A method and system for controlling and monitoring landing lights based on the CAN bus

Abstract

The present invention relates to the technical field of bus control, and in particular to a method and system for controlling and monitoring landing lights based on the CAN bus. The method includes the following steps: establishing a lighting control node in the aircraft landing lighting system and using the CAN bus protocol to control the network connection between the lighting control node and the central control unit and perform local response control of the landing lights, generating a local response control instruction for the landing lights; starting the corresponding landing lights in the aircraft landing lighting system according to the local response control instruction for the landing lights and performing real-time monitoring and judgment analysis of the lighting conditions. If it is determined that the working state of the landing lights is the on state, uneven brightness control management is performed to execute the uneven brightness control work in the on state; if it is determined that the working state of the landing lights is the off state, lighting operation fault control management is performed to execute the fault adjustment control work in the off state. The present invention can improve the intelligent level of the landing lighting control system.

Description

Technical Field

[0001] The present invention relates to the technical field of bus control, and particularly to a method and system for controlling and monitoring landing lights based on a CAN bus. Background Art

[0002] Modern aircrafts increasingly rely on ground marking lights during the landing process. The landing light system plays an important role in ensuring flight safety, improving flight efficiency, and visibility. Landing lights are usually used to indicate the position, direction, heading of the runway, and landing instructions at different stages. Especially at night or under low visibility conditions, they provide important visual information for pilots. The control and monitoring technology based on the Controller Area Network (CAN) bus has gradually been applied to the aviation field. As an efficient and reliable communication protocol, the CAN bus has the advantages of high anti-interference ability, real-time data transmission, and strong system scalability. It can achieve efficient communication among multiple control nodes, connect each lighting module, sensor, and controller through the bus, and provide a unified control and monitoring platform. However, the existing landing light systems usually rely on the point-to-point hardwired control method, with poor system scalability, unable to conveniently increase the number of lights or control the unevenly lit landing lights, resulting in the inability to timely and accurately detect light failure problems. Summary of the Invention

[0003] Based on this, it is necessary for the present invention to provide a method and system for controlling and monitoring landing lights based on a CAN bus to solve at least one of the above technical problems.

[0004] To achieve the above object, a method for controlling and monitoring landing lights based on a CAN bus includes the following steps:

[0005] Step S1: Establish lighting control nodes in the aircraft landing light system and use the CAN bus protocol to establish a control network connection between the lighting control nodes and the central control unit to generate a CAN bus control network for landing lights; obtain the ground received landing instruction and aircraft landing environment data through the central control unit in the CAN bus control network for landing lights, and perform local response control of the landing lights on the lighting control nodes in the CAN bus control network for landing lights based on the ground received landing instruction and aircraft landing environment data to generate a local response control instruction for the landing lights;

[0006] Step S2: The lighting control node starts the corresponding landing lights in the aircraft landing light system according to the local response control instruction of the landing lights, and uses the sensor module embedded in the lighting control node to monitor the lighting conditions of the corresponding landing lights in real time, obtaining a real-time monitoring dataset of the landing light feedback conditions, including the working state of the landing lights, the brightness distribution of the landing lights, the current of the landing lights, and the voltage of the landing lights, and uploading them to the central control unit in the CAN bus control network of the landing lights;

[0007] Step S3: The central control unit is used to judge and analyze the working state of the landing lights. If it is determined that the working state of the landing lights is the on state, then based on the brightness distribution of the landing lights and using the CAN bus control network of the landing lights, uneven brightness control management is carried out on the corresponding landing lights, generating an uneven brightness control management instruction for the landing lights to perform the corresponding uneven brightness control work in the on state of the landing lights;

[0008] Step S4: If it is determined that the working state of the landing lights is the off state, then based on the current and voltage of the landing lights and using the CAN bus control network of the landing lights, lighting operation fault control management is carried out on the corresponding landing lights, generating a lighting operation fault control management instruction to perform the corresponding fault adjustment control work in the off state of the landing lights.

[0009] Further, step S1 includes the following steps:

[0010] Step S11: Lighting control nodes are established in the aircraft landing light system, and each lighting control node controls a corresponding group of landing lights in the aircraft landing light system;

[0011] Step S12: Obtain the real-time flight parameters of the aircraft landing and the aircraft landing light requirements, and based on the real-time flight parameters of the aircraft landing and the aircraft landing light requirements, use the embedded control algorithm to perform intelligent programming control on the lighting control nodes to generate aircraft landing adaptive lighting control logic nodes;

[0012] Step S13: Use the CAN bus protocol to connect each aircraft landing adaptive lighting control logic node with the central control unit to generate a CAN bus control network for the landing lights;

[0013] Step S14: The central control unit in the CAN bus control network of the landing lights obtains the ground received landing instruction and the aircraft landing environment data;

[0014] Step S15: Based on the ground received landing instruction and the aircraft landing environment data, perform local response control of the landing lights on the aircraft landing adaptive lighting control logic nodes in the CAN bus control network of the landing lights, generating a local response control instruction for the landing lights.

[0015] Further, step S15 includes the following steps:

[0016] Step S151: Obtain the corresponding aircraft landing process through ground reception of landing instructions, and perform communication delay response analysis on the communication process between the aircraft landing adaptive lighting control logic node and the ground within the landing lighting CAN bus control network based on the aircraft landing process, so as to generate the lighting control communication delay between the lighting control node and the ground;

[0017] Step S152: Obtain the landing lighting adjustment requirements, including the adjustment requirements for lighting brightness, color, and flashing frequency during aircraft landing;

[0018] Step S153: Obtain the external environmental weather changes and external aerial obstacles corresponding to each aircraft landing distribution position through aircraft landing environment data, and perform local environment adaptation evaluation calculation on the corresponding aircraft landing adaptive lighting control logic node within the landing lighting CAN bus control network based on the external environmental weather changes and external aerial obstacles corresponding to each aircraft landing distribution position and the lighting control communication delay between the lighting control node and the ground by using the landing lighting local environment adaptation calculation formula, so as to obtain the landing lighting local environment adaptation coefficient corresponding to the lighting control node at each distribution position;

[0019] Among them, the landing lighting local environment adaptation calculation formula is specifically:

[0020] ;

[0021] In the formula, is the landing lighting local environment adaptation coefficient corresponding to the lighting control node at the distribution position , is the abscissa of the distribution position, is the ordinate of the distribution position, is the vertical coordinate of the distribution position, is the lighting control communication delay between the lighting control node and the ground, is the time variable parameter, is the total number of landing lights within the lighting control node, is the th landing light within the lighting control node, and the lighting brightness intensity level corresponding to the distribution position and time , is the average brightness intensity level corresponding to the lighting control node at the distribution position and time , is the lighting control node at the distribution position and time The corresponding external environmental weather change metric is an exponential function is the sensitivity factor of the nth landing light to external aerial obstacles at the distribution location and time The corresponding external aerial obstacle distribution distance

[0022] Step S154: Based on the local environmental adaptation coefficient of the landing light corresponding to each distribution location of the lighting control node, perform local response control of the landing light on the corresponding aircraft landing adaptive lighting control logic node, and generate a local response control instruction for the landing light.

[0023] Furthermore, the communication delay response analysis of the communication process between the aircraft landing adaptive lighting control logic node in the landing light CAN bus control network and the ground based on the aircraft landing process in step S151 includes the following steps:

[0024] Monitor the lighting node response of the communication process between the aircraft landing adaptive lighting control logic node in the landing light CAN bus control network and the ground to obtain the communication response time of the landing light control node;

[0025] Obtain the current landing speed and landing azimuth of the aircraft through the aircraft landing process;

[0026] Based on the current landing speed and landing azimuth of the aircraft, perform communication delay response analysis on the communication response time of the landing light control node to generate the lighting control communication delay between the lighting control node and the ground.

[0027] Furthermore, step S2 includes the following steps:

[0028] Step S21: Through the lighting control node, start the landing lights in the corresponding local area within the aircraft landing lighting system according to the local response control instruction of the landing light, and use the working state sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring of the working state of the corresponding landing light to obtain the working state of the landing light, including the on state and the off state;

[0029] Step S22: Use the brightness sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring of the lighting brightness distribution of the corresponding landing light to obtain the lighting brightness distribution;

[0030] Step S23: Use the current sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring of the landing light current corresponding to the landing light, so as to obtain the landing light current;

[0031] Step S24: Use the voltage sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring of the landing light voltage corresponding to the landing light, so as to obtain the landing light voltage;

[0032] Step S25: Upload the landing light working state, landing light brightness distribution, landing light current, and landing light voltage to the central control unit in the landing light CAN bus control network.

[0033] Further, step S3 includes the following steps:

[0034] Step S31: Use the central control unit to judge and analyze the landing light working state. If it is determined that the landing light working state is the on state, obtain the landing light brightness distribution corresponding to the on-state space area of the landing light;

[0035] Step S32: Based on the landing light brightness distribution corresponding to the on-state space area, perform an unevenness evaluation calculation on the corresponding landing light to obtain the unevenness evaluation value corresponding to each landing light in the on-state space area;

[0036] Step S33: Compare and judge the unevenness evaluation value corresponding to each landing light in the on-state space area according to the preset unevenness threshold. If the unevenness evaluation value is greater than or equal to the preset unevenness threshold, determine that the corresponding landing light in the on-state space area is uneven in brightness; if the unevenness evaluation value is less than the preset unevenness threshold, determine that the corresponding landing light in the on-state space area is evenly bright;

[0037] Step S34: Use the landing light CAN bus control network to perform unevenness response control on the landing light determined to be uneven in brightness in the on-state space area to generate a landing light unevenness control management instruction;

[0038] Step S35: Apply the landing light unevenness control management instruction to the corresponding lighting control node to perform fine-grained correction management on the brightness of the corresponding landing light in the on-state space area, so as to execute the corresponding landing light on-state brightness unevenness control work.

[0039] Further, step S32 includes the following steps:

[0040] Step S321: Construct a lighting brightness field for the landing light brightness distribution corresponding to the on-state space area to generate an on-region landing light brightness distribution field;

[0041] Step S322: Obtain the spatial layout distribution positions and light projection angles corresponding to each landing light through the landing light brightness distribution field in the lighted area, and perform an analysis of the light brightness difference between the corresponding landing lights in the landing light brightness distribution field in the lighted area based on the spatial layout distribution positions corresponding to each landing light, so as to obtain the light brightness distribution difference corresponding to each landing light;

[0042] Step S323: Based on the light projection angles and the light brightness distribution differences corresponding to each landing light, use the light brightness non-uniformity evaluation calculation formula to perform a brightness non-uniformity evaluation calculation on the corresponding landing lights in the spatial area in the lighted state, so as to obtain the brightness non-uniformity evaluation values corresponding to each landing light in the spatial area in the lighted state.

[0043] Further, the light brightness non-uniformity evaluation calculation formula in Step S323 is specifically:

[0044] ;

[0045] In the formula, is the brightness non-uniformity evaluation value corresponding to the th landing light in the spatial area in the lighted state, is the total number of landing lights, is the area of the spatial area in the lighted state, is the light projection angle corresponding to the th landing light in the spatial area in the lighted state, is the horizontal angle corresponding to the th landing light in the spatial area in the lighted state, is the distance between the light source corresponding to the th landing light and the target area in the spatial area in the lighted state, is the landing light brightness distribution corresponding to the given angle and distance, is the average brightness corresponding to the spatial area in the lighted state, is the light brightness distribution difference corresponding to the th landing light in the spatial area in the lighted state, is the correction coefficient of the brightness non-uniformity evaluation value.

[0046] Further, Step S4 includes the following steps:

[0047] Step S41: If it is determined that the working state of the landing light is the off state, then perform a frequency domain conversion of the light signal fluctuations on the landing light current and the landing light voltage to generate a landing light current signal distribution waveform and a landing light voltage signal distribution waveform;

[0048] Step S42: Obtain the corresponding landing light resistance based on the landing light current and the landing light voltage, and calculate the power loss of the landing light circuit corresponding to the landing light based on the landing light current and the landing light resistance, so as to obtain the power loss of the landing light circuit;

[0049] Step S43: Analyze the time-sequential synchronous change trends of the landing light current signal distribution waveform, the landing light voltage signal distribution waveform, and the power loss of the landing light circuit, so as to obtain the change trend of the landing light current, the change trend of the landing light voltage, and the change trend of the landing light power loss;

[0050] Step S44: Based on the change trend of the landing light current, the change trend of the landing light voltage, and the change trend of the landing light power loss, perform fault identification and judgment analysis on the corresponding landing lights in the off state. If the change trend of the landing light current is decreasing, the change trend of the landing light voltage is increasing, and the change trend of the landing light power loss is increasing locally, then determine that the corresponding landing light has a poor contact fault; if the change trend of the landing light current is increasing rapidly, the change trend of the landing light voltage is dropping suddenly, and the change trend of the landing light power loss is rising sharply, then determine that the corresponding landing light has a short-circuit fault; if the change trend of the landing light current is increasing gradually, the change trend of the landing light voltage is dropping slightly, and the change trend of the landing light power loss is increasing gradually, then determine that the corresponding landing light has an overload fault; if the change trend of the landing light current rapidly drops to zero, the change trend of the landing light voltage shows a short-term instability, and the change trend of the landing light power loss rapidly drops to zero, then determine that the corresponding landing light has an open-circuit fault;

[0051] Step S45: Use the corresponding light control nodes in the landing light CAN bus control network to perform light operation fault control and management on the landing lights corresponding to the poor contact, short circuit, overload, and open-circuit faults, generate landing light operation fault control and management instructions, so as to execute the corresponding landing light off-state fault adjustment and control work.

[0052] Furthermore, the present invention also provides a CAN bus-based system for controlling and monitoring a landing light system, which is used to execute the above-mentioned CAN bus-based method for controlling and monitoring a landing light. The CAN bus-based system for controlling and monitoring a landing light includes:

[0053] The local control response module for landing lights is used to generate a CAN bus control network for landing lights by establishing light control nodes in the aircraft landing light system and using the CAN bus protocol to control the network connection between the light control nodes and the central control unit; obtain the ground received landing instruction and aircraft landing environment data through the central control unit in the CAN bus control network for landing lights, and perform local response control of landing lights on the light control nodes in the CAN bus control network for landing lights based on the ground received landing instruction and aircraft landing environment data, so as to generate local response control instructions for landing lights;

[0054] The real-time monitoring module for the response status of landing lights is used to start the corresponding landing lights in the aircraft landing light system through the light control nodes according to the local response control instructions for landing lights, and use the sensor module embedded in the light control nodes to perform real-time monitoring of the corresponding landing lights to obtain a real-time monitoring data set of the feedback status of landing lights, including the working state of landing lights, the brightness distribution of landing lights, the current of landing lights, and the voltage of landing lights, and upload them to the central control unit in the CAN bus control network for landing lights;

[0055] The control and management module for uneven brightness in the on state is used to judge and analyze the working state of landing lights by using the central control unit. If it is determined that the working state of landing lights is the on state, then based on the brightness distribution of landing lights and using the CAN bus control network for landing lights, perform control and management of uneven brightness for the corresponding landing lights, generate control and management instructions for uneven brightness of landing lights, so as to execute the corresponding control work for uneven brightness in the on state of landing lights;

[0056] The control and management module for operation faults in the off state is used to, if it is determined that the working state of landing lights is the off state, then based on the current of landing lights and the voltage of landing lights and using the CAN bus control network for landing lights, perform control and management of light operation faults for the corresponding landing lights, generate control and management instructions for operation faults of landing lights, so as to execute the corresponding fault adjustment control work for the off state of landing lights.

[0057] The beneficial effects of the present invention:

[0058] 1. The method for controlling and monitoring landing lights based on the CAN bus proposed by the present invention, compared with the prior art, the beneficial effects of the present application are as follows: by establishing lighting control nodes in the aircraft landing light system and connecting the lighting control nodes to the central control unit using the CAN bus protocol, a highly integrated landing light CAN bus control network is formed. The greatest advantage of this network architecture lies in its efficient distributed control ability, enabling multiple lighting control nodes to respond in real time to instructions from the central control unit, achieving precise control of the lighting system, and facilitating the convenient increase in the number of landing lights. By integrating ground received landing instructions and aircraft landing environment data, the central control unit can obtain flight status information in real time and accurately judge the landing conditions. This precise data flow enables the landing light control system to dynamically adjust according to the real-time flight status, thereby providing highly adaptable landing light support. Based on these instructions, the lighting control nodes can accurately adjust the working status and response degree of each light, providing clear and stable visual guidance for the pilot and ensuring a safe landing. This networked control system can significantly improve the response speed, reliability, and operation flexibility of the lighting system, which is incomparable to traditional landing light control systems. Secondly, through the sensor module embedded in the lighting control node, key parameters such as the working status, brightness distribution, current, and voltage of the landing lights can be monitored and fed back in real time. The introduction of this real-time monitoring function provides an important guarantee for the stability and reliability of the entire landing light system. When the lighting control node executes local response control instructions, it can not only activate the specified landing lights but also synchronously monitor the operating conditions of the lights during the execution process. Through the feedback of the sensor module, the central control unit can obtain real-time feedback on data such as light brightness, current, and voltage, providing data support for subsequent fault diagnosis, maintenance, and adjustment. If there are problems such as uneven brightness or abnormal circuit faults in the lights, it can immediately respond and issue corresponding adjustment instructions. The real-time monitoring of the lights not only enhances the maintainability of the lighting control system but also improves its adaptability to changes in the external environment during flight missions. Especially in complex flight and weather conditions, the lighting system can quickly adjust and provide stable landing support, thereby greatly enhancing flight safety.Then, through the precise judgment of the working state of the landing lights and the control management of uneven brightness, the central control unit can judge the working state of the landing lights, and can timely identify whether there is a problem of uneven light brightness distribution. Once uneven brightness is detected, corresponding control instructions can be sent through the CAN bus network to ensure that the brightness distribution of each light is consistent, preventing the pilot's landing line of sight from being affected due to insufficient brightness of a certain light. For the pilot, the brightness uniformity of the landing lights is crucial, which directly affects the pilot's judgment and landing safety. Through this step, the blind area caused by uneven lights during the flight can be effectively avoided, ensuring that the guiding effect of the lights remains stable throughout the flight. Especially at night or in low visibility environments, uneven light brightness poses a great risk to the pilot's judgment, and the control management of this step can minimize this risk, thus enabling better control of the landing lights with uneven brightness. Finally, through the monitoring of the working state of the landing lights, faults during the operation of the lights can be detected in real time when the lights should be turned on but are turned off due to faults, and fault adjustment control can be carried out. The introduction of this step enables the system to have the ability of fault self-diagnosis and fault recovery. Once the system detects abnormal light current or voltage, adjustment instructions can be issued based on the type of fault to perform appropriate fault management on the lights. This real-time fault detection and response mechanism greatly improves the reliability of the landing light system. Especially in complex flight missions or extreme weather conditions, the rapid detection and repair of faults are crucial for ensuring a safe landing. This can automatically adjust the light fault state, avoid delays in manual operations, and still provide backup light guidance in case of faults, ensuring that the pilot can successfully complete the landing operation, avoiding over-inspection and blind replacement in the traditional maintenance mode, and thus being able to timely and accurately detect light fault problems, making the landing light control system more intelligent and automated, and greatly enhancing the safety and maintainability of the system.

[0059] 2. The CAN bus-based system for controlling and monitoring the landing light system proposed by the present invention is generally composed of a local control response module for landing lights, a real-time monitoring module for the response status of landing lights, a control management module for uneven brightness in the on state, and a control management module for operation faults in the off state, and can implement any of the CAN bus-based methods for controlling and monitoring landing lights described in the present invention. It is used to realize the CAN bus-based method for controlling and monitoring landing lights through the operation between computer programs running on each module. The internal structure of the system cooperates with each other, which can greatly reduce repetitive work and manpower input, and can quickly and effectively provide a more accurate and efficient CAN bus-based process for controlling and monitoring landing lights, thus simplifying the operation process of the CAN bus-based system for controlling and monitoring landing lights. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non - restrictive embodiments read in conjunction with the accompanying drawings:

[0061] Figure 1 FIG. is a schematic flow chart of the steps of a method for controlling and monitoring landing lights based on the CAN bus according to the present invention;

[0062] Figure 2 is Figure 1 a detailed schematic flow chart of step S1 in Specific embodiments

[0063] The technical method of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. All other embodiments obtained by those skilled in the art within the scope of the present invention without creative work based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0064] To achieve the above - mentioned purpose, please refer to Figures 1 to 2 , the present invention provides a method for controlling and monitoring landing lights based on the CAN bus. In the embodiments of the present invention, please refer to Figure 1 shown in FIG., which is a schematic flow chart of the steps of a method for controlling and monitoring landing lights based on the CAN bus according to the present invention. In this example, the method for controlling and monitoring landing lights based on the CAN bus includes the following steps:

[0065] Step S1: Establish a lighting control node in the aircraft landing lighting system and use the CAN bus protocol to control the network connection between the lighting control node and the central control unit to generate a CAN bus control network for landing lights; obtain the ground - received landing instruction and aircraft landing environment data through the central control unit in the CAN bus control network for landing lights, and perform local response control of the landing lights on the lighting control nodes in the CAN bus control network for landing lights based on the ground - received landing instruction and aircraft landing environment data to generate a local response control instruction for the landing lights;

[0066] In an embodiment of the present invention, by establishing lighting control nodes within the aircraft landing lighting system, each lighting control node is responsible for controlling the landing lighting system in a specific area, usually a group of lights, including runway edge lights, approach lights, etc., and connecting each lighting control node to the central control unit through the CAN bus protocol to establish an efficient data communication network. The CAN bus protocol is a multi-master and anti-interference communication protocol, suitable for applications in systems such as aircraft that have extremely high requirements for safety and real-time performance. In this step, each lighting control node is connected to the central control unit through the CAN bus. The central control unit is responsible for coordinating the communication between nodes to ensure that all subsystems of the lighting system can correctly receive control commands. The CAN bus protocol can effectively reduce communication latency and improve the stability of data transmission. Through the CAN bus, the central control unit can transmit flight parameters, environmental data, and control instructions to each lighting node in real time to ensure the precise adjustment of the landing lighting system, thereby connecting to generate a CAN bus control network for landing lights. The control of landing lights not only depends on real-time flight parameters during the flight but also needs to be adjusted according to the instructions of the ground control system and environmental data. In this step, the ground control system transmits the landing instructions, including course adjustment, lighting requirements, etc., to the aircraft through wireless communication or other data transmission methods. Based on the current landing position, speed, and predetermined landing mode of the aircraft, the ground control unit can generate lighting adjustment requirements according to these instructions. At the same time, sensors on the aircraft (such as wind speed sensors, runway condition sensors, etc.) provide real-time environmental data. The central control unit receives this data through the CAN bus, comprehensively considers flight parameters and environmental data to adjust the lighting system, and further analyzes and generates lighting control logic according to the landing instructions received on the ground and the environmental data of the aircraft. Specifically, based on the current flight state (such as flight altitude, speed) and environmental data (such as weather conditions, runway surface conditions, etc.), the central control unit decides whether local response control of the landing lights is required. For example, when the aircraft enters a specific landing stage and under low visibility or adverse weather conditions, the system will increase the brightness of lights in certain areas to ensure visual guidance for the pilot. The local response control instructions for the landing lights will be sent to each lighting control node through the CAN bus network, and the nodes will adjust the lighting status of this area according to these instructions to ensure that the lighting system adapts to changes in the actual environment, and finally generate local response control instructions for the landing lights.

[0067] Step S2: The lighting control node starts the corresponding landing lights in the aircraft landing light system according to the local response control instruction for the landing lights, and uses the sensor module embedded in the lighting control node to monitor the lighting conditions of the corresponding landing lights in real time, obtaining a real-time monitoring data set of the landing light feedback conditions, including the working state of the landing lights, the brightness distribution of the landing lights, the current of the landing lights, and the voltage of the landing lights, and uploading them to the central control unit in the CAN bus control network of the landing lights;

[0068] In the embodiment of the present invention, the lighting control node starts the landing lights in the corresponding local area in the aircraft landing light system according to the received local response control instruction for the landing lights, and uses the working state sensing and monitoring sub-block embedded in the lighting control node to monitor the on / off state of each landing light in real time. In this process, the on state of the light is "1", indicating that the light is on; the off state is "0", indicating that the light is off, so as to obtain the working state of the landing lights. The brightness sensing and monitoring sub-block embedded in the lighting control node is responsible for monitoring the brightness distribution of the corresponding landing lights in real time. The sensing sub-block measures the brightness of the light in the specified area through a photoelectric sensor and transmits the detected brightness data to the lighting control node to accurately calculate the brightness distribution of each light, so as to obtain the brightness distribution of the landing lights. At the same time, the current sensing and monitoring sub-block in the lighting control node integrates a current sensor to monitor the current state of each landing light in real time, and the current value provided by each current sensor is real-time fed back to the lighting control node, so as to obtain the current of the landing lights. The voltage sensing and monitoring sub-block in the lighting control node is also responsible for monitoring the voltage of the landing lights in real time. The sub-block obtains voltage data through a voltage sensor connected to the lighting circuit and transmits it to the lighting control node. The sensor can accurately sense the voltage level of each landing light, so as to obtain the voltage of the landing lights. Then, by uploading the working state, brightness distribution, current, and voltage data of the landing lights obtained by the previous real-time monitoring to the CAN bus control network of the landing lights in real time, the lighting control node transmits the collected monitoring data to the central control unit through the built-in communication module. The data transmission uses the standardized CAN bus protocol to ensure the efficient transmission and accuracy of the data.

[0069] Step S3: The central control unit is used to judge and analyze the working state of the landing lights. If it is determined that the working state of the landing lights is the on state, then based on the brightness distribution of the landing lights and using the CAN bus control network of the landing lights, brightness uneven control management is performed on the corresponding landing lights, generating a brightness uneven control management instruction for the landing lights to execute the corresponding brightness uneven control work in the on state of the landing lights;

[0070] In an embodiment of the present invention, the central control unit obtains the working state of the landing light system, and in particular analyzes the on / off state of each group of lights. Specifically, the central control unit obtains the working data of the light module through the CAN bus connected to the landing light control system. If it is detected that the landing lights are in the on state, the control unit further determines the spatial area in the on state and collects the brightness distribution of the landing lights in this spatial area. Based on the previously obtained brightness distribution data of the landing lights, an evaluation calculation of the brightness non-uniformity of the corresponding landing lights is performed. The specific method is as follows: First, statistical analysis is performed on the brightness data within the spatial area where each on landing light is located. By calculating the brightness values of each landing light in this area and comparing them with the ideal brightness distribution, the brightness non-uniformity of each light is evaluated. This brightness non-uniformity value reflects the degree of brightness difference of a certain light relative to other lights. Then, the brightness non-uniformity evaluation values of all lights are compared with a preset brightness non-uniformity threshold to determine which lights have a brightness non-uniformity greater than or equal to the preset threshold. If the brightness non-uniformity evaluation value of a certain landing light reaches or exceeds the preset threshold, the light is determined to have non-uniform brightness, and the spatial area corresponding to this light is used as the target area to be adjusted. If the brightness non-uniformity evaluation value of a certain light is lower than the preset brightness threshold, the light is regarded as having uniform brightness, and the system does not perform further processing. At the same time, through the CAN bus control network, a brightness non-uniformity response control is performed on the identified landing lights with non-uniform brightness. Specifically, when a certain landing light is determined to have non-uniform brightness, the system generates a brightness non-uniformity control management instruction, which includes the light identifier to be adjusted, the target brightness value to be adjusted, and the execution method of the adjustment. The control instruction is transmitted to each light control node through the CAN bus, and the brightness adjustment of the light is realized through the control unit on the node, so that the lights with non-uniform brightness are as close as possible to the brightness level of the surrounding lights, thereby responding to the generation of the landing light brightness non-uniformity control management instruction. The light control node that receives the brightness non-uniformity control management instruction will perform a fine-grained correction of the brightness of the corresponding landing light according to this instruction. The specific operation is as follows: After receiving the instruction, the light control node first reads the current brightness value of each landing light, and then, through the dimming module inside the control node, adjusts the brightness of the light according to the target brightness value in the instruction. This adjustment process can be carried out by changing the current intensity of the light, adjusting the light emission intensity, or through PWM (pulse width modulation) control, etc. Each control node will perform a fine-grained correction according to different requirements to ensure that after the adjustment, the brightness of this light reaches the predetermined target value and is as consistent as possible with the brightness of the surrounding lights, thereby eliminating the phenomenon of non-uniform brightness and finally achieving the goal of uniform brightness.

[0071] Step S4: If it is determined that the landing light working state is the off state, then based on the landing light current and the landing light voltage, and using the landing light CAN bus control network, perform light operation fault control management on the corresponding landing light, generate a landing light operation fault control management instruction, so as to execute the corresponding landing light off-state fault adjustment control work.

[0072] In an embodiment of the present invention, by determining that the operating state of the landing light is the off state, this operation reads the state of the landing light control system to confirm whether the landing light that should be in the on state is in the off mode. Once confirmed, next, perform a fluctuating frequency-domain conversion on the corresponding landing light current and voltage signals to obtain the landing light current signal distribution waveform and the voltage signal distribution waveform, and calculate the landing light resistance based on the collected current signal and voltage signal. This calculation is achieved through Ohm's law, that is, using the resistance formula R = V / I, where R is the landing light resistance, V is the voltage, and I is the current. According to the real-time data of the landing light current and voltage signals, the automatic calculation of this formula can be realized in software. Specifically, first divide the current and voltage signals into time windows, select a suitable time interval for data calculation, and obtain the current and voltage values at each time point in real time, and calculate the resistance value at each time point. On this basis, further calculate the power loss of the lighting circuit using the landing light current and resistance values. The power loss can be calculated through the formula P = I^2xR, where P is the power loss, and obtain the corresponding power loss value at each time point. And through the trend analysis of the synchronous change of the time series of the previously analyzed landing light current signal distribution waveform, voltage signal distribution waveform, and power loss signal, first, it is necessary to ensure the alignment of the current signal, voltage signal, and power loss data on the time axis for multi-dimensional trend analysis. This step is achieved by using high-precision clock synchronization technology during data acquisition to ensure that the timestamps of each signal are consistent. Next, use data processing software (such as the SciPy library in MATLAB or Python) to perform trend analysis on the time series data of each signal to identify the change characteristics of the current, voltage, and power loss over a period of time. At the same time, according to the current change trend, voltage change trend, and power loss change trend, perform fault identification and judgment on the corresponding landing lights in the off state. According to the previous trend analysis results, use the method of rule determination to classify different fault types. Specifically, first perform a comparative analysis on the change trends of the current, voltage, and power loss of each light: if the current change trend is decreasing, the voltage change trend is increasing, and the change trend of the power loss is locally increasing, it can be determined as a poor contact fault; if the current surges rapidly, the voltage drops suddenly, and the power loss rises sharply, it is a short circuit fault; if the current gradually increases, the voltage drops slightly, and the power loss gradually rises, it should be an overload fault; if the current quickly drops to zero, the voltage shows a short-term instability and the power loss quickly drops to zero, it can be judged as an open circuit fault, ensuring that potential landing light fault types can be detected and processed in a timely manner.Then, communicate with the lighting control nodes through the CAN bus control network based on the landing light fault identification results, and perform corresponding fault control management operations. First of all, as a high-speed and reliable communication method, the CAN bus control network can transmit fault information in real time. Through the CAN protocol, the fault type (poor contact, short circuit, overload or open circuit) and its specific parameters can be transmitted to the corresponding control nodes. According to the received fault information, the control nodes generate corresponding landing light operation fault control management instructions, such as turning off the faulty lights, restarting the lighting circuit or switching to the backup circuit, etc. The fault adjustment instructions will be sent back to the corresponding lighting control module through the CAN bus to execute the fault control task. Each lighting control node should have the ability to handle fault management and be able to respond quickly according to the control instructions. The processing time and response speed of the fault management instructions should meet the requirements of aviation or other high-reliability requirements to ensure the normal operation of the landing light system and make necessary adjustments and repairs in a timely manner. Finally, perform the corresponding landing light off-state fault adjustment control work.

[0073] Further, as an embodiment of the present invention, refer to Figure 2 shown in Figure 1 is the detailed step flow schematic diagram of step S1 in

[0074] Step S11: Establish lighting control nodes in the aircraft landing light system, where each lighting control node controls a corresponding group of landing lights in the aircraft landing light system;

[0075] In the embodiment of the present invention, establishing lighting control nodes in the aircraft landing light system is the basis for realizing intelligent control. Each lighting control node is responsible for controlling the landing light system in a specific area, usually a group of lights, including runway edge lights, approach lights, etc. In order to ensure the precise control of the lights, an embedded controller needs to be connected to each lighting node. This controller has the ability of real-time response and automatic adjustment. The controller in each node can obtain and process control signals through the connection with the lighting hardware interface, including lighting brightness, switch status and fault detection. The embedded controllers of each node are usually integrated in the lighting circuit board and communicate with other nodes through electrical connections to ensure the coordinated operation of the entire landing light system and realize the precise control and management of each light.

[0076] Step S12: Obtain the real-time flight parameters of the aircraft landing and the aircraft landing light requirements, and use the embedded control algorithm to perform intelligent programming control on the lighting control nodes based on the real-time flight parameters of the aircraft landing and the aircraft landing light requirements, so as to generate an aircraft landing adaptive lighting control logic node;

[0077] In the embodiment of the present invention, by acquiring the real-time flight parameters and lighting requirement information during aircraft landing, a data interaction mechanism between the aircraft navigation system and the landing lighting control node is adopted. Specifically, the flight control system of the aircraft acquires the flight parameters during the landing process in real time through the flight sensors of the aircraft (such as altitude sensors, speed sensors, heading sensors, etc.). These parameters include information such as the altitude, speed, and angle of the aircraft. At the same time, based on the current flight state, the flight control system calculates the requirements for the landing lighting system, such as whether to brighten the lights, change the color of the lights, or turn on the lights in a specific area. Based on these real-time parameters and requirements, embedded control algorithms (such as fuzzy control algorithms, PID control algorithms, etc.) are used to intelligently program and control the lighting control node. The algorithm dynamically adjusts the operation logic of the lights according to the flight parameters and lighting requirements, generating an adaptive landing lighting control logic node. The embedded control algorithm needs to have the capabilities of fast calculation and real-time response to ensure that the lighting system can respond in a timely manner during the aircraft landing process, and finally generate an aircraft landing adaptive lighting control logic node.

[0078] Step S13: Use the CAN bus protocol to connect each aircraft landing adaptive lighting control logic node and the central control unit to form a CAN bus control network for landing lights;

[0079] In the embodiment of the present invention, by connecting each aircraft landing adaptive lighting control logic node and the central control unit through the CAN bus protocol, an efficient data communication network is established. The CAN bus protocol is a multi-master and anti-interference communication protocol, which is suitable for systems such as aircraft that have extremely high requirements for safety and real-time performance. In this step, each lighting control node is connected to the central control unit through the CAN bus. The central control unit is responsible for coordinating the communication between the nodes to ensure that all subsystems of the lighting system can correctly receive control commands. The CAN bus protocol can effectively reduce communication latency and improve the stability of data transmission. Through the CAN bus, the central control unit can transmit flight parameters, environmental data, and control instructions to each lighting node in real time to ensure the precise adjustment of the landing lighting system, and finally connect to form a CAN bus control network for landing lights.

[0080] Step S14: Obtain the ground receiving landing instruction and aircraft landing environment data through the central control unit in the CAN bus control network for landing lights;

[0081] In the embodiments of the present invention, the control of the landing lights not only depends on the real-time flight parameters during the flight, but also needs to be adjusted according to the instructions of the ground control system and environmental data. In this step, the ground control system transmits the landing instructions to the aircraft through wireless communication or other data transmission methods. The landing instructions include course adjustment, lighting requirements, etc. According to the current landing position, speed and predetermined landing mode of the aircraft, the ground control unit can generate lighting adjustment requirements based on these instructions. At the same time, sensors on the aircraft (such as wind speed sensors, runway condition sensors, etc.) provide real-time environmental data. The central control unit receives this data through the CAN bus, and comprehensively considers the flight parameters and environmental data to adjust the lighting system. The central control unit analyzes and formulates corresponding lighting response strategies using the instructions and data received through the CAN bus network, controls the corresponding lighting nodes to turn on, off or adjust the brightness, etc., and finally obtains the ground-received landing instructions and the aircraft landing environmental data.

[0082] Step S15: Based on the ground-received landing instructions and the aircraft landing environmental data, perform local response control on the aircraft landing adaptive lighting control logic nodes in the landing lights CAN bus control network to generate local response control instructions for the landing lights.

[0083] In the embodiments of the present invention, based on the landing instructions received from the ground and the environmental data of the aircraft, the central control unit further analyzes and generates lighting control logic. Specifically, based on the current flight state (such as flight altitude, speed) and environmental data (such as weather conditions, runway surface conditions, etc.), the central control unit decides whether local response control of the landing lights is required. For example, when the aircraft enters a specific landing stage and under low visibility or adverse weather conditions, the system will increase the brightness of the lights in certain areas to ensure visual guidance for the pilot. The local response control instructions for the landing lights will be sent to each lighting control node through the CAN bus network, and the nodes adjust the lighting status of this area according to these instructions. These control instructions are not limited to changes in brightness, but also involve controls such as turning the lights on and off, color transformation, etc., to ensure that the lighting system adapts to changes in the actual environment and improve landing safety, and finally generate local response control instructions for the landing lights.

[0084] Further, step S15 includes the following steps:

[0085] Step S151: Obtain the corresponding aircraft landing process through the ground-received landing instructions, and perform communication delay response analysis on the communication process between the aircraft landing adaptive lighting control logic nodes and the ground in the landing lights CAN bus control network based on the aircraft landing process to generate the lighting control communication delay between the lighting control node and the ground;

[0086] In an embodiment of the present invention, a ground system receives a landing instruction of an aircraft. This instruction is usually issued by an air traffic control system based on the current flight state of the aircraft and the target landing runway information. The landing instruction contains information such as the expected landing time, position, and speed of the aircraft. After receiving the landing instruction, an aircraft landing process is generated according to the flight state and landing trajectory of the aircraft. This process contains the positioning information of each key time point during the landing process of the aircraft and the parameters of the landing path. Subsequently, based on the aircraft landing process, a communication delay response analysis of the landing light CAN bus control network is carried out. Specifically, the lighting control system sends control instructions to the aircraft landing adaptive lighting control logic node through the CAN bus. In order to analyze the delay, it is necessary to record the time when each node receives the instruction sent from the ground until it reaches the lighting control node. The delay analysis not only needs to consider the physical distance of data transmission, but also factors such as network load and system processing time. By establishing a mathematical model to quantify these influencing factors, the lighting control communication delay between the lighting control node and the ground is finally generated.

[0087] Step S152: Obtain the landing light adjustment requirements, including the adjustment requirements for the light brightness, color, and flashing frequency when the aircraft lands;

[0088] In an embodiment of the present invention, the acquisition of the landing light adjustment requirements needs to be adjusted according to the landing requirements of the aircraft and external environmental conditions. When the aircraft lands, the lighting system usually needs to provide different brightness, colors, and flashing frequencies to ensure that the pilot can clearly identify the landing area. Specifically, the aircraft's sensors and flight control system are used to obtain real-time data such as the altitude, speed, and heading of the aircraft, and the adjustment requirements of the lights are determined in combination with the pilot's input (such as the selection of the landing mode). For example, when the aircraft is at low altitude and approaching landing, the brightness requirement should be dynamically adjusted according to the change in the distance between the aircraft and the runway. Usually, the closer the aircraft is to the runway, the higher the light brightness, ensuring sufficient visual distance for the pilot. At the same time, the color adjustment requirements are set according to different landing modes. For example, if the aircraft is in an emergency landing state, red or orange lights need to flash to alert the ground or other aircraft. The flashing frequency needs to be adjusted according to the speed of the aircraft and the stability of the landing process to provide sufficient information for the pilot. Through the real-time communication between the sensor system on the aircraft and the ground command center, the lighting adjustment requirements during the landing process of the aircraft can be accurately obtained, and finally the landing light adjustment requirements are obtained, including the adjustment requirements for the light brightness, color, and flashing frequency when the aircraft lands.

[0089] Step S153: Obtain the external environmental weather changes and external air obstacles corresponding to each aircraft landing distribution position through aircraft landing environment data, and use the landing light local environment adaptation calculation formula based on the external environmental weather changes, external air obstacles corresponding to each aircraft landing distribution position, and the lighting control communication delay between the lighting control node and the ground to perform a local environment adaptation evaluation calculation on the corresponding aircraft landing adaptive lighting control logic node in the landing light CAN bus control network, so as to obtain the landing light local environment adaptation coefficient corresponding to the lighting control node at each distribution position;

[0090] In the embodiment of the present invention, the external environmental weather changes and air obstacle information at each aircraft landing distribution position are obtained through aircraft landing environment data. This data is usually provided by meteorological sensors on the aircraft, external radars, and the real-time communication network between the aircraft and the ground system. This data includes information such as wind speed, wind direction, cloud height, visibility, and temperature. According to the specific environmental data of each aircraft landing distribution position, a comprehensive analysis of the external environmental changes and air obstacles will be carried out. For example, when the weather conditions at the landing position are poor (such as heavy fog or strong wind), the lighting brightness requirement will increase, and the flashing frequency needs to be accelerated to ensure that the pilot can detect the landing area as early as possible. At the same time, if there are air obstacles (such as other aircraft or buildings), the risk of affecting the aircraft landing path will be calculated and corresponding adjustments will be made in the lighting control, so as to obtain the external environmental weather changes and external air obstacles corresponding to each aircraft landing distribution position. Next, by combining the abscissa of the distribution position, the ordinate of the distribution position, the vertical coordinate of the distribution position, the lighting control communication delay between the lighting control node and the ground, the lighting brightness intensity level, the average brightness intensity level, the external environmental weather change metric, the sensitivity factor of the landing light to external air obstacles, the distribution distance of the external air obstacles, and relevant parameters, a suitable landing light local environment adaptation calculation formula is formed to perform an environmental adaptation evaluation calculation on the corresponding lighting control node. This formula takes into account factors such as weather changes, obstacles, and communication delays to calculate the local environment adaptation coefficient at each position, which is used as an adjustment parameter for the lighting control strategy, and finally obtains the landing light local environment adaptation coefficient corresponding to the lighting control node at each distribution position.

[0091] Among them, the landing light local environment adaptation calculation formula is specifically:

[0092] ;

[0093] In the formula, is the landing light local environment adaptation coefficient corresponding to the lighting control node at the distribution position , is the abscissa of the distribution position, is the ordinate of the distribution position, is the abscissa of the distribution position, is the communication delay of the lighting control between the lighting control node and the ground, is the time variable parameter, is the total number of landing lights in the lighting control node, is the th landing light in the lighting control node at the distribution position and time corresponding lighting brightness intensity level, is the average brightness intensity level corresponding to the lighting control node at the distribution position and time corresponding thereto, is the external environmental weather change metric corresponding to the lighting control node at the distribution position and time corresponding thereto, is the exponential function, is the th sensitivity factor of the landing light to external air obstacles, is the external air obstacle distribution distance corresponding to the lighting control node at the distribution position and time corresponding thereto, is the correction factor of the local environment adaptation coefficient of the landing light;

[0094] Through the use of a specific mathematical model and verification, the present invention obtains a local environment adaptation calculation formula for landing lights, which is used to evaluate and calculate the local environment adaptation of the corresponding aircraft landing adaptive lighting control logic nodes in the landing light CAN bus control network. The local environment adaptation calculation formula for landing lights takes into account multiple time factors (such as t), and can dynamically adjust the lights according to different landing positions and time periods, enhancing the real-time adaptability of the lighting system. The formula also includes multiple key parameters: lighting brightness level, average brightness level, external environmental weather change metric, obstacle sensitivity factor, and obstacle distribution distance. The comprehensive consideration of these factors enables the calculation formula to not only adjust the lights based on a single variable, but also comprehensively consider the influence of the external environment and air obstacles on the landing lights, improving the precise control ability of the lights during the landing process. By calculating the exponential relationship between the lighting brightness and the average brightness ratio, and introducing environmental sensitivity and obstacle influence, the formula can optimize the control for the external environment (such as weather change, air obstacles). For example, when the weather change causes a decrease in visibility, and the obstacle distribution affects the landing path and safety of the aircraft, through the combination of the exponential function and the sensitivity factor, the lighting system can intelligently increase or decrease the lighting intensity to adapt to these changes and ensure the safe landing of the aircraft. Indicates the communication delay between the lighting control node and the ground. This parameter reflects the delay problem of the system response. In practical applications, the lighting system must consider the impact of this delay. Especially under high-density traffic or complex meteorological conditions, the system requires additional response time to correctly adjust the lighting brightness. This formula ensures that the lighting control can still maintain precise response in the presence of communication delay by accurately calculating the delay impact, avoiding untimely or incorrect control caused by the delay. Additionally, the correction coefficient in the formula gives the local environment adaptation coefficient of the landing lights greater flexibility and correction space, which can be adjusted according to actual test data, thereby optimizing the adaptability and response ability of the entire system and ensuring that the lighting adjustment meets the best requirements in different environments. By comprehensively considering the above factors, the final local environment adaptation coefficient can help the lighting system make intelligent adjustments according to the landing requirements of the aircraft, environmental changes, and potential obstacles. In this way, the landing process of the aircraft will be smoother and safer, and the lighting control system can better cooperate with the landing strategy of the aircraft, thus improving flight safety and operability. To sum up, this formula fully considers the distribution position of the lighting control node The local environment adaptation coefficient of the landing lights corresponding to the following , the abscissa of the distribution position , the ordinate of the distribution position , the vertical coordinate of the distribution position , the lighting control communication delay between the lighting control node and the ground , the time variable parameter , the total number of landing lights in the lighting control node , the th landing light in the lighting control node at the distribution position and time The corresponding lighting brightness intensity level , the lighting control node at the distribution position and time The corresponding average brightness intensity level , the lighting control node at the distribution position and time The corresponding external environmental weather change metric , the exponential function , the th sensitivity factor of the landing light to external air obstacles , the lighting control node at the distribution position and time The corresponding external air obstacle distribution distance , the correction coefficient of the local environment adaptation coefficient of the landing lights , according to the lighting control node at the distribution position The corresponding local environment adaptation coefficient of the landing lights The mutual correlation relationships with the above parameters constitute a functional relationship:

[0095] ;

[0096] This formula can implement the local environment adaptation evaluation calculation process for the corresponding aircraft landing adaptive lighting control logic nodes within the landing lights CAN bus control network. At the same time, through the correction coefficient of the local environment adaptation coefficient of the landing lights the introduction can be adjusted according to the error situation that appears during the calculation process, thereby improving the accuracy and applicability of the local environment adaptation calculation formula of the landing lights.

[0097] Step S154: Based on the corresponding local environment adaptation coefficient of the landing lights at each distribution position of the lighting control node, perform local response control on the corresponding aircraft landing adaptive lighting control logic node to generate a local response control instruction for the landing lights.

[0098] In the embodiment of the present invention, through local response control on the aircraft landing adaptive lighting control logic node based on the local environment adaptation coefficient obtained in the previous step. Specifically, first, the calculated adaptation coefficient is input into the control logic node, and it is judged using a preset threshold. If the adaptation coefficient corresponding to the landing lights is greater than or equal to the preset threshold, the lighting response strategy at the corresponding landing distribution position is determined. Each control logic node generates a corresponding lighting adjustment instruction according to the specific situation of the surrounding environment (such as wind speed, weather, obstacles, etc.) and delay data. For example, in the case of poor weather conditions and a relatively far aircraft landing position, the system will instruct the lighting brightness to increase and the flashing frequency to accelerate, aiming to improve the pilot's visual visibility. When the landing environment is good and the distance between the pilot and the runway is relatively close, the system will select normal brightness and a slower flashing frequency. After receiving these local response control instructions, each lighting control node will immediately adjust the brightness, color, and flashing frequency of the lights and feedback its status information through the CAN bus to ensure the real-time performance and accuracy of the lighting control system. When it is less than the preset threshold, the landing lights at the corresponding position are not turned on. The local response control instructions in this process can ensure that each lighting control node performs optimal lighting adjustment at a specific landing distribution position, maximizing the pilot's landing safety and visual experience. All operations are based on real-time environmental data and communication delay analysis to ensure the efficiency and adaptability of the entire system, and finally generate a local response control instruction for the landing lights.

[0099] Further, the communication delay response analysis of the communication process between the aircraft landing adaptive lighting control logic node and the ground in the landing lighting CAN bus control network in step S151 includes the following steps:

[0100] Monitor the lighting node response of the communication process between the aircraft landing adaptive lighting control logic node and the ground in the landing lighting CAN bus control network to obtain the communication response time of the landing lighting control node;

[0101] In the embodiment of the present invention, the communication link between the control logic node and the ground station in the landing lighting system is connected through the CAN bus control network. The core of this step is to monitor the communication response of the lighting control node in real time. The specific operation process is to first establish a CAN bus communication channel between the aircraft and the ground to ensure that data can be transmitted normally at both ends. During this process, specific hardware interface devices (such as CAN transfer modules) and software tools (such as CANalyzer or other CAN monitoring software) are used to capture and analyze communication signals in real time. During the communication monitoring process, whenever the aircraft landing lighting control node sends a request signal, the ground system should respond and record the response timestamp. By comparing the time points of signal sending and receiving, calculate the time difference between the request signal sending and the receipt of the response signal, so as to obtain the communication response time of the lighting control node, and finally obtain the communication response time of the landing lighting control node.

[0102] Preferably, obtain the current landing speed and landing azimuth corresponding to the aircraft through the aircraft landing process;

[0103] In the embodiment of the present invention, by obtaining real-time data on the landing process from the aircraft system, especially the current landing speed and landing azimuth of the aircraft, to achieve this operation, relevant data can be obtained by integrating the flight data monitoring system of the aircraft. In specific implementation, sensors in the flight data processing system (such as radar, inertial navigation unit (INS) or GPS positioning module) will provide real-time flight parameters of the aircraft. These sensors will detect the attitude data of the aircraft such as speed, azimuth angle, and pitch angle in real time, and transmit this information to the flight control computer of the aircraft through the data bus. In particular, the values of the landing speed and landing azimuth will be extracted and transmitted to the control system through a specific data format (such as CAN bus data frame or other aircraft internal data protocols). By analyzing the received flight data, the current landing speed (unit: meters per second) and landing azimuth (unit: degrees) of the aircraft can be obtained, and finally the corresponding landing speed and landing azimuth are obtained.

[0104] Preferably, based on the current landing speed and landing azimuth of the aircraft, a communication delay response analysis is performed on the communication response time of the landing light control node to generate the lighting control communication delay between the light control node and the ground.

[0105] In the embodiment of the present invention, by using the current landing speed and landing azimuth data of the aircraft, a detailed delay analysis is performed on the communication response time of the lighting control node. First, it is necessary to perform a correlation analysis on the previously obtained communication response time and the aircraft flight state data. Specifically, based on the landing speed and azimuth of the aircraft, through a preset mathematical model (such as a delay calculation model established based on the aircraft flight dynamics and the response characteristics of the lighting control system), the relationship between the current state of the aircraft and the communication delay is quantitatively analyzed. For example, assuming that the aircraft has a low speed and a stable azimuth when approaching the runway, the response time of the lighting control system will be shorter because the lighting system needs to adjust the beam position in real time; while when the aircraft approaches at a higher speed or has a larger flight angle, the communication delay will increase. This analysis considers factors such as the aircraft speed, position, distance, and the communication efficiency between the aircraft and the lighting control node based on a mathematical algorithm. The lighting control communication delay calculated by this model will be an important indicator for evaluating the real-time response ability of the lighting control system, and finally generate the lighting control communication delay between the lighting control node and the ground.

[0106] Further, step S2 includes the following steps:

[0107] Step S21: The lighting control node starts the landing lights in the corresponding local area within the aircraft landing light system according to the local response control instruction for the landing lights, and uses the working state sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring of the working state of the corresponding landing lights to obtain the working state of the landing lights, including the on state and the off state.

[0108] In the embodiment of the present invention, the lighting control node starts the landing lights in the corresponding local area within the aircraft landing light system according to the received local response control instruction for the landing lights, and uses the working state sensing and monitoring sub-block embedded in the lighting control node to monitor the on / off state of each landing light in real time. Each lighting system feeds back its current state through signal transmission, and the lighting control node judges the on or off state of the lights based on this feedback information. In this process, the on state of the light is "1", indicating that the light is on; the off state is "0", indicating that the light is off. The lighting control node updates and transmits this state information to the central control unit in real time for comprehensive processing to ensure the real-time effectiveness of the lighting system state, and finally obtains the working state of the landing lights.

[0109] Step S22: Use the brightness sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring on the corresponding landing lights for the lighting brightness distribution, so as to obtain the landing light brightness distribution;

[0110] In the embodiment of the present invention, the brightness sensing and monitoring sub-block embedded in the lighting control node is responsible for performing real-time monitoring on the corresponding landing lights for the brightness distribution. The sensing sub-block measures the brightness of the lights in the specified area through a photoelectric sensor and transmits the detected brightness data to the lighting control node. The sensor can accurately calculate the brightness distribution of each light according to the change of light intensity. Through continuous real-time monitoring, the lighting control node obtains the lighting brightness data of each area, ensures that the pilot has the best visibility of each landing area, and finally obtains the landing light brightness distribution.

[0111] Step S23: Use the current sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring on the corresponding landing lights for the lighting current, so as to obtain the landing light current;

[0112] In the embodiment of the present invention, the current sensing and monitoring sub-block in the lighting control node integrates a current sensor to monitor the current state of each landing light in real time. The sensor judges the working load condition of the light by detecting the current change in the lighting circuit, ensures that the current of each landing light operates within the specified range, and the current value provided by each current sensor is real-time fed back to the lighting control node. The node judges whether the current of the light is within the normal range according to this information and transmits the result to the central control unit for subsequent fault diagnosis and maintenance, and finally obtains the landing light current.

[0113] Step S24: Use the voltage sensing and monitoring sub-block embedded in the lighting control node to perform real-time monitoring on the corresponding landing lights for the lighting voltage, so as to obtain the landing light voltage;

[0114] In the embodiment of the present invention, the voltage sensing and monitoring sub-block in the lighting control node is responsible for real-time monitoring of the landing light voltage. The sub-block obtains voltage data through a voltage sensor connected to the lighting circuit and transmits it to the lighting control node. The sensor can accurately sense the voltage level of each landing light, ensure that the lights maintain a stable voltage supply during operation, and the monitoring system continuously detects and displays the lighting voltage state in real time. If the voltage is too high or too low, it can quickly feedback to the central control unit, and finally obtains the landing light voltage.

[0115] Step S25: Upload the working state of the landing lights, the landing light brightness distribution, the landing light current, and the landing light voltage to the central control unit in the landing light CAN bus control network.

[0116] In an embodiment of the present invention, the working state, brightness distribution, current, and voltage data of the landing lights obtained by previous real-time monitoring are uploaded to the CAN bus control network of the landing lights in real time. The lighting control node transmits the collected monitoring data to the central control unit through the built-in communication module. The data transmission uses the standardized CAN bus protocol to ensure the efficient transmission and accuracy of the data. The central control unit adjusts the lighting system, diagnoses faults, and reports the status in real time according to the received monitoring data, ensuring the normal operation and safety of the entire landing light system.

[0117] Further, step S3 includes the following steps:

[0118] Step S31: Use the central control unit to judge and analyze the working state of the landing lights. If it is determined that the working state of the landing lights is the on state, obtain the landing light brightness distribution corresponding to the on-state space area of the landing lights;

[0119] In an embodiment of the present invention, the central control unit obtains the working state of the landing light system, especially analyzes the on / off state of each group of lights. Specifically, the central control unit obtains the working data of the light module through the CAN bus connected to the landing light control system. If it is detected that the landing lights are in the on state, the control unit further determines the space area of the on state, which is composed of the positions of multiple landing lights and the corresponding illumination ranges. To more accurately judge the state of the lights, the control unit uses tools such as sensors and photometers to collect data on the on-state space area, records the positions, power outputs, and brightness distributions of each landing light, and through data analysis, obtains the landing light brightness distribution in this space area, and finally obtains the landing light brightness distribution corresponding to the on-state space area.

[0120] Step S32: Based on the landing light brightness distribution corresponding to the on-state space area, evaluate and calculate the brightness non-uniformity of the corresponding landing lights to obtain the brightness non-uniformity evaluation values corresponding to each landing light in the on-state space area;

[0121] In an embodiment of the present invention, based on previously obtained landing light brightness distribution data, an evaluation calculation of the brightness non-uniformity of the corresponding landing lights is performed. Specifically, first, statistical analysis is performed on the brightness data within the spatial region where each lit landing light is located. By calculating the brightness values of each landing light within this region and comparing them with the ideal brightness distribution, the brightness non-uniformity of each light is evaluated. The calculation of the brightness non-uniformity can use mathematical methods such as standard deviation or mean square deviation, thereby obtaining the evaluation value of the brightness non-uniformity of each landing light. This brightness non-uniformity value reflects the degree of brightness difference of a certain light relative to other lights. Through this evaluation, it is possible to identify which landing lights have non-uniform brightness, and finally obtain the evaluation values of the brightness non-uniformity corresponding to each landing light within the spatial region in the lit state.

[0122] Step S33: Compare and judge the evaluation values of the brightness non-uniformity corresponding to each landing light within the spatial region in the lit state according to a preset brightness non-uniformity threshold. If the evaluation value of the brightness non-uniformity is greater than or equal to the preset brightness non-uniformity threshold, then determine that the corresponding landing light within this spatial region in the lit state has non-uniform brightness; if the evaluation value of the brightness non-uniformity is less than the preset brightness non-uniformity threshold, then determine that the corresponding landing light within this spatial region in the lit state has uniform brightness.

[0123] In an embodiment of the present invention, the central control unit compares the evaluation values of the brightness non-uniformity of all lights according to a preset brightness non-uniformity threshold to determine which lights have an evaluation value of brightness non-uniformity greater than or equal to the preset brightness non-uniformity threshold. If the evaluation value of the brightness non-uniformity of a certain landing light reaches or exceeds the preset threshold, then this light is determined to have non-uniform brightness. At this time, the system will mark the state of this light as "non-uniform brightness" and use the spatial region corresponding to this light as the target region that needs to be adjusted. If the evaluation value of the brightness non-uniformity of a certain light is lower than the preset brightness threshold, then this light is regarded as having uniform brightness, and the system does not perform further processing. This judgment operation is completed by the logic judgment module of the central control unit, which performs numerical comparison using the preset brightness non-uniformity threshold to achieve classification management.

[0124] Step S34: Use the landing light CAN bus control network to perform brightness non-uniformity response control on the landing lights corresponding to the non-uniform brightness determined within the spatial region in the lit state to generate a landing light brightness non-uniformity control management instruction.

[0125] In an embodiment of the present invention, through a CAN bus control network, brightness unevenness response control is performed on the identified landing lights with uneven brightness. Specifically, when a certain landing light is determined to have uneven brightness, the system generates a brightness unevenness control management instruction, which includes the light identifier to be adjusted, the target brightness value to be adjusted, and the execution method of the adjustment. The control instruction is transmitted to each light control node through the CAN bus, and the brightness adjustment of the light is realized through the control unit on the node. The key to the response control is to adjust the brightness parameters of the light so that the light with uneven brightness is as close as possible to the brightness level of the surrounding lights, thereby achieving overall brightness balance. The transmission method of the instruction is the standard CAN bus communication protocol to ensure real-time performance and accuracy, and finally a landing light brightness unevenness control management instruction is generated in response.

[0126] Step S35: Apply the landing light brightness unevenness control management instruction to the corresponding light control node to perform fine-grained correction management on the brightness of the corresponding landing light within the on-state space area of the light, so as to execute the corresponding landing light on-state brightness unevenness control work.

[0127] In an embodiment of the present invention, the light control node that receives the brightness unevenness control management instruction will perform fine-grained correction on the brightness of the corresponding landing light according to the instruction. The specific operation is that after receiving the instruction, the light control node first reads the current brightness value of each landing light, and then adjusts the brightness of the light according to the target brightness value in the instruction through the dimming module inside the control node. This adjustment process can be carried out by changing the current intensity of the light, adjusting the luminous intensity of the light, or through PWM (pulse width modulation) control, etc. Each control node will perform fine-grained correction according to different requirements to ensure that after adjustment, the brightness of the light reaches the predetermined target value and is as consistent as possible with the brightness of the surrounding lights, thereby eliminating the phenomenon of uneven brightness. During this process, the CAN bus control system will monitor the state of each light in real time to ensure the accuracy and stability of the brightness adjustment process, so as to finally achieve the goal of brightness balance.

[0128] Further, step S32 includes the following steps:

[0129] Step S321: Construct a light brightness field for the brightness distribution of the landing lights corresponding to the on-state space area to generate an on-region landing light brightness distribution field;

[0130] In an embodiment of the present invention, by performing spatial modeling on the area in the light-on state, a landing light brightness distribution field of the area is generated. The specific operations include first, through CAN bus network control instructions, starting the corresponding landing light system and setting it to the "light-on" state. The system collects and records the brightness output data of the lights, and at the same time, according to the feedback data of the sensors, obtains the brightness values of the lights at each spatial position. The brightness value is calculated based on the distance between the light source and the ground or other targets, the radiation angle of the light, and the light attenuation factor, so as to accurately obtain the brightness distribution of each light source in space. In specific implementation, using specialized light simulation software, based on the light projection mode and ambient light conditions in the light-on state, simulating the radiation of each landing light. These simulation tools can accurately calculate the brightness distribution field of each light source, and then generate a spatial brightness distribution map of the entire light-on area, obtaining the spatial brightness distribution of each light source in the light-on state, thereby forming a complete brightness field data model, and finally generating the landing light brightness distribution field of the light-on area.

[0131] Step S322: Obtain the spatial layout distribution positions and light projection angles corresponding to each landing light through the landing light brightness distribution field of the light-on area, and perform light brightness difference analysis between the corresponding landing lights in the landing light brightness distribution field of the light-on area based on the spatial layout distribution positions corresponding to each landing light, so as to obtain the light brightness distribution differences corresponding to each landing light;

[0132] In an embodiment of the present invention, by analyzing the landing light brightness distribution field of the light-on area, the spatial layout distribution positions and projection angles corresponding to each light are obtained. First, the position coordinates and their orientation angles (projection angles) of each landing light in the light-on area are obtained through sensors or data acquisition devices. These information is usually collected by gyroscopes, accelerometers, and angle sensors installed in the light system. Combining CAN bus data to obtain accurate light layout and projection angle data, and performing light brightness difference analysis between the corresponding landing lights in the landing light brightness distribution field of the light-on area based on these spatial layout distribution positions. This analysis calculates the brightness differences between different landing lights to obtain a series of brightness value comparison results, and uses a mathematical model to evaluate the brightness differences between different light sources in space, involving light difference formulas, light attenuation models, etc. Specifically, by comparing the brightness values of different regions, analyzing their relative intensity differences in space to identify regions with uneven brightness distribution, obtaining the brightness differences between each light, that is, the average value of the brightness differences between the i-th landing light and other landing lights, and finally obtaining the light brightness distribution differences corresponding to each landing light.

[0133] Step S323: Based on the light projection angles and the differences in light brightness distributions corresponding to each landing light, use the light brightness non-uniformity evaluation calculation formula to perform light brightness non-uniformity evaluation calculations on the corresponding landing lights within the on-state space area, so as to obtain the light brightness non-uniformity evaluation values corresponding to each landing light within the on-state space area.

[0134] In the embodiment of the present invention, by combining the area of the on-state space area, the light projection angle, the horizontal angle, the distance between the light source corresponding to the landing light and the target area, the landing light brightness distribution, the average brightness, the difference in light brightness distribution, and related parameters, a suitable light brightness non-uniformity evaluation calculation formula is formed to perform light brightness non-uniformity evaluation calculations on the corresponding landing lights within the on-state space area, so as to obtain the light brightness non-uniformity evaluation value of each light, that is, the degree of non-uniformity of the brightness within the illuminated area of the light, and finally obtain the light brightness non-uniformity evaluation values corresponding to each landing light within the on-state space area.

[0135] Further, the light brightness non-uniformity evaluation calculation formula in step S323 is specifically:

[0136] ;

[0137] In the formula, is the light brightness non-uniformity evaluation value corresponding to the th landing light within the on-state space area, is the total number of landing lights, is the area of the on-state space area, is the light projection angle corresponding to the th landing light within the on-state space area, is the horizontal angle corresponding to the th landing light within the on-state space area, is the distance between the light source corresponding to the th landing light within the on-state space area and the target area, is the landing light brightness distribution corresponding to the given angle and distance, is the average brightness corresponding to the on-state space area, is the difference in light brightness distribution corresponding to the th landing light within the on-state space area, is the correction coefficient of the light brightness non-uniformity evaluation value.

[0138] The present invention has obtained a calculation formula for evaluating the non-uniformity of lighting brightness through the use of a specific mathematical model and verification. This formula is used to calculate the non-uniformity of lighting brightness corresponding to the landing lights within the spatial area in the on-light state. This calculation formula for lighting brightness non-uniformity can effectively measure the difference and uniformity of the brightness distribution of landing lights, providing an accurate quantification tool to optimize the lighting layout. By considering factors such as the projection angle, horizontal angle, and distance of the lights, the formula can comprehensively evaluate the brightness difference of the lights in space, thereby avoiding excessive or insufficient brightness in certain areas during design, ensuring a more uniform brightness distribution throughout the landing area, and improving landing safety and operability. The correction coefficient of the non-uniformity evaluation value of the brightness also adds flexibility to the formula, enabling it to adapt to different actual environments and application requirements. In summary, the formula fully considers the non-uniformity evaluation value corresponding to the th landing light within the spatial area in the on-light state , the total number of landing lights , the area of the spatial area in the on-light state , the projection angle corresponding to the th landing light within the spatial area in the on-light state , the horizontal angle corresponding to the th landing light within the spatial area in the on-light state , the distance between the light source corresponding to the th landing light and the target area within the spatial area in the on-light state , the brightness distribution of the landing lights corresponding to the given angle and distance , the average brightness corresponding to the spatial area in the on-light state , the difference in the brightness distribution corresponding to the th landing light within the spatial area in the on-light state , the correction coefficient of the non-uniformity evaluation value of the brightness , according to the non-uniformity evaluation value corresponding to the th landing light within the spatial area in the on-light state and the mutual correlation relationships with the above parameters constitute a functional relationship . This formula can achieve the calculation process of evaluating the non-uniformity of lighting brightness corresponding to the landing lights within the spatial area in the on-light state. At the same time, through the introduction of the correction coefficient of the non-uniformity evaluation value of the brightness, it can be adjusted according to the error situation that appears during the calculation process, thereby improving the accuracy and applicability of the calculation formula for lighting brightness non-uniformity.

[0139] Further, step S4 includes the following steps:

[0140] Step S41: If it is determined that the operating state of the landing light is the off state, then perform frequency-domain conversion of the light signal fluctuations of the landing light current and the landing light voltage to generate a landing light current signal distribution waveform and a landing light voltage signal distribution waveform;

[0141] In an embodiment of the present invention, by determining that the operating state of the landing light is the off state, this operation is performed by reading the state of the landing light control system to confirm whether the landing light that should be in the on state is in the off mode. Once confirmed, next, perform frequency-domain conversion on the corresponding landing light current and voltage signals. The specific operation includes sampling the current signal and voltage signal of the landing light respectively, and using the Fast Fourier Transform (FFT) algorithm to convert the sampled time-domain signal to the frequency domain. Through this conversion, a landing light current signal distribution waveform and a voltage signal distribution waveform can be obtained, reflecting their frequency-domain characteristics. During this process, the sampling frequency of the signal must satisfy the Nyquist sampling theorem to ensure the integrity of the signal, and through frequency-domain analysis software tools such as Matlab or LabVIEW, the waveform is plotted and further analyzed to obtain the distribution information of the current and voltage at each frequency component, and finally, a landing light current signal distribution waveform and a landing light voltage signal distribution waveform are generated.

[0142] Step S42: Obtain the corresponding landing light resistance according to the landing light current and the landing light voltage, and calculate the power loss of the landing light circuit corresponding to the landing light based on the landing light current and the landing light resistance to obtain the landing light circuit power loss;

[0143] In an embodiment of the present invention, calculate the landing light resistance according to the collected current signal and voltage signal. This calculation is achieved through Ohm's law, that is, using the resistance formula R = V / I, where R is the landing light resistance, V is the voltage, and I is the current. According to the real-time data of the landing light current and voltage signals, the automatic calculation of this formula can be realized in the software. Specifically, first divide the current and voltage signals into time windows, select a suitable time interval for data calculation, and obtain the current and voltage values at each time point in real time, and then calculate the resistance value at each time point. On this basis, use the landing light current and resistance values to further calculate the power loss of the landing light circuit. The power loss can be calculated by the formula P = I^2 x R, where P is the power loss. Combining the current and resistance data at each moment, the corresponding power loss value at each time point is obtained, and finally, the landing light circuit power loss is obtained.

[0144] Step S43: Analyze the time-sequential synchronous change trends of the landing light current signal distribution waveform, the landing light voltage signal distribution waveform, and the power loss of the landing light circuit to obtain the change trends of the landing light current, the landing light voltage, and the power loss of the landing light;

[0145] In the embodiment of the present invention, by analyzing the time-sequential synchronous change trends of the current signal distribution waveform, the voltage signal distribution waveform, and the power loss signal of the landing light obtained from the previous analysis, it is first necessary to ensure the alignment of the current signal, the voltage signal, and the power loss data on the time axis for multi-dimensional change trend analysis. This step is achieved by using a high-precision clock synchronization technology during data acquisition to ensure that the timestamps of each signal are consistent. Next, data processing software (such as the MATLAB or SciPy library in Python) is used to perform trend analysis on the time-sequential data of each signal to identify the change characteristics of the current, voltage, and power loss over a period of time. For example, the gradual increase or decrease of the current, the fluctuation of the voltage, etc. can all extract trend information through time-sequential analysis methods. During the analysis process, the sliding window technology is used to smooth the signal and remove noise to ensure the accuracy of trend judgment. Finally, the change trends of the landing light current, the landing light voltage, and the power loss of the landing light are obtained.

[0146] Step S44: Based on the change trends of the landing light current, the landing light voltage, and the power loss of the landing light, perform fault identification and judgment analysis on the corresponding landing lights in the off state. If the change trend of the landing light current is decreasing, the change trend of the landing light voltage is increasing, and the change trend of the landing light power loss is locally increasing, then it is determined that the corresponding landing light has a poor contact fault; if the change trend of the landing light current is a sharp increase, the change trend of the landing light voltage is a sudden drop, and the change trend of the landing light power loss is a sharp rise, then it is determined that the corresponding landing light has a short circuit fault; if the change trend of the landing light current is gradually increasing, the change trend of the landing light voltage is slightly decreasing, and the change trend of the landing light power loss is gradually increasing, then it is determined that the corresponding landing light has an overload fault; if the change trend of the landing light current quickly drops to zero, the change trend of the landing light voltage shows a short-term instability, and the change trend of the landing light power loss quickly drops to zero, then it is determined that the corresponding landing light has an open circuit fault;

[0147] In the embodiment of the present invention, by identifying and judging faults of landing lights in the corresponding off state according to the current change trend, voltage change trend, and power loss change trend, and classifying different fault types by using a rule-based judgment method according to the previous trend analysis results. Specifically, first, the change trends of the current, voltage, and power loss of each light are compared and analyzed: if the current change trend is decreasing, the voltage change trend is increasing, and the power loss change trend is locally increasing, it can be determined as a poor contact fault; if the current suddenly surges, the voltage drops suddenly, and the power loss rises sharply, it is a short-circuit fault; if the current gradually increases, the voltage drops slightly, and the power loss gradually rises, it should be an overload fault; if the current quickly drops to zero, the voltage is briefly unstable and the power loss quickly drops to zero, it can be judged as an open-circuit fault. The judgment criteria for each fault type must strictly follow specific threshold conditions, and real-time judgment is performed in the control system through a dedicated fault diagnosis algorithm. This algorithm usually includes a threshold detection module and a fault matching module, which are used to extract relevant features from the real-time data stream and match the fault model to ensure that potential landing light fault types can be detected and processed in a timely manner.

[0148] Step S45: Use the corresponding light control nodes in the landing light CAN bus control network to perform light operation fault control management on the landing lights with poor contact, short circuit, overload, and open circuit faults, generate landing light operation fault control management instructions, and execute the corresponding landing light off-state fault adjustment control work.

[0149] In the embodiment of the present invention, through communication with the light control nodes via the CAN bus control network based on the landing light fault identification results, corresponding fault control management operations are performed. First, as a high-speed and reliable communication method, the CAN bus control network can transmit fault information in real time. Through the CAN protocol, the fault type (poor contact, short circuit, overload, or open circuit) and its specific parameters can be transmitted to the corresponding control nodes. According to the received fault information, the control nodes generate corresponding landing light operation fault control management instructions, such as turning off the faulty light, restarting the light circuit, or switching to the standby circuit. The fault adjustment instructions will be sent back to the corresponding light control module via the CAN bus to execute the fault control task. Each light control node should have the ability to handle fault management and be able to respond quickly according to the control instructions. The processing time and response speed of the fault management instructions should meet aviation or other high-reliability requirements to ensure the normal operation of the landing light system and make necessary adjustments and repairs in a timely manner, and finally execute the corresponding landing light off-state fault adjustment control work.

[0150] Furthermore, the present invention also provides a CAN bus-based system for controlling and monitoring a landing light system, which is used to execute the above-mentioned CAN bus-based method for controlling and monitoring landing lights. The CAN bus-based system for controlling and monitoring landing lights includes:

[0151] A local control response module for landing lights, which is used to establish lighting control nodes within the aircraft landing light system and use the CAN bus protocol to control the network connection between the lighting control nodes and the central control unit, so as to generate a CAN bus control network for landing lights; obtain the ground received landing instruction and the aircraft landing environment data through the central control unit within the CAN bus control network for landing lights, and perform local response control of landing lights on the lighting control nodes within the CAN bus control network for landing lights based on the ground received landing instruction and the aircraft landing environment data, thereby generating local response control instructions for landing lights;

[0152] A real-time monitoring module for the response status of landing lights, which is used to start the corresponding landing lights within the aircraft landing light system through the lighting control nodes according to the local response control instructions for landing lights, and use the sensor module embedded in the lighting control nodes to perform real-time monitoring of the lighting status of the corresponding landing lights, obtaining a real-time monitoring data set of the feedback status of landing lights, including the working state of landing lights, the brightness distribution of landing lights, the current of landing lights, and the voltage of landing lights, and uploading them to the central control unit within the CAN bus control network for landing lights;

[0153] A control and management module for uneven brightness in the on state, which is used to use the central control unit to judge and analyze the working state of landing lights. If it is determined that the working state of landing lights is the on state, then based on the brightness distribution of landing lights and use the CAN bus control network for landing lights to perform control and management of uneven brightness for the corresponding landing lights, generating control and management instructions for uneven brightness of landing lights, so as to execute the corresponding control work for uneven brightness in the on state of landing lights;

[0154] A control and management module for operation faults in the off state, which is used to, if it is determined that the working state of landing lights is the off state, then based on the current of landing lights and the voltage of landing lights and use the CAN bus control network for landing lights to perform control and management of lighting operation faults for the corresponding landing lights, generating control and management instructions for operation faults of landing lights, so as to execute the corresponding fault adjustment control work for the off state of landing lights.

[0155] The above are only specific embodiments of the present invention, enabling those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features invented herein.

Claims

1. A method for controlling and monitoring landing lights based on CAN bus, characterized in that: The following steps are involved: Step S1: A lighting control node is established in the aircraft landing lighting system and the lighting control node is connected to the central control unit through a control network using the CAN bus protocol to generate a landing lighting CAN bus control network; the central control unit in the landing lighting CAN bus control network obtains ground receiving landing instructions and aircraft landing environment data, and performs landing lighting local response control on the lighting control node in the landing lighting CAN bus control network based on the ground receiving landing instructions and aircraft landing environment data to generate a landing lighting local response control instruction; wherein, step S1 includes the following steps: Step S11: by setting up a lighting control node in the aircraft landing lighting system, wherein each lighting control node controls a corresponding set of landing lights in the aircraft landing lighting system; Step S12: acquiring the real-time flight parameters of the aircraft landing and the aircraft landing lighting requirements, and based on the real-time flight parameters of the aircraft landing and the aircraft landing lighting requirements, using the embedded control algorithm to perform intelligent programming control on the lighting control node to generate an aircraft landing adaptive lighting control logic node; Step S13: using the CAN bus protocol to connect each aircraft landing adaptive light control logic node with the central control unit via a CAN bus control network to generate a landing light CAN bus control network; Step S14: obtaining the ground receiving landing instruction and the aircraft landing environment data through the central control unit in the landing light CAN bus control network; Step S15: Based on the landing instruction received on the ground and the aircraft landing environment data, the aircraft landing adaptive lighting control logic node in the landing lighting CAN bus control network performs a local response control of the landing lighting, and generates a local response control instruction for the landing lighting; wherein step S15 includes the following steps: Step S151: receiving a landing instruction from the ground to obtain the corresponding aircraft landing process, and performing a communication delay response analysis on the communication process between the aircraft landing adaptive lighting control logic node in the landing lighting CAN bus control network and the ground based on the aircraft landing process, so as to generate a lighting control communication delay between the lighting control node and the ground; Step S152: Acquire landing light adjustment requirements, including adjustment requirements for light brightness, color, and flashing frequency when the aircraft lands; Step S153: Obtain the external environment weather changes and external air obstacles corresponding to each aircraft landing distribution position through the aircraft landing environment data, and perform local environment adaptation evaluation calculation on the corresponding aircraft landing adaptive light control logic node in the landing light CAN bus control network using the landing light local environment adaptation calculation formula based on the external environment weather changes and external air obstacles corresponding to each aircraft landing distribution position and the light control communication delay between the light control node and the ground, so as to obtain the landing light local environment adaptation coefficient corresponding to the light control node at each distribution position; Among them, the calculation formula for the local environment adaptation of the landing light is as follows: ； In the formula, For lighting control nodes in distribution position The corresponding landing light local environment adaptation coefficient is: is the horizontal coordinate of the distribution position, is the ordinate of the distribution position, is the vertical coordinate of the distribution position, is the light control communication delay between the light control node and the ground, is the time variable parameter, The total number of landing lights in the light control node. For the lighting control node Landing lights are distributed in and time The corresponding light brightness intensity level is For lighting control nodes in distribution position and time The corresponding average brightness intensity level is For lighting control nodes in distribution position and time The corresponding external environment weather change measurement is: is an exponential function, For the A sensitivity factor of the landing lights to external aerial obstacles, For lighting control nodes in distribution position and time The corresponding external air obstacle distribution distance is: It is the correction factor of the local environment adaptation factor of the landing light; Step S154: performing local response control of the landing lights on the corresponding aircraft landing adaptive lighting control logic nodes based on the local environment adaptation coefficients of the lighting control nodes at various distribution positions, and generating local response control instructions for the landing lights; Step S2: starting the corresponding landing light in the aircraft landing light system according to the landing light local response control instruction through the light control node, and using the sensor module embedded in the light control node to monitor the light status of the corresponding landing light in real time, obtaining a real-time monitoring data set of the landing light feedback status, including the landing light working status, landing light brightness distribution, landing light current and landing light voltage, and uploading it to the central control unit in the landing light CAN bus control network; Step S3: using the central control unit to judge and analyze the working state of the landing light. If it is determined that the working state of the landing light is the on state, then based on the landing light brightness distribution and using the landing light CAN bus control network, the corresponding landing light is controlled for uneven brightness, and a landing light uneven brightness control management instruction is generated to execute the corresponding landing light on state uneven brightness control work; Step S4: If it is determined that the landing light working state is off, then based on the landing light current and the landing light voltage and using the landing light CAN bus control network, the corresponding landing light is controlled for light operation fault management, and a landing light operation fault control management instruction is generated to execute the corresponding landing light off state fault adjustment control work.

2. The method for controlling and monitoring landing lights based on CAN bus according to claim 1, characterized in that: The step S151 of performing communication delay response analysis on the communication process between the aircraft landing adaptive lighting control logic node and the ground in the landing lighting CAN bus control network based on the aircraft landing process includes the following steps: Perform light node response monitoring on the communication process between the aircraft landing adaptive light control logic node and the ground in the landing light CAN bus control network to obtain the communication response time of the landing light control node; Obtain the aircraft's current landing speed and landing direction through the aircraft's landing process; Based on the current landing speed and landing direction of the aircraft, the communication delay response analysis of the landing light control node communication response time is performed to generate the light control communication delay between the light control node and the ground.

3. The method for controlling and monitoring landing lights based on CAN bus according to claim 1, characterized in that: Step S2 includes the following steps: Step S21: starting the landing lights of the corresponding local area in the aircraft landing light system through the light control node according to the landing light local response control instruction, and using the working state sensor monitoring sub-block embedded in the light control node to monitor the working state of the corresponding landing lights in real time, so as to obtain the working state of the landing lights, including the on state and the off state; Step S22: using the brightness sensor monitoring sub-block embedded in the light control node to monitor the brightness distribution of the corresponding landing light in real time, so as to obtain the brightness distribution of the landing light; Step S23: using the current sensing monitoring sub-block embedded in the light control node to monitor the light current of the corresponding landing light in real time to obtain the landing light current; Step S24: using the voltage sensing monitoring sub-block embedded in the light control node to monitor the light voltage of the corresponding landing light in real time to obtain the landing light voltage; Step S25: Upload the landing light working status, landing light brightness distribution, landing light current and landing light voltage to the central control unit in the landing light CAN bus control network.

4. The method for controlling and monitoring landing lights based on CAN bus according to claim 1, characterized in that: Step S3 includes the following steps: Step S31: using the central control unit to judge and analyze the working state of the landing light, if it is determined that the working state of the landing light is the on state, then obtaining the landing light brightness distribution corresponding to the spatial area of ​​the on state of the landing light; Step S32: performing brightness unevenness evaluation calculation on the corresponding landing lights based on the brightness distribution of the landing lights corresponding to the lighting state space area, so as to obtain brightness unevenness evaluation values ​​corresponding to each landing light in the lighting state space area; Step S33: comparing and judging the brightness unevenness evaluation values ​​corresponding to the various landing lights in the lighting state space area according to the preset brightness unevenness threshold value; if the brightness unevenness evaluation value is greater than or equal to the preset brightness unevenness threshold value, then determining that the corresponding landing lights in the lighting state space area are brightness uneven; if the brightness unevenness evaluation value is less than the preset brightness unevenness threshold value, then determining that the corresponding landing lights in the lighting state space area are brightness balanced; Step S34: using the landing light CAN bus control network to perform brightness uneven response control on the landing lights in the lighting state space area that are determined to correspond to uneven brightness, so as to generate a landing light brightness uneven control management instruction; Step S35: Apply the landing light brightness uneven control management instruction to the corresponding light control node to perform fine-grained brightness correction management on the corresponding landing lights in the light-on state space area, so as to execute the corresponding landing light brightness uneven control work.

5. The method for controlling and monitoring landing lights based on CAN bus according to claim 4, characterized in that: Step S32 includes the following steps: Step S321: constructing a light brightness field for the landing light brightness distribution corresponding to the light-on state space area to generate a landing light brightness distribution field in the light-on area; Step S322: obtaining the spatial layout distribution position and light projection angle corresponding to each landing light through the landing light brightness distribution field of the light-on area, and performing light brightness difference analysis between corresponding landing lights in the landing light brightness distribution field of the light-on area based on the spatial layout distribution position corresponding to each landing light, so as to obtain the light brightness distribution difference corresponding to each landing light; Step S323: Based on the light projection angles corresponding to each landing light and the light brightness distribution differences, a light brightness unevenness evaluation calculation formula is used to perform brightness unevenness evaluation calculations on the corresponding landing lights in the light-on state space area to obtain brightness unevenness evaluation values ​​corresponding to each landing light in the light-on state space area.

6. The method for controlling and monitoring landing lights based on CAN bus according to claim 5, characterized in that: The calculation formula for evaluating the unevenness of light brightness in step S323 is specifically: ； In the formula, is the first The brightness unevenness evaluation value corresponding to the landing lights, is the total number of landing lights, is the area of ​​the space in the light-on state, is the first The light projection angle corresponding to the landing light, is the first The horizontal angle corresponding to the landing light, is the first The distance between the landing light source and the target area. is the brightness distribution of landing lights at a given angle and distance, is the average brightness corresponding to the lighting state space area, is the first The difference in light brightness distribution corresponding to the landing lights, It is the correction factor of the brightness unevenness evaluation value.

7. The method for controlling and monitoring landing lights based on CAN bus according to claim 1, characterized in that: Step S4 includes the following steps: Step S41: if it is determined that the landing light working state is the off state, then performing a light signal fluctuation frequency domain conversion on the landing light current and the landing light voltage to generate a landing light current signal distribution waveform and a landing light voltage signal distribution waveform; Step S42: Obtaining a corresponding landing light resistance according to the landing light current and the landing light voltage, and calculating a light circuit power loss of the corresponding landing light based on the landing light current and the landing light resistance to obtain a landing light circuit power loss; Step S43: performing time-series synchronous change trend analysis on the landing light current signal distribution waveform, the landing light voltage signal distribution waveform and the landing light circuit power loss to obtain the landing light current change trend, the landing light voltage change trend and the landing light power loss change trend; Step S44: based on the change trend of the landing light current, the change trend of the landing light voltage and the change trend of the landing light power loss, a fault identification and judgment analysis is performed on the corresponding landing light in the off state. If the change trend of the landing light current is decreasing, the change trend of the landing light voltage is increasing and the change trend of the landing light power loss is locally increasing, then it is determined that the corresponding landing light is a poor contact fault; if the change trend of the landing light current is rapidly increasing, the change trend of the landing light voltage is suddenly decreasing and the change trend of the landing light power loss is sharply increasing, then it is determined that the corresponding landing light is a short circuit fault; if the change trend of the landing light current is gradually increasing, the change trend of the landing light voltage is slightly decreasing and the change trend of the landing light power loss is gradually increasing, then it is determined that the corresponding landing light is an overload fault; if the change trend of the landing light current is rapidly decreasing to zero, the change trend of the landing light voltage is temporarily unstable and the change trend of the landing light power loss is rapidly decreasing to zero, then it is determined that the corresponding landing light is a circuit breaker fault; Step S45: Use the corresponding lighting control nodes in the landing lighting CAN bus control network to perform lighting operation fault control management on the corresponding landing lighting with poor contact, short circuit, overload and open circuit faults, and generate landing lighting operation fault control management instructions to execute the corresponding landing lighting off state fault adjustment control work.

8. A CAN bus-based system for controlling and monitoring landing lighting, characterized in that: For executing the method for controlling and monitoring landing lights based on the CAN bus as claimed in claim 1, the system for controlling and monitoring landing lights based on the CAN bus comprises: The landing light local control response module is used to establish a light control node in the aircraft landing light system and connect the light control node to the central control unit through a control network using the CAN bus protocol to generate a landing light CAN bus control network; obtain the ground receiving landing instruction and the aircraft landing environment data through the central control unit in the landing light CAN bus control network, and perform landing light local response control on the light control node in the landing light CAN bus control network based on the ground receiving landing instruction and the aircraft landing environment data, thereby generating a landing light local response control instruction; The landing light response status real-time monitoring module is used to start the corresponding landing light in the aircraft landing light system according to the landing light local response control instruction through the light control node, and use the sensor module embedded in the light control node to monitor the light status of the corresponding landing light in real time, and obtain the landing light feedback status real-time monitoring data set, which includes the landing light working status, landing light brightness distribution, landing light current and landing light voltage, and upload it to the central control unit in the landing light CAN bus control network; The lighting state uneven brightness control management module is used to use the central control unit to judge and analyze the working state of the landing light. If it is determined that the working state of the landing light is the lighting state, the corresponding landing light is controlled and managed based on the landing light brightness distribution and using the landing light CAN bus control network, and a landing light uneven brightness control management instruction is generated to execute the corresponding landing light on state uneven brightness control work; The off-state operation fault control management module is used to perform light operation fault control management on the corresponding landing light based on the landing light current and the landing light voltage and using the landing light CAN bus control network if it is determined that the landing light working state is the off state, and generate a landing light operation fault control management instruction to execute the corresponding landing light off-state fault adjustment control work.

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