Dynamic illumination system for runway illumination

Abstract

A dynamic runway illumination system, including a light source having an addressable light beam direction, and a control unit configured to receive aircraft attitude information and the orientation of the runway selected for takeoff or landing, obtain horizontal and vertical axes, the horizontal axis being collinear with the takeoff or landing longitudinal direction, determine the actual and the reference aircraft trajectories, obtain the actual and the reference vertical approach angles, and the actual horizontal approach angle, and actuate onto the light source to perform an angular movement in the light beam direction of an absolute value of the actual vertical approach angle minus the absolute value of the reference vertical approach angle about the vertical axis, and an angular movement of an absolute value of the actual horizontal approach angle about the horizontal axis, to vertically and horizontally align the beam of the light source towards the runway direction.

Claims

1. A dynamic illumination system for runway illumination in an aircraft, comprising: a light source having steerable light beam direction, a control unit configured to: receive, from an aircraft data system, aircraft attitude information, a runway selected for takeoff or landing, and an orientation of a runway orientation, obtain horizontal and vertical axes, the horizontal axis being collinear with a longitudinal direction of the selected runway, determine, from the received aircraft attitude information, an actual aircraft trajectory and a reference aircraft trajectory in horizontal and vertical axes, obtain an actual vertical approach angle formed between a projection in an X-Y plane of the actual aircraft trajectory and the horizontal axis, and a reference vertical approach angle formed between the reference aircraft trajectory and the horizontal axis, obtain an actual horizontal approach angle formed between a projection of the aircraft trajectory in an X-Z plane and the horizontal axis, actuate the light source to perform an angular movement in the light beam direction of an absolute value of the actual vertical approach angle minus an absolute value of the reference vertical approach angle about the vertical axis following a direction defined by an angular movement performed from the actual vertical approach angle towards the reference vertical approach angle, to vertically align the beam of the light source towards the runway direction, and actuate the light source to perform an angular movement in the light beam direction of an absolute value of the actual horizontal approach angle about the horizontal axis following an opposite direction defined by an angular movement performed from the actual horizontal approach angle towards the horizontal axis, to horizontally align an output beam of the light source towards the runway direction.

2. The dynamic illumination system for runway illumination, according to claim 1, wherein the light source is mechanically movable, and is configured to move according to a received servo command.

3. The dynamic illumination system for runway illumination, according to claim 1, wherein the light source has an orientable output beam.

4. The dynamic illumination system for runway illumination, according to claim 1, wherein the output beam comprises an electronically controlled matrix of LEDs or laser diodes, a projection via LCD, or an electronically controlled micro mirror.

5. The dynamic illumination system for runway illumination, according to claim 1, wherein the control unit is connected to flight management system data of the aircraft, to determine at least one of the runway selected for takeoff or landing, or its orientation.

6. The dynamic illumination system for runway illumination, according to claim 5, wherein the control unit is configured to automatically turn on the light source in approach, landing and take-off phases based on the information received from the flight management system.

7. The dynamic illumination system for runway illumination, according to claim 5, wherein the control unit is further configured to perform auto-dimming functions to avoid glaring another aircraft in an airport.

8. An aircraft part comprising the dynamic illumination system for runway illumination according to claim 1, said dynamic illumination system being embedded in the aircraft part.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For a better comprehension of the invention, the following drawings are provided for illustrative and non-limiting purposes, wherein:

(2) FIGS. 1a and 1b show, in horizontal and vertical planes, the vectors considered in a first scenario where the actual aircraft trajectory ({right arrow over (V)}) is diverged from the reference aircraft trajectory ({right arrow over (V)}o) associated with a specific aircraft attitude. FIG. 1a shows the vectors in a vertical plane. FIG. 1b shows the vectors in a horizontal plane.

(3) FIG. 2 shows altogether the vectors considered in a second scenario where the actual aircraft trajectory ({right arrow over (V)}) is diverged from the reference aircraft trajectory ({right arrow over (V)}o) associated with a specific aircraft attitude.

(4) FIG. 3 shows an aircraft having the dynamic illumination system embedded in one of its parts.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

(5) According to the invention, the illumination system comprises a light source, and a control unit. The light source has an addressable light beam direction ({right arrow over (L)}) that, being steerable, provides a dynamic illumination, sensitive to the actual aircraft attitude information, and the orientation of the runway ({right arrow over (R)}) selected for takeoff or landing.

(6) FIGS. 1a and 1b schematically show a first scenario in which an aircraft follows a trajectory deviated from the reference—desired—trajectory. Consequently, the light beam direction is also deviated from the reference-desired-direction considering the aircraft trajectory.

(7) FIG. 1a shows the actual aircraft trajectory ({right arrow over (V)}), the reference aircraft trajectory ({right arrow over (Vo)}), the actual light beam direction ({right arrow over (L)}), and the reference light beam direction ({right arrow over (Lo)}), wherein the reference light beam direction ({right arrow over (Lo)}) corresponds to the reference aircraft trajectory ({right arrow over (Vo)}) in the vertical plane XY. As reference, horizontal axis ({right arrow over (x)}) is collinear with the longitudinal direction of the selected runway ({right arrow over (R)}).

(8) As shown, the aircraft following the actual aircraft trajectory ({right arrow over (V)}) forms an angle β with the horizontal axis {right arrow over (x)}, while the reference—desired as per light orientation default design-aircraft trajectory ({right arrow over (Vo)}) forms an angle β0 with the horizontal axis {right arrow over (x)}. Thus, the actual aircraft trajectory ({right arrow over (V)}) is deviated |β|−|β0| from the reference—desired—aircraft trajectory ({right arrow over (Vo)}). Accordingly, the light beam direction ({right arrow over (L)}) is corrected to achieve the desired light beam direction ({right arrow over (Lo)}), where this desired light beam direction ({right arrow over (Lo)}) corresponds to the deviation of a value of |β|-|β0| about the vertical axis ({right arrow over (y)}), following the direction defined by the angular movement performed from the actual approach angle (β) towards the reference—desired—approach angle (β0) of the light beam direction ({right arrow over (L)}). This way, the light beam direction is vertically aligned towards the direction of the runway selected for takeoff or landing.

(9) FIG. 1b shows the actual aircraft trajectory ({right arrow over (V)}), the reference aircraft trajectory ({right arrow over (Vo)}), the actual light beam direction ({right arrow over (L)}), and the desired light beam direction ({right arrow over (Lo)})—corresponding to the reference aircraft trajectory ({right arrow over (Vo)})—in the horizontal plane XZ.

(10) As shown, the aircraft following the actual aircraft trajectory ({right arrow over (V)}) forms an angle with the horizontal axis {right arrow over (y)}, while the reference—desired as per light beam default orientation—aircraft trajectory ({right arrow over (Vo)}) forms an angle 0 with the horizontal axis {right arrow over (y)}. Thus, the actual aircraft trajectory ({right arrow over (V)}) is deviated ||−|0| from the reference—desired—aircraft trajectory ({right arrow over (Vo)}). Accordingly, the light beam direction ({right arrow over (L)}) is corrected to achieve the desired light beam direction ({right arrow over (Lo)}), where this desired light beam direction ({right arrow over (Lo)}) corresponds to the deviation of a value of || about the horizontal axis ({right arrow over (x)}), following the opposite direction defined by the angular movement performed from the actual horizontal approach angle () towards the horizontal axis ({right arrow over (x)}). This way, the light beam direction is horizontally aligned towards the direction of the runway selected for takeoff or landing.

(11) According to a preferred embodiment, the light source is mechanically movable, and is configured to move according to a received servo command.

(12) According to another preferred embodiment, the light source has an orientable output beam consisting of an electronically controlled matrix of LEDs (with not mechanically movable parts). Alternatively, the light source may consist of an electronically controlled matrix of laser diodes, or a projection via LCD, or a micro mirror electronically controlled.

(13) Also, according to another preferred embodiment, the control unit is connected to the flight management system data of the aircraft, to determine the runway (R) selected for takeoff or landing, and/or its orientation ({right arrow over (R)}).

(14) According to another preferred embodiment, the control unit is configured to automatically turn on the light source in approach, landing and take-off phases based on the information received from the flight management system, in particular, from altitude and distance to target runway information.

(15) According to another preferred embodiment, the control unit is further configured to perform auto-dimming functions to avoid glaring another aircrafts in the airport after the landing has been performed, or before the acceleration phase of the take-off. These phases are detected by the information provided by the flight management system.

(16) FIG. 2 shows a second scenario where the aircraft is not oriented to be aligned with the direction of the runway selected for takeoff or landing ({right arrow over (R)}), and for that, in which the light flux ({right arrow over (L)}) needs to be corrected by β (along the pitch axis) and γ (along the yaw axis) with respect to the desired light beam direction ({right arrow over (Lo)}), considering the relative position of the aircraft towards the runway orientation.

(17) As mentioned, to obtain the desired light beam direction ({right arrow over (Lo)}) starts with ({right arrow over (L)}), which is the basic direction of the light flux defined in the aircraft (the one that exists today—and the right direction when the aircraft is oriented in the direction of the runway selected for takeoff or landing—), and is then corrected with the aircraft attitude, so that, if the aircraft trajectory (speed vector, ({right arrow over (V)}) is tilted upwards such that an angle is formed compared to the horizontal plan defined by the runway, the vector {right arrow over (L)} is corrected by to keep the focus down; (and inversely to keep the focus up if it is tilted downwards), and if the aircraft trajectory (speed vector, ({right arrow over (V)}) is laterally moved such that an angle γ is formed compared to a vertical plan perpendicular to the wings and to the fuselage reference line, the vector {right arrow over (L)} is corrected by at +/−| to focus the light accordingly.

(18) FIG. 3 shows an aircraft (1) having parts (2) in which a dynamic illumination system (3) for runway illumination as described above may be embedded. The dynamic illumination system (3) may be embedded on a movable or not movable part (2) of the aircraft (1).

(19) While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.