Control method and system for aircraft landing illumination

Abstract

The invention provides a control method and system for aircraft landing illumination. The control method comprises the following steps: acquiring flight attitude data of an aircraft; judging the flight state of the aircraft according to the flight attitude data; and performing at least one of the following on a light source module of the aircraft based on the flight state: turning on or off a fixed light source unit in the light source module; or a lighting area of a matrix type light source unit in the light source module is determined and started, so that the light-emitting angle, the light-emitting direction and the brightness corresponding to the flight state are achieved.

Description

Technical Field

[0001] This invention relates to the field of aircraft lighting, and more specifically, to a control method and system for aircraft landing lighting. Background Technology

[0002] Aircraft landing lighting systems, including landing lights, taxi lights, and runway turning lights, are an important component of ensuring flight safety. Especially under complex weather conditions (such as crosswinds), the performance of the lighting system directly affects the pilot's visibility and operation.

[0003] In recent years, with significant breakthroughs in high-power LED lighting technology, high-brightness LED landing lights have gradually been used on aircraft. LED landing lights can provide high-brightness, narrow-beam illumination with a center luminous intensity exceeding 300,000 cd, a horizontal diffusion angle of approximately 12°, and a vertical diffusion angle of approximately 9°. During aircraft approach, touchdown, and high-speed taxiing, landing lights at different locations (such as the leading-edge landing light and wing root landing lights) are simultaneously activated to ensure pilots can clearly see the corresponding area ahead of the runway during nighttime takeoff and approach / landing. However, the landing lights themselves have a narrow horizontal diffusion angle and are installed in relatively dispersed locations. When actually illuminating the runway, there is a phenomenon where the center is brighter than the edges, such as... Figure 1 As shown. In addition, in crosswind conditions, current LED landing lights suffer from problems such as beam deviation from the runway, limited illumination range, and inability to adjust the beam, making it difficult to meet the landing requirements of modern aircraft in complex environments.

[0004] On the other hand, the aircraft landing phase involves various attitudes, including approach, touchdown, high-altitude taxiing, low-altitude taxiing, and turning. Generally, landing lights are turned on for long-range illumination during approach, touchdown, and high-altitude taxiing, while landing lights are turned off during low-altitude taxiing and turning, and taxi lights and runway turning lights are turned on to illuminate the taxiway. The three types of lights are installed in different locations on the exterior of the aircraft, with different installation angles and numbers, resulting in a large overall weight and low overall system efficiency.

[0005] Therefore, there is a need in this field for improved aircraft landing lighting technology. Summary of the Invention

[0006] This summary is provided to introduce, in a simplified form, some concepts that will be further described in the following detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter.

[0007] In view of the deficiencies in the prior art described above, one of the objectives of this invention is to provide a control method and system for aircraft landing lighting, which has high chip utilization and lighting system efficiency, and features high brightness, long distance, wide beam, multi-modality, and precise angle adjustment. By utilizing the flexible adjustment capability of matrix light sources, it can provide efficient, appropriate, and intelligent external lighting for aircraft in various stages of night approach, touchdown, high-speed taxiing, low-speed taxiing, and turning.

[0008] According to one aspect of the present invention, a control method for aircraft landing lighting is provided, the control method comprising: acquiring flight attitude data of the aircraft; determining the flight state of the aircraft based on the flight attitude data; and performing at least one of the following on the aircraft's light source module based on the flight state: turning on or off a fixed light source unit in the light source module; or determining and turning on the lighting area of ​​a matrix light source unit in the light source module to achieve a light emission angle, light emission direction, and brightness corresponding to the flight state.

[0009] In one embodiment of the present invention, the flight attitude data includes at least one of flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information.

[0010] In one embodiment of the present invention, the fixed light source unit includes one or more fixed white light sources; and the matrix light source unit includes one or more matrix white light source modules, wherein each matrix white light source module is provided with multiple independently controllable light-emitting devices.

[0011] In one embodiment of the present invention, determining the flight state of an aircraft based on flight attitude data further includes: determining the flight altitude of the aircraft based on the flight attitude data; and determining the flight state of the aircraft based on the flight altitude, wherein the flight state includes a first state, a second state, and a third state.

[0012] In a further embodiment of the present invention, when it is determined that the flight altitude has decreased to a first altitude, the flight state is determined to be a first state; and the fixed light source unit in the light source module is turned on.

[0013] In a further embodiment of the present invention, when it is determined that the flight altitude has decreased to a second altitude, wherein the second altitude is less than the first altitude, the flight state is determined to be a second state; the illumination area of ​​the matrix light source unit in the light source module is determined according to the following: the flight altitude of the aircraft, the position of the light source module on the aircraft, the distance of the target beam projected to the front of the runway, and the runway width; and the light-emitting device of the matrix light source unit in the illumination area is turned on.

[0014] In a further embodiment of the present invention, when it is determined that the flight altitude has decreased to a third altitude, wherein the third altitude is less than the second altitude, the flight state is determined to be the third state; and the fixed light source unit in the light source module is turned off.

[0015] In a further embodiment of the present invention, the aircraft pitch angle, yaw angle, and / or roll angle are determined based on flight attitude data; when it is determined that at least one of the aircraft pitch angle, yaw angle, and / or roll angle is not within the corresponding threshold range, the illumination area of ​​the matrix light source unit is adjusted based on the aircraft pitch angle, yaw angle, and / or roll angle.

[0016] In a further embodiment of the present invention, when it is determined that the aircraft is on a curve, the lighting area of ​​the matrix light source unit is adjusted to the light-emitting device in the matrix light source unit responsible for turning illumination.

[0017] In a further embodiment of the present invention, when it is determined that the aircraft is on the taxiway, the illumination area of ​​the matrix light source unit is adjusted according to the width of the taxiway.

[0018] According to another aspect of the present invention, an aircraft landing lighting system is provided, the aircraft landing lighting system comprising: a light source module including a fixed light source unit and a matrix light source unit; and a control module configured to execute a control method according to the present invention.

[0019] In one embodiment of the present invention, the aircraft landing lighting system further includes: an information acquisition module, which is communicatively connected to the aircraft integrated modular avionics system to provide the control module with at least one of the following from the aircraft integrated modular avionics system: flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information.

[0020] In a further embodiment of the present invention, the information acquisition module includes a camera device, a sensor, and / or radar to acquire environmental information of the aircraft.

[0021] In a further embodiment of the invention, the aircraft landing lighting system is located at at least one of the following locations: at the aircraft landing gear struts; on both sides of the aircraft fuselage; at the wing root of the aircraft; or at the aircraft fairing.

[0022] By adopting the technical solution provided by this invention, the advantages of matrix light sources can be leveraged to achieve aircraft landing lighting functions that provide both long-distance illumination and wide beam, multimodality, and intelligent operation with precisely adjustable angles.

[0023] These and other features and advantages will become apparent from the following detailed description and with reference to the accompanying drawings. It should be understood that the foregoing general description and the following detailed description are illustrative only and do not limit the scope of the claims. Attached Figure Description

[0024] To gain a more detailed understanding of the manner in which the features of the present invention are described above, reference can be made to various embodiments to provide a more specific description of the above-briefly summarized aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of the invention and should not be considered as limiting its scope, as this description may allow for other equivalent and effective aspects.

[0025] Figure 1 This is a simulation of the effect of LED landing lights illuminating dark areas on the runway during the high-slip phase of the touchdown phase, as described in existing technologies.

[0026] Figure 2 This is a flowchart of a control method for aircraft landing lighting according to an embodiment of the present invention.

[0027] Figure 3 This is a framework diagram of an aircraft landing lighting system according to an embodiment of the present invention.

[0028] Figure 4 This is a framework diagram of the control module in an aircraft landing lighting system according to an embodiment of the present invention.

[0029] Figure 5 This is a framework diagram of an aircraft landing lighting system according to another embodiment of the present invention.

[0030] Figure 6 This is a schematic diagram of an aircraft landing lighting system according to another embodiment of the present invention.

[0031] Figure 7 This is a flowchart of controlling lighting through an aircraft landing lighting system according to an embodiment of the present invention.

[0032] Figure 8 This is a side view of the fuselage of an aircraft in approach attitude according to an embodiment of the present invention.

[0033] Figure 9 This is a cross-sectional view of the horizontal diffusion angle beam centerline of an aircraft landing lighting system according to an embodiment of the present invention, formed by the short side of the runway.

[0034] Figure 10 This is a schematic diagram showing the simultaneous activation of a fixed light source unit and a matrix light source unit during a crosswind approach according to an embodiment of the present invention.

[0035] The accompanying drawings are not drawn to scale. Detailed Implementation

[0036] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0037] In the description of this disclosure, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not vertical in the strict sense, but within the allowable tolerance range. "Parallel" is not parallel in the strict sense, but within the allowable tolerance range.

[0038] The directional terms used in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this disclosure. It should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0039] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0040] In the description of the embodiments of this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0041] Figure 2 A flowchart of a control method for aircraft landing lighting according to an embodiment of the present invention is shown.

[0042] like Figure 2 As shown, in step 202, the aircraft's flight attitude data can be obtained.

[0043] In one example, flight attitude data may include at least one of the following: flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information.

[0044] In step 204, the flight status of the aircraft can be determined based on the flight attitude data.

[0045] In one example, determining the aircraft's flight status based on flight attitude data can further include: determining the aircraft's flight altitude based on the flight attitude data, and determining the aircraft's flight status based on the aircraft's flight altitude, wherein the flight status includes a first state, a second state, and a third state.

[0046] In step 206, at least one of the following can be performed on the aircraft's light source module based on the flight status: as in step 212, the fixed light source unit in the light source module can be turned on or off; or as in step 214, the lighting area of ​​the matrix light source unit in the light source module can be determined and turned on to achieve the light emission angle, light emission direction and brightness corresponding to the flight status.

[0047] In one example, a fixed light source unit may include one or more fixed white light sources, and a matrix light source unit may include one or more matrix white light source modules, wherein each matrix white light source module is provided with multiple independently controllable light-emitting devices.

[0048] Regarding steps 204 and 206, the following provides a specific example of determining the aircraft's flight status based on flight attitude data and performing different operations on the aircraft's light source module based on the flight status.

[0049] In scenario one, when the flight altitude is determined to have decreased to the first altitude, the flight status is determined to be the first state, and the fixed light source unit in the light source module is turned on.

[0050] Scenario 2: When the flight altitude is determined to decrease to a second altitude, where the second altitude is less than the first altitude, the flight state is determined to be the second state; the illumination area of ​​the matrix light source unit in the light source module is determined based on the following factors: the aircraft's flight altitude, the position of the light source module on the aircraft, the distance of the target beam projected to the front of the runway, and the runway width; and the light-emitting device of the matrix light source unit in the illumination area is activated.

[0051] In case two, in a non-limiting example, the aircraft pitch angle, yaw angle, and / or roll angle are determined based on flight attitude data; when it is determined that at least one of the aircraft pitch angle, yaw angle, and / or roll angle is not within the corresponding threshold range, the illumination area of ​​the matrix light source unit is adjusted based on the aircraft pitch angle, yaw angle, and / or roll angle.

[0052] Scenario 3: When the flight altitude is determined to decrease to the third altitude, where the third altitude is lower than the second altitude, the flight state is determined to be the third state; and the fixed light source unit in the light source module is turned off.

[0053] In case three, in a non-limiting example, when it is determined that the aircraft is on a curve, the illuminated area of ​​the matrix light source unit is adjusted to the light-emitting device in the matrix light source unit responsible for turning illumination.

[0054] In case three, in a non-limiting example, when it is determined that the aircraft is on the taxiway, the illumination area of ​​the matrix light source unit is adjusted according to the width of the taxiway.

[0055] It can be understood, such as Figure 2 The flowchart of the control method shown is merely exemplary and can be adjusted, modified, and / or added to according to actual needs.

[0056] Figure 3 A framework diagram of an aircraft landing lighting system according to an embodiment of the present invention is shown. It should be noted that... Figure 3 For illustrative purposes only, this invention is not limited to Figure 3 The aircraft landing lighting system explained in the text is not applicable to aircraft landing lighting systems, but can be adapted to systems including... Figure 3 The aircraft landing lighting system shown has more or fewer components.

[0057] like Figure 3 As shown, the aircraft landing lighting system may include a light source module 320 and a control module 310. The light source module 320 may include a fixed light source unit 322 and a matrix light source unit 324. The fixed light source unit 322 provides a fixed beam, while the matrix light source unit 324 provides a dynamic beam with a variable beam angle as compensation for the fixed beam during aircraft approach. Additionally, the control module 310 may be configured to perform actions such as those described in the reference... Figure 2 The control method for aircraft landing lighting is described above. Accordingly, in one example, the matrix light source unit 324 can implement landing lighting functions, and / or taxiing lighting functions, and runway turning lighting functions.

[0058] In one example, the aircraft landing lighting system may be located at at least one of the following locations: the landing gear struts; both sides of the fuselage; the wing roots; or the fairings. For example, the number of landing lighting systems may be one, two, or more, and they may be installed individually or symmetrically at locations such as the landing gear struts, both sides of the fuselage, the wing roots, or the fairings.

[0059] Figure 4 A framework diagram of a control module in an aircraft landing lighting system according to an embodiment of the present invention is shown. The control module illustrates a general hardware environment in which the invention can be applied according to exemplary embodiments thereof. The control module can be any machine configured to perform processing and / or calculations, and can be, but is not limited to, a workstation, desktop computer, laptop computer, tablet computer, personal digital assistant (PDA), smartphone, or any combination thereof. The control module described above can be implemented wholly or at least partially by this device or similar device or system.

[0060] The control module may include components that are connected to or communicate with the bus 420. For example, the control module may include the bus 420, one or more processors 405, and one or more memories 410, etc.

[0061] (All) memory 410 can be any storage device capable of storing data. Memory 410 may include, but is not limited to, disk drives, optical storage devices, solid-state storage, floppy disks, hard disks, magnetic tapes or any other magnetic media, optical discs or any other optical media, ROM (read-only memory), RAM (random access memory), cache memory and / or any other memory chip or cartridge, and / or any other medium from which a computer can read data, instructions and / or code. Memory 410 may store computer-executable software 415 including computer-readable instructions that, when executed, cause a processor to perform the various functions described herein. Memory 410 may have various data / instructions / code for implementing the various functions described herein related to the design of the aircraft landing lighting system. For example, (all) memory 410 may store one or more databases of the aircraft.

[0062] Processors 405 can be any type of processor and may include, but are not limited to, general-purpose processors and / or special-purpose processors (e.g., special processing chips), intelligent hardware devices (e.g., general-purpose processors, DSPs, CPUs, microcontrollers, ASICs, FPGAs, programmable logic devices, discrete gate or transistor logic components, discrete hardware components, or any combination thereof). In some cases, processor 405 may be configured to use a memory controller to operate a memory array. In other cases, a memory controller (not shown) may be integrated into processor 405. Processors 405 may be responsible for managing bus 420 and general processing, including executing software 415 stored on memory 410. Processors 405 may also be configured to perform various functions related to the control methods for aircraft landing lighting described herein. For example, processor 405 may be configured to: acquire flight attitude data of an aircraft; determine the flight state of an aircraft based on the flight attitude data; and perform at least one of the following on the aircraft's light source module based on the flight state: turn on or off a fixed light source unit in the light source module; or determine and turn on the lighting area of ​​a matrix light source unit in the light source module to achieve a light emission angle, light emission direction, and brightness corresponding to the flight state.

[0063] Software 415 may be stored in memory 410 and includes, but is not limited to, an operating system, one or more applications, drivers, and / or other data and code. Instructions for performing the various functions described herein may be included in one or more applications, and the components of the control module may be implemented by processor 405 reading and executing the instructions of one or more applications. In some cases, software 415 may not be directly executable by the processor, but may (e.g., when compiled and executed) enable the computer to perform the various functions described herein related to the control method for aircraft landing lighting.

[0064] Figure 5 A framework diagram of an aircraft landing lighting system according to another embodiment of the present invention is shown. Figure 6 A schematic diagram of an aircraft landing lighting system according to another embodiment of the present invention is shown. It should be noted that... Figure 5 and Figure 6 For illustrative purposes only, this invention is not limited to Figure 5 and Figure 6 The aircraft landing lighting system explained in the text is not applicable to aircraft landing lighting systems, but can be adapted to systems including... Figure 5 and Figure 6 The aircraft landing lighting system shown has more or fewer components.

[0065] like Figure 5 As shown, except Figure 3The light source module 320 and control module 310 shown in the figure may also include an information acquisition module 510 and a power supply and drive module 520.

[0066] like Figure 5 As shown, the light source module 320 may include a fixed light source unit 322 and a matrix light source unit 324. In one example, the fixed light source unit 322 may include one or more fixed white light sources, and the matrix light source unit 324 may include one or more matrix white light source modules. The fixed white light source may be a laser white light source, a high-power white LED light source, or other white light source, providing a fixed beam with a fixed emission angle, emission direction, and brightness. The matrix white light source module may include multiple independently controllable LED beads, with the beam ranges of adjacent LED beads being continuous or overlapping to some extent. All or some of the LED beads combined provide a dynamic beam with varying horizontal and vertical diffusion angles, emission direction, and brightness.

[0067] It can be understood that the fixed light source unit 322 can have different horizontal diffusion angles and vertical diffusion angles, and the matrix light source unit 324 can have different horizontal diffusion angle ranges and vertical diffusion angle ranges.

[0068] Figure 6 A non-limiting example of a light source module 320 is given. For example... Figure 6 As shown, the light source module 320 may include five fixed white light sources 602 and two matrix white light source modules 604.

[0069] In one example, the color temperature of the fixed white light source 602 is consistent with that of the white LED light source in the matrix white light source module 604, with a deviation of no more than ±50K.

[0070] In addition, the light source module 320 can be connected in sequence to the power supply and drive module 520, the control module 310, and the information acquisition module 510.

[0071] In one example, the information acquisition module 510 can be communicatively connected to the aircraft's integrated modular avionics system to provide the control module 310 with at least one of the following: flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information from the integrated modular avionics system. The integrated modular avionics system can integrate all airborne signals. Accordingly, the information acquisition module 510 may include, for example, a flight attitude acquisition unit 512 and a ground information acquisition unit 514.

[0072] In a further example, the information acquisition module 510 may also include a camera, sensors, and / or radar to acquire environmental information about the aircraft. Accordingly, the information acquisition module 510 may also include an environmental condition acquisition unit, etc.

[0073] In one example, the control module 310 can be connected to the information acquisition module 510 and further includes an input signal processing unit, a working state control unit, an input signal calculation unit, and a light source module control unit. These units process and calculate the acquired information and output the calculation results as control signals for the light source module 320. For example, the input signal processing unit can be connected to the working state control unit and the input signal calculation unit, and finally transmit the output signal to the light source module control unit. The input signal calculation unit may also include matrix light source diffusion angle calculation and LED lamp bead lighting area calculation.

[0074] In one example, the power supply and drive module 520 can be connected to the control module 310 and the light source module 320. The power supply and drive module 520 can also include a fixed light source drive unit 522 and a matrix light source drive unit 524 for driving the light source module.

[0075] It is clear that, depending on the actual situation, the above examples can be implemented individually or in combination.

[0076] Figure 7 A flowchart illustrating the control of lighting via an aircraft landing lighting system according to an embodiment of the present invention is shown. For ease of understanding, the following explanation uses a first altitude of 3000m, a second altitude of 30m, and a third altitude of 0m as examples. It can be understood that other threshold altitude values ​​can be set as needed.

[0077] Combination Figure 5 and Figure 6 The aircraft landing lighting system shown below employs the following specific control procedures during the aircraft's landing process:

[0078] (1) At 704, flight attitude data is acquired from information acquisition module 510; at 706, the data is processed by the input signal processing unit in control module 310; at 708, data such as flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, target type, and target distance are transmitted to the working status control unit for the determination of the start control of the aircraft landing lighting system.

[0079] (2) At point 710, determine if the flight altitude is greater than 3000m. If so, the aircraft landing lighting system will not work, and the process will end. If not, at point 712, determine if the flight altitude is greater than 30m. If the flight altitude is greater than 30m, the flight altitude is within the range of 30-3000m, and the aircraft's flight status is determined to be the first state. At point 714, the light source module control unit in control module 310 outputs control information to the fixed light source unit 322. At point 716, the fixed light source drive unit 522 in control power supply and drive module 520 turns on the fixed light source unit 322.

[0080] (3) If the flight altitude is not greater than 30m, then at point 718, it is determined whether the flight altitude is greater than 0m. If so, the flight altitude is within the range of 0-30m, and the aircraft is determined to be in an approach attitude, that is, the flight state is the second state. Continue to point 720, and determine whether the aircraft pitch angle and yaw angle are equal to the preset values. If so, it means that the aircraft is in a normal approach attitude, and the pitch angle and yaw angle are maintained at normal angles. At point 722, while keeping the fixed light source unit 322 on, the input signal calculation unit in the control module 310 can calculate the real-time ideal horizontal diffusion angle of the matrix light source according to formula (1), and calculate the real-time lighting area of ​​the LED beads. The calculation method of the ideal horizontal diffusion angle is as follows:

[0081] The information acquisition module 510 acquires the flight altitude h1, the vertical height h2 of the light source module 320's light outlet from the main landing gear tire, the distance x of the target beam projected onto the runway front, the runway width w1, and the two preset installation spacings a of the aircraft landing lighting system, as well as the initial vertical diffusion angle of the matrix light source unit 324. The ideal horizontal diffusion angle θ can be calculated using the following formula:

[0082]

[0083] Among them, h2 and a are data of the aircraft itself, w1 is ground data, which can also be obtained from the aircraft's integrated modular avionics system; x can be preset, calculated based on the installation angle, flight altitude and aircraft pitch angle, or detected by sensors; Generally unchanged, this data belongs to the factory specifications of the aircraft landing lighting system.

[0084] Therefore, the real-time horizontal diffusion angle θ of the matrix light source unit 324 changes dynamically according to the distance x of the target beam projected onto the runway and the flight altitude h1. Correspondingly, the real-time illumination area of ​​each LED in the matrix light source unit 324 is calculated. After the calculation results are output to the light source module control unit, at point 726, the matrix light source drive unit 524 is controlled to turn on the corresponding LEDs in the matrix light source unit 324. The distance x of the target beam projected onto the runway is dynamically adjusted according to changes in flight altitude, aircraft pitch angle, etc.

[0085] (4) If the aircraft's pitch and yaw angles are not equal to the preset values, i.e., the aircraft has not adjusted its attitude according to the normal approach route, then at 728, the aircraft landing lighting system acquires the aircraft's pitch angle change Δγ and yaw angle change Δψ. Therefore, the vertical diffusion angle of the aircraft landing lighting system... While the horizontal diffusion angle θ remains constant, the changes in the LED illumination areas of the matrix light source unit 324 corresponding to -Δγ and -Δψ need to be calculated separately, and the results are output to the matrix light source driver unit 524. At 726, the corresponding LEDs are turned on by the PWM dimming control signal. If the aircraft roll angle is not equal to the preset value, the aircraft landing lighting system obtains the change in aircraft roll angle Δφ, and calculates the corresponding change in aircraft pitch angle Δγ and yaw angle Δψ respectively. Then, it calculates the changes in the real-time LED illumination areas according to the above method and controls the corresponding LEDs (not shown).

[0086] (5) If the flight altitude drops to 0, the flight state is determined to be the third state. The fixed light source unit 322 is turned off. At 732, it is determined whether the nose landing gear is touching the ground. If not, the aircraft is in the process of the main landing gear touching the ground and the nose landing gear falling back. Continue to 720 and determine whether the pitch angle and yaw angle are equal to the system preset value. If so, it means that the aircraft is in a normal ground-touching attitude and the pitch angle and yaw angle are maintained at normal angles. At this time, the flight altitude h1 is 0. At 730, the vertical height h2 of the light source module 320 from the light outlet to the main landing gear tire (i.e., the vertical height of the light outlet from the ground) is obtained. The input signal calculation unit in the control module 310 can calculate the real-time ideal horizontal diffusion angle of the matrix light source unit 324 according to formula (2). The calculation formula is as follows:

[0087]

[0088] The dynamic change of the horizontal diffusion angle θ is affected by the distance x of the beam projected to the front of the runway and the vertical height h2 of the light outlet of the light source module 320 from the main landing gear tire. The real-time lighting area of ​​each LED bead in the matrix light source unit 324 is obtained according to the calculation result of the real-time horizontal diffusion angle θ, and after being processed by the matrix light source control unit and the matrix light source drive unit 524 in the light source module control unit, the corresponding area of ​​the matrix light source unit 324 is turned on.

[0089] (6) If the aircraft pitch angle and yaw angle are not equal to the system preset values ​​when the flight altitude is 0 and the forward flight has not touched the ground, then at 728, perform the corresponding operation according to step (4).

[0090] (7) If the nose landing gear touches the ground, at 734, determine whether it is the runway (which can be obtained from the aircraft integrated modular avionics system). If it is, it means that the aircraft is in the high-speed glide process, the flight altitude h1 is 0, the vertical height h2 of the light outlet of the light source module 320 from the main landing gear tire is a fixed value, and the distance x of the beam projected to the front of the runway remains unchanged. At this time, at 736, the fixed light source unit 322 remains closed, and the horizontal diffusion angle of the matrix light source unit 324 is a constant value. Its horizontal diffusion angle θ value is calculated according to formula (2). Then the LED lamps in the corresponding area also remain unchanged. The calculation result is controlled by the matrix light source control unit to turn on the corresponding lamps of the matrix light source unit 324 through the matrix light source drive unit 524.

[0091] (8) If it is not a runway, then at 738, determine whether it is a curve (which can be obtained from the aircraft integrated modular avionics system). If it is, it means that the aircraft is turning. At this time, at 740, the fixed light source unit 322 remains off, and the LED beads in the corresponding area of ​​the matrix light source unit 324 responsible for the turning illumination are turned on.

[0092] (9) If it is not a curve, then at 742, determine whether it is a taxiway (which can be obtained from the aircraft integrated modular avionics system). If it is, it means that during the low-speed taxiing process of the aircraft entering the taxiway, the flight altitude h1 is 0, the vertical height h2 of the light outlet of the light source module 320 from the main landing gear tire is a fixed value, and the distance x of the beam projected to the front of the runway remains unchanged. At this time, at 744, the fixed light source module 320 is kept closed, and the taxiway width w2 is obtained. The ideal horizontal diffusion angle θ of the matrix light source unit 324 can be calculated according to formula (3), as follows:

[0093]

[0094] Then, based on the calculation results, the corresponding LED beads in the corresponding area are turned on and kept in the same state, and the calculation results are output to the light source module control unit and the matrix light source driver unit 524 to control the corresponding LED beads in the matrix light source module 324 to light up.

[0095] (10) If it is determined that it is not a taxiway, then at 746, determine whether the aircraft landing lighting system is faulty (which can be obtained from the aircraft integrated modular avionics system). If yes, end the process; otherwise, return to step (1).

[0096] It can be understood, such as Figure 7 The control flow shown is merely an example and can be adjusted, modified, and / or added to according to actual needs.

[0097] Figure 8 A schematic side view of the fuselage in an approach attitude according to an embodiment of the present invention is shown. Figure 9 A cross-sectional view of the horizontal diffusion angle beam centerline of an aircraft landing lighting system according to an embodiment of the present invention, formed by the short side of the runway, is shown.

[0098] The following is for reference Figure 8 and Figure 9 This section explains the derivation of the formula for calculating the horizontal diffusion angle θ. Assume that the aircraft landing lighting systems are symmetrically installed at a certain location on the aircraft (for example only), with an installation distance of 'a' between the two systems, a vertical distance h2 from the light outlet of the light source module 320 to the main landing gear tire, a runway width of w1, and a taxiway width of w2. Considering that the horizontal diffusion angle of currently used LED landing lights is relatively narrow during normal aircraft approach and landing, this section focuses on calculating the ideal horizontal diffusion angle of the matrix light source unit 324 proposed in this invention. Its vertical diffusion angle is initially set to the value of a conventional LED landing light.

[0099] When the aircraft landing lighting system determines that the flight altitude is within 0-30m, while the fixed light source unit 322 remains on, the control module 310 calculates the real-time ideal horizontal diffusion angle of the matrix light source unit 324 and the real-time LED illumination area of ​​the matrix light source unit 324. (Reference) Figure 8 The specific calculation method is as follows:

[0100] At an altitude of h1, point A, located x1 in front of the pilot's eye position, needs to be illuminated. The system obtains the straight-line distance d between the pilot's eye position Y and the aircraft's landing lighting system L. YL , due to d YL Since the projected spacing x2 on the runway is very small compared to x1, and the aircraft pitch angle is usually within 3°, for the sake of simplifying the calculation, we assume that x2 = d. YL Therefore, x = x1 + x2.

[0101] exist Figure 8 In the diagram, the angle between the upper edge LA of the landing lighting system L and its projection point L' onto the runway is α; the angle between the centerline LC of the landing lighting system L and its projection point L' onto the runway is β; and the straight-line distance from the beam center to the runway is d. LC .So,

[0102]

[0103] Assume two landing lighting systems L are symmetrically installed at a certain location on the aircraft (for example only), and the cross-section formed by the centerline of their horizontal diffusion beam and the short side of the runway is as follows. Figure 9 As shown.

[0104]

[0105] Combining equations (4)-(7), equation (1) can be derived. It can be understood that the formula for calculating the horizontal diffusion angle θ in equation (7) can be changed according to the actual installation location, number of installations and irradiation effect, such as equations (8) and (9). Here, it is only an example, and equation (1) can be adjusted accordingly.

[0106]

[0107] Similarly, the flight altitude h1 = 0m. Equation (2) can be derived from equations (4)-(7).

[0108] In the taxiing attitude, the flight altitude h1 = 0m, and the taxiway width w2 is obtained, then equation (3) can be derived.

[0109] Figure 10 A schematic diagram showing the simultaneous activation of a fixed light source unit and a matrix light source unit during a crosswind approach according to an embodiment of the present invention is provided.

[0110] refer to Figure 10 During aircraft approach, at an altitude of 0-30m, in crosswind conditions, the fixed light source unit 322 maintains a fixed direction of light emission, and the beam does not illuminate the runway. The activation of the fixed light source unit 322 is primarily to allow the pilot to establish a subjective sense of the relative position of the aircraft and the runway. At this time, the aircraft landing lighting system calculates the horizontal and vertical diffusion angles based on flight altitude, pitch angle, roll angle, and yaw angle information, and then controls the on / off state of the corresponding LEDs in the matrix light source unit 324, supplementing the fixed light source unit 322 and illuminating the effective area of ​​the runway.

[0111] It should be understood that the information regarding runway type, taxiway type, aircraft type, and flight attitude mentioned above is merely an example and does not encompass the entirety of this invention. In practical applications, the methods proposed in this invention can be used to calculate and control the aircraft according to the actual scenario, runway type, aircraft type, and other relevant information.

[0112] The above describes the control method and system for aircraft landing lighting of the present invention. It improves system efficiency and reduces airborne weight through integrated and systematic design. It can provide high central light intensity lighting to meet the illuminance required by the runway, and can also provide a wide beam angle with precise control to solve the problem of beam deviation from the runway in dark areas and crosswinds. At the same time, it can dynamically adjust the beam direction according to the flight attitude and take into account the pilot's subjective feeling of the relative position of the fuselage and the runway based on the direction of the landing light beam. Therefore, it can adapt to the needs of different landing stages and complex weather conditions. It can be applied to aircraft external lighting to provide pilots with high brightness, long distance, wide beam, and multimodal lighting, thereby improving flight safety.

[0113] Compared with existing solutions, the present invention can bring at least the following beneficial effects:

[0114] (1) The present invention combines the high brightness and long-distance illumination capability of a fixed light source unit (such as a fixed white light source) with the flexible adjustment capability of a matrix light source unit (such as a matrix LED light source), which can provide intelligent aircraft external lighting with multiple modes for the entire process of aircraft night landing.

[0115] (2) In this invention, a fixed white light source provides a fixed beam, the direction of which can prevent bird strikes during aircraft descent and help the pilot establish a subjective sense of the aircraft's attitude relative to the runway during approach. Additionally, a matrix LED light source provides dynamic beams for approach, landing, and taxiing attitudes, dynamically adjusting the illumination angle and range based on flight attitude and environmental information such as altitude, pitch angle, yaw angle, and illumination distance. Specifically, the horizontal diffusion angle of the matrix LED light source can vary from narrow to wide, achieving a deflectable wide beam, while the vertical diffusion angle can achieve a certain angle deflection, ensuring the beam covers the effective runway area. This solves the problem of traditional landing lights having dark areas on the runway or beams not illuminating the runway due to narrow beam angles and fixed directions.

[0116] (3) The dynamic beam can be turned on dynamically according to the aircraft attitude, and the light source is used in a reasonable and effective manner, avoiding the abuse of the light source to cause the high power density light source to work continuously, resulting in excessive heat concentration and shortening the service life.

[0117] (4) It integrates three lighting functions: landing light, taxi light, and turning light. Resources can be shared, the lighting efficiency is high, the number of lights is reduced, and one light can be used for multiple purposes, reducing the pilot's operating burden.

[0118] The foregoing description includes examples of various aspects of the claimed subject matter. It is certainly impossible to describe every conceivable combination of components or methods for the purpose of depicting the claimed subject matter, but those skilled in the art will recognize that many further combinations and arrangements of the claimed subject matter are possible. Thus, the disclosed subject matter is intended to cover all such changes, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A control method for aircraft landing lighting, characterized in that, The control method includes: Acquire the flight attitude data of the aircraft; The flight status of the aircraft is determined based on the flight attitude data; and Based on the flight state, perform at least one of the following on the aircraft's light source module: Turn the fixed light source unit in the light source module on or off; or Identify and activate the lighting area of ​​the matrix light source unit in the light source module to achieve the light emission angle, light emission direction, and brightness corresponding to the flight state.

2. The control method as described in claim 1, characterized in that, The flight attitude data includes at least one of the following: flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information.

3. The control method as described in claim 1, characterized in that, The fixed light source unit includes one or more fixed white light sources; and The matrix light source unit includes one or more matrix white light source modules, wherein each matrix white light source module is provided with multiple independently controllable light-emitting devices.

4. The control method as described in claim 1, characterized in that, Determining the aircraft's flight status based on the flight attitude data further includes: The flight altitude of the aircraft is determined based on the flight attitude data; and The flight status of the aircraft is determined based on its flight altitude, and the flight status includes a first state, a second state, and a third state.

5. The control method as described in claim 4, characterized in that, When it is determined that the flight altitude has decreased to a first altitude, the flight state is determined to be the first state; and Turn on the fixed light source unit in the light source module.

6. The control method as described in claim 5, characterized in that, When it is determined that the flight altitude has decreased to a second altitude, wherein the second altitude is less than the first altitude, the flight state is determined to be the second state. The illumination area of ​​the matrix light source unit in the light source module is determined based on the following factors: the flight altitude of the aircraft, the position of the light source module on the aircraft, the distance the target beam is projected to the front of the runway, and the runway width; and Turn on the light-emitting device of the matrix light source unit in the lighting area.

7. The control method as described in claim 6, characterized in that, When it is determined that the flight altitude has decreased to a third altitude, wherein the third altitude is less than the second altitude, the flight state is determined to be the third state; and Turn off the fixed light source unit in the light source module.

8. The control method as described in claim 6, characterized in that, The aircraft pitch angle, yaw angle, and / or roll angle are determined based on the flight attitude data. When it is determined that at least one of the aircraft pitch angle, the aircraft yaw angle, and / or the aircraft roll angle is not within the corresponding threshold range, the lighting area of ​​the matrix light source unit is adjusted according to the aircraft pitch angle, the aircraft yaw angle, and / or the aircraft roll angle.

9. The control method as described in claim 7, characterized in that, When it is determined that the aircraft is on a curve, the lighting area of ​​the matrix light source unit is adjusted to the light-emitting device responsible for turning illumination in the matrix light source unit.

10. The control method as described in claim 7, characterized in that, When the aircraft is determined to be on the taxiway, the illumination area of ​​the matrix light source unit is adjusted according to the width of the taxiway.

11. An aircraft landing lighting system, characterized in that, The aircraft landing lighting system includes: The light source module includes a fixed light source unit and a matrix light source unit; A control module configured to perform the control method as described in any one of claims 1-10.

12. The aircraft landing lighting system as claimed in claim 11, characterized in that, The aircraft landing lighting system further includes: An information acquisition module is communicatively connected to the aircraft integrated modular avionics system to provide the control module with at least one of the following from the aircraft integrated modular avionics system: flight altitude, aircraft pitch angle, aircraft yaw angle, aircraft roll angle, and ground information.

13. The aircraft landing lighting system as described in claim 12, characterized in that, The information acquisition module includes a camera device, sensors, and / or radar to acquire environmental information of the aircraft.

14. The aircraft landing lighting system as claimed in claim 11, characterized in that, The aircraft landing lighting system is installed in at least one of the following locations: The landing gear struts of the aircraft; The sides of the aircraft fuselage; At the wing root of the aircraft; or The aircraft's fairing.

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