window (222) designed as a sleep activity time window, a sensor signal from a sensor mat unit (36) is evaluated to monitor a sleep phase of the passenger.

10. Computer-implemented method according to one of the preceding claims, characterized in that in an activity time window (222) designed as a sleep activity time window, restlessness and / or insomnia of a passenger can be detected by means of a sensor mat unit (36) and that a support process is initiated thereafter.

11. Aircraft seating device comprising an aircraft seat module (18, 20) having at least one aircraft seat (22), and a control unit (34) configured for carrying out a computer-implemented method (100) according to any one of claims 1 to 10.

12. Computer program product and / or computer program computing infrastructure comprising instructions which, when a computer program is executed by a control unit (34), preferably an aircraft seating device according to claim 11, cause it to execute the steps of the method, in particular the computer-implemented method according to any one of claims 1 to 10.

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