Civil aircraft emergency lighting system and method

Abstract

The application discloses a kind of civil aircraft emergency lighting system and method. Aircraft engine system is connected with remote data interface unit, provides aircraft engine speed state signal for remote data interface unit, remote data interface unit is connected with conventional distribution box, intelligent distribution box is connected with conventional distribution box, conventional distribution box is connected with emergency lighting power supply, and normal electricity or emergency electricity is selected to supply power to emergency lighting power supply by conventional distribution box, cabin lighting control system is connected with emergency power supply, and emergency lighting power supply is controlled to automatically provide power to emergency lighting equipment. The application can realize that normal electricity or emergency electricity charges emergency lighting system, and the cooperation of engine speed and aircraft main power charging type ensures that emergency lighting system can accurately guarantee the time length of emergency lighting system lighting when forced landing.

Description

Technical Field

[0001] This invention pertains to aircraft lighting technology, and more specifically, relates to an emergency lighting system and method for civil aircraft. Background Technology

[0002] Because amphibious aircraft possess superior amphibious capabilities that are not found in conventional land-based aircraft and ships, they have a wide range of applications. They can be used not only for forest fire fighting and water rescue, but also for tasks such as marine environmental monitoring, near-shore and far-sea patrols, and strategic material transportation.

[0003] Emergency lighting systems provide illumination to passengers and crew when an aircraft malfunctions and makes an emergency landing, enabling them to locate emergency exits and life-saving equipment, read operating instructions, and follow emergency evacuation routes, thus ensuring a rapid evacuation from the emergency scene.

[0004] Current emergency lighting systems, whether on the ground or in the air, generally use a single charging method. This single charging method means that emergency lights are turned on while the aircraft is in the air, and the duration of illumination cannot be guaranteed when personnel need to evacuate on the ground. Moreover, the current emergency lighting systems have complex activation logic, which can easily lead to abnormal activation of related equipment, shortening the aircraft's emergency lighting power lifespan and severely hindering personnel evacuation. Summary of the Invention

[0005] The purpose of this invention is to provide an emergency lighting system and method for civil aircraft. This system enables charging of the emergency lighting system using either normal or emergency power, with the engine speed and the aircraft's main power supply charging type working in tandem to ensure accurate illumination duration during emergency landings. Furthermore, it allows for both automatic and manual operation modes. The manual mode provides greater convenience for the crew, while the automatic mode activates in emergency situations to protect the crew. This invention effectively extends the operating time of the emergency lighting system, significantly improving its reliability and safety.

[0006] The technical solution of the present invention: An emergency lighting system for civil aircraft includes an aircraft engine system, a remote data interface unit, a smart power distribution box, a conventional power distribution box, an emergency lighting power supply, and a cockpit lighting control system. The aircraft engine system is connected to the remote data interface unit, providing the remote data interface unit with aircraft engine speed status signals. The remote data interface unit is connected to the conventional power distribution box, the smart power distribution box is connected to the conventional power distribution box, and the conventional power distribution box is connected to the emergency lighting power supply. The conventional power distribution box selects between normal power and emergency power to supply power to the emergency lighting power supply. The cockpit lighting control system is connected to the emergency power supply, controlling the emergency lighting power supply to automatically provide power to the emergency lighting equipment.

[0007] Furthermore, a relay is installed in the conventional power distribution box. When the relay contacts are closed, the normal power from the smart power distribution box charges the emergency lighting power supply through the conventional power distribution box; when the relay contacts are open, the aircraft's emergency power charges the emergency lighting power supply through the conventional power distribution box.

[0008] Furthermore, the system also includes a cabin lighting control system, which is connected to an emergency lighting power supply and is used to manually control the emergency power supply to provide power to the emergency lighting equipment.

[0009] Furthermore, it also includes a data concentrator that receives alarm signals from the cockpit lighting control system and transmits them to the alarm system.

[0010] Furthermore, the relay is a 4-pole relay, and the coil of the 4-pole relay is connected to a remote data interface unit. The remote data interface unit provides a ground signal or an open signal to the coil of the 4-pole relay, and the contact is engaged or disengaged according to the ground signal or the open signal.

[0011] Furthermore, the conventional power distribution box also includes an emergency busbar, the front end of which is connected to the aircraft's emergency power supply, and the rear end of which is connected to the contacts of a 4-pole relay; the intelligent power distribution box includes a busbar that receives aircraft power, and an SSPC protector connected to the rear end of the busbar.

[0012] A lighting control method for the emergency lighting system of a civil aircraft includes the following steps: Step 1: Determine if the aircraft is in the air or on the ground: Based on the aircraft's engine speed, identify whether the aircraft is on the ground or in the air. When the current speed of all engines is less than 77.5% of their maximum speed and the RAT speed is less than 2000 RPM, the remote data interface unit outputs a ground signal, indicating that the aircraft is in a ground state. When the speed of any engine is greater than or equal to 77.5% of its maximum speed, or the RAT speed is greater than or equal to 2000 RPM, the remote data interface unit outputs an open-circuit signal, indicating that the aircraft is in the air. Step 2: The conventional power distribution box identifies the status signal of the remote data interface unit. When the aircraft is on the ground, the relay coil of the conventional power distribution box receives the ground signal, the relay contacts close, and the normal power of the smart power distribution box charges the emergency lighting power supply through the relay. When the aircraft is in the air, the relay coil of the conventional power distribution box receives the open circuit signal, the relay contacts do not close, and the aircraft's emergency power charges the emergency lighting power supply through the relay.

[0013] Furthermore, when the coil receives a ground signal, the contact end is pulled upwards to receive power from the normal busbar. When a normal power failure is detected on the ground, the emergency lighting equipment will automatically turn on. When the coil receives an open circuit signal, the contact end is pulled downwards to receive power from the emergency busbar through the emergency lighting switch 1. When only the emergency busbar is powered in the air and a power failure occurs, the emergency lighting power supply will supply power to the emergency lighting equipment, and the emergency lighting equipment will automatically turn on. When a normal power failure occurs in the air, the emergency lighting equipment will not turn on.

[0014] Furthermore, the emergency lighting power supply includes an automatic control mode and a manual control mode. Before the aircraft is ready for takeoff, the emergency lighting switch is switched to the ready position. This position is the automatic mode switch for emergency lighting. When the power supply to the front end of the emergency lighting power supply is lost, the emergency lighting equipment is powered by the emergency lighting power supply and automatically lights up. When the emergency lighting switch is turned to the on or off position, the emergency lighting power supply is in manual control mode. When the power supply to the emergency lighting power supply is lost, the emergency lighting equipment can be manually powered by the emergency lighting power supply to turn it on.

[0015] Furthermore, the emergency lighting switch must be switched to the ready position before takeoff, and the "not ready" alarm signal will disappear. If the emergency lighting switch is not switched to the ready position before takeoff, the data concentrator will receive the "not ready" signal and issue an alarm through the alarm system.

[0016] The beneficial effects of this invention are as follows: This invention provides an emergency lighting system and method for civil aircraft, capable of charging the emergency lighting system with normal or emergency power. The coordination between engine speed and the aircraft's main power charging type ensures the emergency lighting system can accurately maintain its illumination duration during emergency landings. Simultaneously, it enables both automatic and manual operation modes for the emergency lighting system. The manual mode provides greater convenience for the crew, while the automatic mode activates in emergency situations to protect the crew. This invention effectively increases the operating time of the emergency lighting system, significantly improving its reliability and safety.

[0017] This invention can be used to indicate the operational status of the aircraft's emergency lighting system and ensure timely activation during emergency landings, providing internal and external lighting for emergency escape routes. It establishes a direct link between the emergency lighting system and the aircraft's status judgment logic, enabling the emergency lighting system to activate emergency escape lighting more effectively and accurately. It prevents abnormal activation of the lighting equipment, ensures the duration of emergency lighting power supply, and improves the safety of amphibious aircraft during emergency escapes.

[0018] This invention has the following advantages in aircraft emergency lighting applications: 1. During flight, with the emergency lighting switch in the "ready" position, the emergency lighting system enters automatic emergency mode. If the main power system enters emergency mode, the normal power grid is lost. In the air, the emergency lighting system charges the emergency power grid, and the lights will not illuminate. This design ensures that when the aircraft truly needs to escape in an emergency, the energy storage of the emergency lighting power supply is greatly increased, buying valuable time for escape.

[0019] 2. When the aircraft is on the ground, in the event of an emergency or after landing for other reasons, an emergency evacuation procedure needs to be executed. At this time, the engine speed decreases, and the emergency lighting system will automatically switch to normal grid power. When the main power is lost, the emergency lighting system lights will automatically turn on. This design ensures the accurate timing of the emergency lighting system's activation and also guarantees the charging needs of maintenance personnel (who use a ground power vehicle to provide power during ground maintenance) for the emergency lighting.

[0020] 3. The dual-mode lighting method of the present invention can greatly help improve the quality of automated use of emergency lighting systems and reduce the burden on pilots in emergency situations. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the civil aircraft lighting system architecture of the present invention. Detailed Implementation

[0022] The following description of embodiments provides a more detailed explanation of the specific implementation of the present invention, including the shape and structure of each component, the relative positions and connections between the parts, the function and working principle of each part, the manufacturing process, and the operation and use methods, in order to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the concept and technical solution of the present invention. One embodiment of the present invention is as follows: Figure 1 As shown, this invention provides a civil aircraft emergency lighting system, including an aircraft engine system, a remote data interface unit, a smart power distribution box, a conventional power distribution box, an emergency lighting power supply, and a cockpit lighting control system. The aircraft engine system is connected to the remote data interface unit, providing the remote data interface unit with aircraft engine speed status signals. The remote data interface unit is connected to the conventional power distribution box, and the smart power distribution box is connected to the conventional power distribution box. The conventional power distribution box is connected to the emergency lighting power supply, selectively supplying either normal or emergency power. The cockpit lighting control system is connected to the emergency power supply, controlling the emergency lighting power supply to automatically provide power to the emergency lighting equipment. The system also includes a through-cabin lighting control system, which is connected to the emergency lighting power supply and used to manually control the emergency power supply to provide power to the emergency lighting equipment.

[0023] The emergency lighting system includes an emergency lighting power supply (battery), external emergency lights, emergency exit signs, and internal emergency cabin lights. The emergency lighting power supply automatically provides emergency power to the lighting fixtures and other equipment after the main power supply is lost. The external emergency lights provide ambient lighting for the emergency exits, the internal emergency cabin lights provide ambient lighting for emergency evacuation, and the emergency exit signs provide emergency exit markings.

[0024] It also includes a data concentrator, which receives alarm signals from the cockpit lighting control system and transmits them to the alarm system. The emergency lighting switch must be switched to the ready position before takeoff, and the "not ready" alarm signal will disappear. If the emergency lighting switch is not switched to the ready position before takeoff, the data concentrator receives the "not ready" signal and issues an alarm through the alarm system.

[0025] The conventional power distribution box contains a relay. When the relay contacts are closed, the normal power from the intelligent power distribution box charges the emergency lighting power supply through the conventional power distribution box. When the relay contacts are open, the aircraft's emergency power supplies charge the emergency lighting power supply through the conventional power distribution box. The relay is a 4-pole relay, with its coil connected to a remote data interface unit. The remote data interface unit provides a ground signal or an open signal to the coil of the 4-pole relay, which controls the engagement or disengagement of the contacts. The conventional power distribution box also includes an emergency busbar, with its front end connected to the aircraft's emergency power supply and its rear end connected to the contacts of the 4-pole relay. The intelligent power distribution box includes a busbar that receives aircraft power and an SSPC protector connected to the rear end of the busbar.

[0026] The main power supply for emergency lighting uses a dual-power distribution method with two types of power sources. For example... Figure 1 As shown, the conventional power distribution box contains a 4-pole relay. The front power supply contact receives 28V current from the normal busbar in the intelligent power distribution box via the SSPC protector. The other contact receives 28V current from the emergency busbar in the conventional power distribution box via a circuit breaker. The relay coil is connected to a remote data interface unit. Aircraft speed is sent to the remote data interface unit by a speed signal converter and converted into a signal by software. When the coil receives a ground signal, the contact point is pulled upwards and powered by the normal busbar. When a normal power failure is detected on the ground, the emergency lighting system automatically illuminates. When the coil receives an open circuit signal, the contact point remains stationary and powered by the emergency busbar. In the air, the system only illuminates automatically when the emergency busbar power supply fails. The aircraft electrical system has two power grid modes. A normal power failure in the air will not illuminate the emergency lighting equipment, ensuring that the lighting duration of the emergency lighting system remains unaffected when emergency evacuation is truly needed after an emergency landing.

[0027] The emergency lighting system control system consists of two sets of control equipment, including a cabin lighting control system and an overpass lighting control system. The cabin lighting control system is connected to the emergency power supply and controls the emergency lighting power supply to automatically provide power to the emergency lighting equipment. The overpass lighting control system is connected to the emergency lighting power supply and is used to manually control the emergency power supply to provide power to the emergency lighting equipment.

[0028] Before takeoff, the emergency lighting switch is switched to the ready position. This position is the automatic emergency lighting mode switch. When the aircraft's main power is lost, the cockpit lighting control system will automatically activate the emergency lighting system. To ensure that the pilot switches to the ready position before takeoff, a "not ready" alarm signal is set here.

[0029] When in manual mode, the pilot manually toggles the emergency lighting switch to the "on" or "off" position. The emergency power supply to the emergency lighting equipment is manually controlled via the cabin lighting control system.

[0030] Due to their unique amphibious capabilities, amphibious aircraft have a wide range of applications, including forest firefighting and water rescue. During missions, a crew member operates the through-cab, which is used to activate emergency lighting equipment when needed.

[0031] Another embodiment of the present invention provides a lighting control method for the emergency lighting system of a civil aircraft, comprising the following steps: Step 1: Determine if the aircraft is in the air or on the ground: Based on the aircraft's engine speed, identify whether the aircraft is on the ground or in the air. When the current speed of all engines is less than 77.5% of their maximum speed and the RAT speed is less than 2000 RPM, the remote data interface unit outputs a ground signal, indicating that the aircraft is in a ground state. When the speed of any engine is greater than or equal to 77.5% of its maximum speed, or the RAT speed is greater than or equal to 2000 RPM, the remote data interface unit outputs an open-circuit signal, indicating that the aircraft is in the air. The aircraft's air / ground status is determined by its rotational speed, and control commands are received and issued by the remote data interface unit.

[0032] Step 2: The conventional power distribution box identifies the status signal of the remote data interface unit. When the aircraft is on the ground, the relay coil of the conventional power distribution box receives the ground signal, the relay contacts close, and the normal power from the smart power distribution box charges the emergency lighting power supply through the relay. When the aircraft is in the air, the relay coil of the conventional power distribution box receives the open circuit signal, the relay contacts do not close, and the aircraft's emergency power charges the emergency lighting power supply through the conventional power distribution box.

[0033] The emergency lighting power supply is provided by the emergency lighting system's battery, which is charged by the aircraft's main power system. The main power charging distribution box can be a conventional or intelligent distribution box, providing both normal and emergency power. Normal power from the aircraft's main power system is generated from engine kinetic energy, rectified by the generator control box, and distributed to all distribution boxes for load distribution. Emergency power is provided by the aircraft's emergency batteries. In the event of a normal power grid failure, the aircraft can switch to emergency power supply mode. When the power supply to the emergency lighting system is suddenly lost, the software module within the equipment identifies the power grid failure and automatically activates the emergency lighting equipment to provide escape lighting for the passengers.

[0034] In this embodiment, the coil receives a ground signal and the contact point is pulled upwards to be powered by the normal busbar. When a normal power failure is detected on the ground, the emergency lighting equipment automatically turns on. When the coil receives an open circuit signal, the contact point is pulled downwards to be powered by the emergency busbar through the emergency lighting switch 1. When only the emergency busbar is powered in the air and a power failure occurs, the emergency lighting power supply will power the emergency lighting equipment, and the emergency lighting equipment will automatically turn on. When a normal power failure occurs in the air, the emergency lighting equipment will not turn on.

[0035] The relays installed inside the power distribution box are controlled by signals from the remote control component. The front end of the contacts is connected to the normal power supply of the smart power distribution box and the emergency power supply of the conventional power distribution box. The coil controls the up and down movement of the contact end to control the type of main power supply for charging.

[0036] In this embodiment, the emergency lighting power supply includes an automatic control mode and a manual control mode. Before the aircraft is ready to take off, the emergency lighting switch is switched to the ready position. This position is the emergency lighting automatic mode switch. When the power supply to the front end of the emergency lighting power supply is lost, the emergency lighting equipment is powered by the emergency lighting power supply and automatically lights up. When the emergency lighting switch is turned to the on or off position, the emergency lighting power supply is in manual control mode. When the power supply to the emergency lighting power supply is lost, the emergency lighting equipment can be manually powered by the emergency lighting power supply to turn it on.

[0037] In this embodiment, the emergency lighting switch must be switched to the ready position before takeoff, and the "not ready" alarm signal will disappear. If the emergency lighting switch is not switched to the ready position before takeoff, the data concentrator receives the "not ready" signal and issues an alarm through the alarm system.

[0038] This invention achieves the reliability of the emergency lighting system during both automatic and manual operation by combining engine speed, data acquisition system, power distribution system, and alarm system.

[0039] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A lighting control method for a civil aircraft emergency lighting system, wherein the civil aircraft emergency lighting system includes an aircraft engine system, a remote data interface unit, an intelligent power distribution box, a conventional power distribution box, an emergency lighting power supply, and a cockpit lighting control system. The aircraft engine system is connected to the remote data interface unit and provides the remote data interface unit with an aircraft engine speed status signal. The remote data interface unit is connected to the conventional power distribution box. The intelligent power distribution box is connected to the conventional power distribution box. The conventional power distribution box is connected to the emergency lighting power supply and selects between normal power and emergency power to supply power to the emergency lighting power supply. The cockpit lighting control system is connected to the emergency lighting power supply and controls the emergency lighting power supply to automatically provide power to the emergency lighting equipment. A relay is installed in the conventional power distribution box. When the relay contacts are closed, the normal power from the smart power distribution box charges the emergency lighting power supply through the conventional power distribution box; when the relay contacts are open, the aircraft's emergency power charges the emergency lighting power supply through the conventional power distribution box. The relay is a 4-pole relay. The coil of the 4-pole relay is connected to a remote data interface unit. The remote data interface unit provides a ground signal or an open circuit signal to the coil of the 4-pole relay, and the contacts are closed or opened according to the ground signal or the open circuit signal. The conventional power distribution box also includes an emergency busbar, the front end of which is connected to the emergency lighting power supply and the rear end of which is connected to the contacts of a 4-pole relay; the intelligent power distribution box includes a busbar that receives power from the aircraft and an SSPC protector connected to the rear end of the busbar. Its features are, The lighting control method includes the following steps: Step 1: Determine if the aircraft is in the air or on the ground: Based on the aircraft's engine speed, identify whether the aircraft is in the air or on the ground. When the current speed of all engines is less than 77.5% of their maximum speed and the RAT speed is less than 2000 RPM, the remote data interface unit outputs a ground signal, indicating that the aircraft is in the air. When the speed of any engine is greater than or equal to 77.5% of its maximum speed, or the RAT speed is greater than or equal to 2000 RPM, the remote data interface unit outputs an open-circuit signal, indicating that the aircraft is in the air. Step 2: The conventional power distribution box identifies the status signal of the remote data interface unit. When the aircraft is on the ground, the relay coil of the conventional power distribution box receives the ground signal, the relay contacts close, and the normal power of the smart power distribution box charges the emergency lighting power supply through the relay. When the aircraft is in the air, the relay coil of the conventional power distribution box receives the open circuit signal, the relay contacts do not close, and the aircraft emergency power charges the emergency lighting power supply through the relay. When the coil receives a ground signal, the contact point is pulled upwards and powered by the normal busbar. When a normal power failure is detected on the ground, the emergency lighting equipment will automatically turn on. When the coil receives an open circuit signal, the contact point is pulled downwards and powered by the emergency busbar through the emergency lighting switch. When only the emergency busbar is powered in the air and a power failure occurs, the emergency lighting power supply will power the emergency lighting equipment, and the emergency lighting equipment will automatically turn on. If a normal power failure occurs in the air, the emergency lighting equipment will not turn on. The emergency lighting power supply includes automatic control mode and manual control mode. Before the aircraft is ready for takeoff, the emergency lighting switch is switched to the ready position. This position is the automatic mode switch for emergency lighting. When the power supply to the front end of the emergency lighting power supply is lost, the emergency lighting equipment will be powered by the emergency lighting power supply and will automatically light up. When the emergency lighting switch is turned to the on or off position, the emergency lighting power supply is in manual control mode. When the power supply to the emergency lighting power supply is lost, the emergency lighting equipment can be manually powered by the emergency lighting power supply to turn it on.

2. The lighting control method according to claim 1, characterized by, The civil aircraft emergency lighting system also includes a cabin lighting control system, which is connected to the emergency lighting power supply and is used to manually control the emergency lighting power supply to provide power to the emergency lighting equipment.

3. The lighting control method according to claim 1, characterized by, It also includes a data concentrator that receives alarm signals from the cockpit lighting control system and transmits them to the alarm system.

4. The lighting control method according to claim 1, characterized by, The emergency lighting switch must be switched to the ready position before takeoff, and the "not ready" alarm signal will disappear. If the emergency lighting switch is not switched to the ready position before takeoff, the data concentrator will receive the "not ready" signal and issue an alarm through the alarm system.

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