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    • 专利摘要:
    The present invention relates to a method for producing a light program (22) for controlling lighting in an interior space of an aircraft during a flight, in which a sequential list of phases of the day (4a-d) for an entire day is defined , an hour of the day, a phase duration and illumination lighting data being associated with each phase of the day (4a-d), the flight schedule (10) between the first (14a) and the last section of program (14d) is filled with the phases of the day (4a-d) lying between them according to the sequential list as program sections (14a-d) and the corresponding phase durations are associated as section durations (16a-d) to the program sections (14a-d), at least one of the section durations (16a-d) is scaled using a scaling instruction so that the total duration of the flight program (10) corresponds to the flight duration (TF).
    公开号:FR3052147A1
    申请号:FR1754721
    申请日:2017-05-30
    公开日:2017-12-08
    发明作者:Sebastian Fehringer
    申请人:Diehl Aerospace GmbH；
    IPC主号:
    专利说明:

    The invention relates to a method for producing a light program for interior lighting in an aircraft during a flight.
    Air flights, especially long-haul flights, with jet lag between take-off and landing, often result in a so-called jetlag (jet lag) The passengers.
    Document EP 1 561 640 A2 discloses colored lighting for the passengers of an airplane. By using a certain type of light, one can repress the sleep of an individual, which makes it possible to reduce the consequences of the jetlag.
    Document WO 90/00777 A1 discloses a computer system making it possible to minimize the bodily dysfunctions that result from air travel or team work.
    EP 2 724 746 B1 discloses a system and method for planning phototherapy. The system for preventing the symptoms of the jetlag of a user who travels through several time zones, F user having a minimum hour of daily temperature Tmin, includes one or more radiation units which are adapted to direct a bright light on a or more neuroanatomical brain structures of an individual from at least one non-ocular extracranial position, and planning means for calculating a west-directed dosage pattern for the westward trip and an east-oriented dosage pattern for the traveling east, with the dosing schedule being adapted to be administered to the user on the day of arrival, the western-directed dosage scheme comprising: one or more doses of bright light, to be administered up to 6 hours before Tmin and adapted to increase the vigilance of the user, and one or more doses of bright light, to be administered within 4 hours edant Tmin and adapted to delay the Tmin of the user, and the dosage scheme oriented is comprising, in case of crossing less than 6 time zones: a dose of bright light between 1 and 4 hours after Tmin, the dose being adapted to advance the Tmin of the user, and several doses of bright light more than 6 hours after Tmin, each dose being adapted to increase the vigilance of the user, and, in case of crossing at least 6 time zones: several doses of bright light, to be administered between 1 and 4 hours before Tmin, each dose being adapted to delay the Tmin of rutilisateur.
    A device and method for determining and modifying circadian phase and amplitude is known from DE 38 55 909 T2. The method of physiologically adapting a human subject to a program of activity / rest phases, when it is necessary for the subject to be active during part of the usual hours of sleep, by modifying the current endogenous circadian cycle of the subject. subject to bring it into a desired state, presents the following steps: determining or estimating the physiological characteristics of a current endogenous circadian cycle of a subject; determining the characteristic curve of a desired endogenous circadian cycle for the subject; selecting, on the basis of a mathematical or empirical model, at least one appropriate time interval with reference to the physiological characteristics of the current circadian cycle for the subject, during which a light stimulation, which exhibits one or more bright light pulses and at choice darkness pulses, must be delivered to obtain a desired modification of the current endogenous circadian cycle of the subject; and delivering the light stimulation composed of bright light and also optionally darkness during the selected appropriate time interval or selected appropriate time intervals, to then obtain the desired endogenous circadian cycle for the subject.
    Document DE 10 2007 011 155 A1 discloses a lighting device and an aircraft equipped with a lighting device which, by a corresponding choice of the wavelength and the angle of incidence, prevents fatigue. of a person in the aircraft, the lighting device being arranged in an aircraft so that the light emitted by the lighting device can be sent to the retino-hypothalamic pathway of a person at a position provided in the aircraft, and the lighting device being adapted to emit light of a predetermined wavelength which produces the desired effect.
    US 2010/0174345 A1 discloses methods and systems for emitting light, which can provide a desired photoinduced physiological stimulus and a desired light stimulus. The light can be controlled to vary the physiological stimulus in a first predetermined range, while the light stimulus is maintained in a second predetermined range that is useful for a number of self-lighting and / or lighting applications. space. For example, a device may include a control for controlling the operating currents that are provided to a plurality of light emitting elements having different spectral characteristics, the combination of currents being controlled so that the emitted mixed light is associated with desired physiological and luminous stimuli.
    The object of the invention is to improve the reduction of the consequences of the jetlag.
    This object is achieved by a method for producing a light program for controlling illumination in an interior space of an aircraft during a flight, characterized in that - a sequential list of phases of the day for a whole day is defined, an hour of day, a phase duration and lighting data for the lighting being associated with each phase of the day, - using the local time of departure of the flight, the phase of the corresponding day is chosen as the first program section of a flight program in the sequential list and the corresponding proportional phase duration associated as the section duration in the first program section, - using the local time of arrival of the flight , the corresponding day phase is selected as the last program section of the flight program in the sequential list and the corresponding proportional phase duration associated as the section duration in the last program section, - the flight program between the first and the last program section is filled with the phases of the day between the two according to the sequential list as program sections and the corresponding phase durations are associated as section durations to the program sections, - at least one of the section durations is scaled with a scaling instruction so that the total duration of the flight program matches the flight time, - the flight schedule takes place in time during the flight using the elapsed flight time, the lighting data of the respective current program section being transmitted as a light program at each moment of flight time.
    As indicated above, the method according to the invention serves to produce a light program. The light program is used to control lighting in an interior space of an aircraft during a flight. According to the invention, a sequential list is defined. The sequential list contains a sequence of phases of the day. The complete sequential list covers an entire day, that is, a duration of 24 hours. Each phase of the day is associated with an hour of the day, a phase duration and lighting data for the interior lighting. In the context of the present invention, the data for hours and durations can be absolute, that is to say expressed for example in hours and minutes. The data can also be relative, for example refer to the moment of another event, for example three hours after a certain event or 15 minutes more than the duration of a certain event. The data can also be expressed as a percentage, for example as a percentage of the duration of a certain event.
    In the method, using the local time of the scheduled departure of the flight, the phase of the day corresponding to the respective time of the day at the place of departure is chosen from the sequential list and defined as the first program section. of a flight program. The first program section is associated, as the section duration, the corresponding proportional phase duration of the selected day phase. "Proportional" means that the remaining time, according to the sequential list, between the current time and the end of the phase of the day is chosen as the phase duration. Using the estimated local time of arrival of the flight, the corresponding day phase is selected in the same manner as the last section of the program in the sequential list. The corresponding proportional phase duration is in turn associated as the section duration with the last program section. The proportional phase duration is that from the beginning of the corresponding day phase to the respective local time, which remains in the selected day phase according to the sequential list.
    Then, the flight schedule between the first and the last program section is completed with the intermediate day phases, according to the sequential list, as program sections. If the first and last program sections are already two successive sections in the sequential list, no intermediate program section is added. Corresponding program sections are associated, as section durations, the corresponding complete phase times from the phases of the day, respectively from the sequential list.
    Then, at least one of the section durations in the flight program is scaled using a scaling instruction so that the total duration of the flight program matches the flight duration. . "Scaling" means lengthening or shortening. This process step is always necessary if the time difference between local arrival time and departure local time is accompanied by a time difference, that is to say is different from the actual flight time. The sum of all section durations in the flight program corresponds, after scaling, to the actual flight time.
    According to the method, the flight schedule then takes place in time during the flight using the elapsed flight time. The flow is based on scaled section times. The flight time is the time that elapses absolutely from the effective moment of departure of the flight without time differences. To ignore time differences, the flight time is counted, for example, using the Coordinated Universal Time Coordinated Time (UTC), which is not subject to any time difference due to change. of place. At each moment of the flight time, respectively of the flight, the lighting data of the current program section are then transmitted in the form of a light program.
    The flight data, ie the respective estimated time of departure and arrival at the respective departure and arrival locations, are known, so that a corresponding predictable flight time can be determined. Local time is the current local time at the point of departure and arrival.
    According to the invention, the method or a light system provides using flight parameters, that is to say time and place of departure, time and place of arrival, a sequence of light scenarios (produced from lighting data) and assigns each scenario a corresponding duration. The objective is that during the take-off, during the landing and during the course of the flight, the luminous scenario reflects the daily light phase (morning, day, evening, night) according to the sequential list in terms of brightness and tone of color. The sequence of light scenarios is based on the course of a typical day, as recorded in the sequential list. According to the invention, the result is the advantage of an automatic light control which is based on the course of a day.
    In a preferred embodiment, a special list with special phases is created. A phase duration is associated with each of the special phases. At least one additional program section with a section duration in the form of the corresponding phase duration is added to the flight program. Alternatively or additionally, if there is already a flight program with at least one program section, at least part of an existing program section or several existing program sections is replaced by the additional program section. The additional program section is drawn from the special phase list with a corresponding phase duration of the associated special phase. In general, after the addition or replacement, at least one section of the flight program is rescaled with respect to its section duration so that the flight program length again corresponds to the estimated flight time . A corresponding program section of a special phase is for example "Boarding", "Taxi / Take Off / Landing", "Walkout" or the like. According to this variant of the method, other special program sections may be included in the flight program to integrate special lighting situations into the planned day run of the lighting control.
    In a preferred embodiment, the scaling instruction contains minimum and / or maximum times of program sections that are met during scaling. Thus, the section time of a certain program section is, for example, not lowered below the minimum or not high time above the maximum duration when scaling. For example, it is necessary to provide maximum durations determined for meal times or not to become less than minimum durations determined for the hours of sleep. Instead, other program sections are then scaled more sharply in order to adjust the program duration (sum of all flight section section durations) so that it matches the duration estimated flight.
    In another embodiment, the scaling instruction contains a sleep time parameter that prescriptively influences the section duration of a sleep program section. "Prescriptively" means that the corresponding program section is scaled as a matter of priority for its section duration and that all other program sections are scaled appropriately according to the scale carried out. Thus, it is possible to take into account, for example, standard sleep times, shortened or lengthened in the light program, according to the wishes of the passengers.
    In a preferred embodiment, during a transition between two program sections, the lighting data (existing in the flight program or issued by it) are modified according to a transition setpoint and transmitted in the form of a light program. There is thus a transition, for example progressive, the lighting situation of a first to a second program section, without abrupt switching of the corresponding lighting situation. This is achieved, for example, by a gradual change in brightness and / or continuous color gradients for the color change. The result is a more pleasant general impression for passengers when changing lighting scenarios. In other words, the light program, respectively the lighting data, are once again modified after having been transmitted by the flight program. Π section times may be expected to be rescaled during the flight if the flight time changes.
    According to another embodiment, the luminaries of the aircraft on which the light program is applied are selected and / or deselected. In this embodiment, the light program continues to run continuously and sustainably in the background. Desired luminaires may be included in the program, ie operate according to the lighting data, or be decoupled therefrom, that is, operate with other lighting data. When they are included in the luminous program, the luminaires act in accordance with the luminous program, when they are excluded from the luminous program, the luminaires can be controlled for example manually or respectively in any way. In other words, certain luminaires, respectively certain areas of the cabin with the corresponding luminaires, can thus be included in the light program so as to operate according to the light program. Or they can be decoupled from the light program to be controlled as desired, for example manually. Selection or deselection is possible at any time. The transitions to go out and back to the light program can again be designed in a pleasant way for the passengers and progressive by transition times, cross fades, etc. A sudden switching of the lighting is thus avoided.
    In a preferred embodiment, the flight schedule is retouched manually with respect to program sections and / or section times. An automatically established and scaled flight schedule with respect to the section times according to a scaling instruction can thus be adapted to, for example, take into account the individual wishes of the customers. According to the invention, it is possible to modify only parts of the flight program and, for example, to resize the remaining sections of the flight program according to the scaling instruction to finally adapt from again the duration of the program to the flight duration.
    In a preferred embodiment, the lighting data is chosen differently with respect to the shades of white (eg warmer / colder) of the illumination and / or intensity of the illumination (eg, brighter). or darker) and / or a different illumination of different reflective surfaces of the interior space, respectively in the aircraft (eg lighter ceiling than the side walls or vice versa) for the phases of the day. The corresponding lighting data thus make it possible to create lighting situations that reproduce, stimulate or favorably influence certain phases of the day in accordance with the biorhythm of a human being.
    According to a preferred embodiment, an activity list is created in the method. Each activity is associated with a modification instruction for the lighting data. An activity is then associated with a program section. The lighting data of the program section are modified using the change command and transmitted as a light program. The modification consists, for example, in adapting a parameter of the lighting data as a percentage (for example, increasing the brightness by 20%, reducing the proportion of blue by 40%) or by replacing it with other lighting data. fixed. It is thus possible to adapt again respective program sections or sections of program sections individually to certain passenger needs. For example, it is nevertheless possible to customize the lighting situation for an hour of the simulated day, respectively a phase of the day, defined. As an example, we can cite a phase of the day "evening" which is used once for the relaxation (activity "relax") and another time to work (activity "work"), and which consequently implies situations different lighting ("work" clearer than "relax").
    According to a preferred embodiment, a list of ambiences is created in the method. Each environment is associated with a modification instruction for the lighting data. An ambiance is then associated with a program section. The lighting data of the program section is changed using the change command. Here apply by analogy the same words as above concerning "activities". It is thus possible to take into account a certain mood desired by the passengers in terms of lighting. An example is the modification of the special phase "Meal" to take a meal, with the moods "social" or "relaxed" to create respectively communicative or relaxed atmosphere when taking the meal.
    For the two embodiments mentioned (activity / ambience), it is possible, in a variant, to modify the modification instruction as a function of the respective day phase of the program section. The modification instructions are thus different for different phases of the day, ie the lighting data of the program sections are modified differently according to the individual program section. An individual modification of the lighting situation according to the phase of the day is thus possible.
    Embodiments of the invention, also by combining the embodiments mentioned above, if appropriate also embodiments not yet mentioned, are summarized as follows:
    Control of the cabin lighting in the aircraft using the light program is also referred to as "daylight simulation". The daylighting simulation starts in particular at the scheduled or actual departure time and ends at the estimated or actual arrival time. The hours are counted in particular in UTC time. The invention makes it possible to obtain automatic light control according to or as a function of flight phases (for example special phases) and of a daytime running (for example sequential list). So far, there has been a manual selection of a limited number of light scenarios by the crew of the aircraft. The invention makes it possible to obtain structuring, for example of a long-haul flight, using light scenarios that represent different phases of the day. Automatic control of the lighting system is performed using different options. After departure, flight crew control is possible, but is no longer necessary. The invention provides a concept that makes it possible to represent the course of a day with different lighting scenarios. The invention contains a calculation instruction which makes it possible to reproduce a virtual day course on the time zones between the departure and the arrival, and to reproduce the resulting flight time. The invention contains a determination or calculation instruction which makes it possible to determine, by means of the current daylight phase, by calculation of the sunrise and sunset with flight parameters, the appropriate lighting scenario during the flight. departure and arrival. The invention makes it possible to obtain a concept for a daylight simulation. The invention is based on the general idea of indicating a custom interior lighting for an aircraft, depending on flight phases and guided by a routine daily routine. The invention is based on the general reflection that the biological clock of an individual is based on daylight conditions for a day. In a simplified way, this means: awakening to average brightness, activity during the day in bright light conditions, relaxation when the brightness declines, sleep in the dark. In addition, shades of white also change during the day: gray light or cool white at dusk and in the morning. Standard white light at noon, warm white light in the evening, "home-like lighting" with warm white tones at night. A flight with departure and arrival in different time zones disturbs the biological clock (phenomenon known as jetlag). The idea behind a daylight simulation is to control the cabin lighting systems in the aircraft so as to help the biological clock adapt more easily to time zone differences. The way a passenger perceives light in the cabin depends mainly on the brightness and color of the general lighting. The intensity and color of the upper general lighting in the space and lower in the space are controlled according to the "current phase of the biological clock" so as to simulate the desired adjustment of the daylight in the limits of available brightness ranges and indirect lighting of cabin surfaces.
    The daylight simulation is based on a sequence of the day's phases. The duration of each phase is lengthened or shortened based on a programmed set of rules (scaling setpoint) to achieve a transition from the time zone of departure to the time zone of arrival during the time or duration of flight . Each phase of the day is associated with a preset lighting (lighting data) that is stored, for example, in a database of presets (PDB, Preset Data Base - Database Presets). The daylight simulation provides the "time control" which defines when and for how long a preset is applied to a selected area of the cabin or to selected luminaires. If necessary, special transition sequences are used to provide smooth transitions between different phases of the day, or associated lighting scenarios. The daylight simulation can be applied to areas of the cabin and the crew area. The daylight simulation can be computed and controlled by a computer, for example an Interior Lighting System Controller (ILSC), based on a set of parameters that is provided by a system. Cabin Management System (CMS). The CMS may provide flight data for the ILSC in order to calculate and determine the correct preset (first and last program section of the flight schedule) that reflects the external light conditions at departure and arrival. For example, a special "Taxi / Take Off / Landing night" phase with a corresponding lighting preset (lighting data) can be selected if the flight starts or ends at night.
    The control of the daylight simulation by the CMS can in particular be done by means of two instructions or groups of main instructions: 1. "Calculate and start the daylight simulation": the flight program is then calculated and started based on the flight data and options selected, then saved to the ILSC. 2. "Daylight Simulation Control": The started daylighting simulation can be paused and resumed, and a status request can be made. The ILSC provides information including status, current or next program phases or sections and their durations. The daylighting simulation can be calculated and started as soon as the necessary flight data is available: estimated time of departure: in UTC (Universal Time Coordinated) and date, start coordinates, estimated time of arrival (in UTC) and date, arrival coordinates. This calculates the local departure and arrival times. In particular, two different sequential lists of the day's phases are available to meet passengers' wishes: 1. "structured day": this sequence contains a detailed flow plan of a daily routine, including meal times and preparation (eg "go to bed") 2. "simplified day": the sequence is reduced to the essential phases of the day and night and their transitions. can be influenced by three sleep options: "standard", "reduced sleep" and "extended sleep".
    A calculation instruction allows the user to obtain information on the daylight simulation sequence (flight program) without changing the current light setting. Other features, effects and advantages of the invention result from the following description of a preferred embodiment of the invention as well as the accompanying figures. Thus are shown in a schematic drawing of principle in: Figure 1 a) and b) two sequential lists for simplified simplified and structured (simplified) day of the day, Figure 2 a program of flight before and after a to scale, Figure 3 (a) and (b) flight programs based on different parameters; and (c) in the event of a restart during a flight, Figure 4 a flight schedule (a) which is interrupted and resumed (b) without and (c) with transition period, figure 5 a special list with special phases, figure 6 the determination of a special phase with the following program sections, figure 7 a table with the consequences of a sleep parameter, figure 8 a) a list of activities and b) their assignment to special phases, c) a list of moods and d) their assignment to phases of the day and e) combinations of activities and moods, figure 9 a interior space of an airplane with differ light rents for a) breakfast, b) lunch and c) evening meal.
    Figure la shows a sequential list 2a "simplified day" of phases of the day 4a-e for a whole day, that is to say 24 hours. At each phase of the day 4a-e is associated an hour of the day 6 and thus also a duration of phase 8. The phase durations 8 are obtained by respective differences of the hours of the day 6. Thus, at the phase of the day 4a "day Are associated with the hours of the day 6 from 07:00 hours to 19:00 hours, and thus a phase duration of twelve hours. In a variant, FIG. shows the association of phase durations in the form of indication in percentages of a whole day of 24 hours, for example 50 percent for the phase of day 4a "day". In Figure 1, some phase 8 times are shown together for several phases of the day. At each phase of the day 4a-e are further associated La-e lighting data. The conditions, respectively, phases of the day, represented were determined by analysis of a routine daily routine on a day of 24 hours.
    FIG. 1b shows a variant 2 "structured day" of the sequential list according to FIG. 1a but with a total of twelve phases of the day 4a-1 instead of five. The hours of day 6 have been omitted for clarity.
    Figs. la and b show, in a variant, a first table column. The lighting data La-1 are stored in the sequential list 2a, b in the form of a PDB_ID identification number of a database of presets (PDB, preset data base). The actual lighting data are then in the PDB.
    Figure 2 shows a flight schedule 10 for a flight commencing at a local time 12a from 13:00 hours to a flight departure location and which will probably end at a local time 12b from 1:00 am to a place of arrival of the flight. The difference in time compared to the hours of the day is thus twelve hours. This is the time difference to be assimilated by the passenger. In reality, the flight lasts only nine hours of pure flight time. In accordance with 13:00 hours local time 12a, the day phase 4a "day", which contains this time of day, is taken as the first program section in the sequential list 2. The associated proportional phase duration of the phase of the day 4a from 13:00 to 19:00 hours is only six hours. This is associated with the first program section 14a as the section duration 16a. In accordance with local time 12b of 1:00 am for landing, the day phase 4d is selected as the last program section 14d. The associated phase duration from 20:30 hours to 1:00 hours is 4.5 hours as the phase duration 16d. The phases of day 4b and 4c located between the phases of day 4a and 4d are also included with each other in flight program 10, each with its associated full phase duration of one hour and thirty minutes. The flight program 10 is now fully filled with all phases of the corresponding day.
    According to a scaling instruction, here a linear scaling, the twelve hours of the sum of the phase durations 16a-d are reduced in the same ratio in order to adjust the sum of the phase durations 16a-d. d to the nine-hour flight duration TF. All phase durations 16a-d are therefore multiplied by the factor 0.75.
    In the example, the flight program 10 is stored in an unrepresented ILSC of the aircraft and started at the beginning of the flight as a time flow program, with starting point at takeoff and ending point at the landing. The current program section 14a-d respectively is chosen according to the actual flight time t (counted for example using the UTC), which ranges from 0 to 9 hours. The corresponding La-d lighting data is transmitted as a light program 22 in accordance with the current program section 14a-d, i.e. at each moment of the flight time (indicated by an arrow on Fig. 2). Thus, after a flight time of four hours and thirty minutes, lighting data L is passed to the lighting data Lb, after a flight time of five hours and fifteen minutes to the lighting data Le and so on. .
    If the daylight simulation is started at a scheduled time that is before the actual time of departure, it does not influence the light setting in the airplane until the time of day actual departure is reached. If the actual flight time t or the flight duration TF exceeds the estimated arrival time, the daylight simulation does not continue to influence the lighting conditions in the aircraft, for example the last setting of the Existing light is retained until landing.
    Figure 3 shows an example of a situation in which flight data or lighting options change during flight. Thus, the daylight simulation can be restarted with new parameters. With respect to FIG. 2, additional program sections 14a, 14e "TTL" (Taxi / Take Off / Landing) have been included in flight program 10. Program sections 14b-c are "sunset", "sleep", "sunrise" according to the sequential list 2a. Figure 3a shows the planned flight schedule initially based on the initially planned flight time. The program parts "TTL", "sunset", "sleep", "sunrise" and "TTL" are respectively started at transitions 20a-e.
    FIG. 3b shows the result of a scaling with other parameters in the case of the total modified flight duration TF, which is why the different program sections 14b-e are started at other times of flight, that is to say that the transitions 20a-e are shifted. Program section 14a is started without change at the flight departure time.
    FIG. 3c shows how, from FIG. 3b, at a time TR, the daylight simulation is restarted. A further elongated flight duration TF results in a corresponding shift of program sections 14b-e or transitions 20a-e. Since a part of the flight is already performed at the instant TR, the program section 14b is already running, so that the modification of the transition 20b, that is to say the triggering of program section 14b, has no influence on lighting conditions in the past.
    The daylight simulation is controlled using the "pause" and "resume" instructions, after the daylighting simulation has been successfully started. The principle of the daylight simulation control is that after it has been started, the phase sequence of the day is always "available" and that the "pause" and "resume" instructions control which zones of aircraft lighting participate in the daylight simulation. In addition, feedback on the current state of the daylight simulation may be requested. The current day phase is determined by the current flight time according to a calculated time line, that is to say according to the flight schedule 10. The user can also, by means of a "time of day" parameter. 'fade-in', indicate a delay which defines a flight time or program section 14a-1 to which the daylighting simulation will be resumed. The user can further specify a transition time. This indicates a time interval during which the transition from the current light setting to the light setting of the defined day phase is made.
    While the daylighting simulation is running, it automatically controls the light settings for selected lighting fixtures or areas of the indoor lighting according to the calculated daytime phase sequence, with smooth transitions and slow between the different program sections, respectively phases. If another preset is applied to a fixture group that is part of the daylight simulation, the other preset is preferred. Unaffected luminaires continue the daylight simulation.
    Figure 4 shows a variant of the flight program 10 which, according to Figure 4a, runs without interruption of the departure on arrival. According to Fig. 4b, the light control for a defined set of luminaires is paused at a time TP during the program section 14b. From this moment, the luminaries operate according to another rule and not according to the lighting data Lb of the program section 14b. The flight schedule continues unabated, regardless of whether or not luminaires are associated with it. At time TR, the luminaires are again associated with the flight program 10, a turn-on time of zero being chosen. In the meantime, program section 14c is relevant. The luminaires are instantly switched to the lighting data Le of the program section 14c. FIG. 4c shows a resumption of the light program at the same time TR, but with a time interval TT as transition time, so that in the time interval TT represented a smooth, progressive and continuous transition of all the luminaires from their instantaneous value at the beginning of the time interval TT to the illumination according to the illumination data Ld. The ILSC of the unrepresented aircraft provides information for the daylight simulation in response to the following events: "computation" or "start" of the daylight simulation, "pause" or "resumption" of daylight simulation or "request for status feedback".
    The response contains the status ("calculated", "started", "error"), the selected options, an identification number of the current program section 14a-1 and the remaining section duration 16a-d, identification of the following program sections 14a-1 and their durations
    V of section 16a-d. Starting from the remaining section duration 16a-d of the current program section 14a-1 and the sequence provided for program sections 14a-1 and their section durations 16a-d, a graphical user interface (GUI) , Graphical User Interface) is able to represent the time sequence calculated for the crew of the aircraft and the passengers. The daylight simulation flight program 10 only changes when the daylight simulation is started with a new set of flight data parameters.
    Figure 5 shows a special list of special phases 32a-d with associated activities. The hours of the day 6 are here indicated as indications of relative time relative to sunrise (sunrise) and sunset (sunset). The special phases are the TTL phases in the morning, day, evening and night ("morning, day, evening, night" - morning, day, evening, night). The special phase 32a, for example, is chosen if a TTL phase in the flight schedule 10 is chosen at a local time between 04:00 am and one hour after sunrise. The respective phase times 8 are each thirty minutes. A daylight simulation using these special phases 32a-d takes place according to the following steps:
    Depending on the local time 12a, b of departure or arrival, the associated special phase 32a-d is chosen according to the associated time of day 6. This phase is included in Flight Schedule 10. The "TTL" phase is here determined by calculating sunrise and / or sunset times based on estimated take-off or landing times, locations, and date. corresponding. If the calculation of a sunrise or sunset time is not possible, for example because of the polar night, the sunrise time is set at 07:00 in the morning, respectively the hour from sunset at 19:00 in the evening. Alternatively or additionally, the appropriate "TTL" phase 32a-d may also be selected according to the next phase in the sequential list 2a, b which is selected or desired after the end of the TTL phase. For example, the TTL Morning phase is chosen if the phase of the day 4a of the sequential list 2b is selected or desired as the next phase immediately in the flight schedule 10. For the remaining flight time, in which the other phases of the day 4a -l or special phases 32a-d are distributed, so there is a time frame of: arrival time - departure time - 2 x TTL time. The TTL time is never scaled but always kept at thirty minutes. There is here a particular calculation instruction according to which the TTL time is not scaled, that is to say that a maximum duration and a minimum duration of each time 30 minutes must be respected.
    FIG. 6 shows a table for the selection of TTL phases according to the phase of the day 4a-1 which is chosen or desired in the following program section 14 according to the sequential lists 2a (2nd column, "structured day") or 2b ( 3rd column, "simplified day").
    The sequence of the day's phases is defined by an internal PDB list in which each phase of the day is associated with a preset or an internal transition sequence for indoor lighting.
    A selection option for daylight simulation is, for example, the choice of a sequential list 2a or 2b defined as the basis for daylight simulation.
    Figure 7 shows another option, namely a sleep time parameter 40. The choice of a corresponding "standard", "reduced sleep" or "extended sleep" option has consequences on the calculation instructions for the duration of sleep. phases of sleep and sleep. The sleep phases 4d, respectively 4i of the sequential lists 2a, b are, correspondingly, shortened or extended by twenty percent or left unchanged. The basis for this is the initial length of the associated phase duration 8, adjusted to the flight duration TF. It is only after the section duration 16 for the relevant sleep phase has been definitively set according to the sleep time parameter that the remaining program sections 14 are adapted to the fixed sleep phase. If the scaled sleep phase is, for example, five hours in duration, the result is a reduced sleep phase of four hours or an extended sleep phase of six hours.
    The calculation instruction for the phase durations 16 is based, for example, alternatively on the use of the phase ratios in percentage according to the phase durations 8 of FIG. 1a, b. To calculate each individual phase duration 16, each phase is scaled according to the indicated percentage values, for example for the sequential list 2a according to the percentage values of "day", "evening" and the proportion total for "sunset", "sleep" and "sunrise". For the association of the specific phase or section duration 16 for each program or phase section, account is taken of: fixed duration phases, which can not be scaled (eg "noon" (after lunch), "sunset", "breakfast time", phases of variable duration (for example "morning", "sleep", ...), minimum and maximum periods allowed (duration minimum / maximum) of phases (for example, sleep phases lasting less than one hour are meaningless).
    With regard to the principles for calculating the flight program 10 and the scaling of the durations of section 16a-d, the following should be mentioned:
    The calculation of the daylighting simulation is based on the parameters that are provided by the CMS using well-defined rules. The resultant sequence of day phases or program sections 14 can be simulated by a "calculate" command to give the user the opportunity to evaluate the control proposed by the daylight simulation in the form of the flight program 10 determined and scaled, and decide whether it meets the requirements of the passengers. There are limits to the usefulness of daylighting simulation according to the flight plan, ie the combination of departure and arrival locations, time zones and in particular the duration of the flight. There is a set of parameters for which the daylight simulation makes almost no change. An example is a flight from Munich to Montreal, for which the sequential list 2a for "simplified day" was chosen, with a departure at 10:00 am (UTC = 09:00 am), an arrival at 11:00 am (UTC = 04:00 pm). The sequence determined in the flight program 10 is: program section 14a "TTL", section duration 16a thirty minutes, program section 14b "day", section duration 16b six hours, program section 14c, section duration 16c thirty minutes. Depending on the given parameters and the calculation rules described, it is possible to skip phases of day 4 in the phase sequence of day 4 (sequential list 2). There is a smooth transition between the program sections 14 between the corresponding light settings or L lighting data. The calculation rules described are part of the ILSC software. The durations of the day 4 phases or special phases of fixed phase duration 8 (which are not scaled but included in the flight program with their absolute duration) are stored internally in the PDB. The phases of the day highlighted in figures la, b ("sunset", "sunrise", "falling asleep", "wake-up") are special internal lighting scenarios that make available to them - even a dynamic transition in time between light settings of the phases of the previous and next day (fading lighting data L from "evening" to "sleep", "sleep" to "day", ...).
    FIG. 8a shows a list 50 of activities 52a-c, here by way of example "Boarding", "Walk Out" and "TTL". At each activity 52a-c is associated a modification instruction 54a-c. At a program section 14 in the flight program 10 can now be associated a corresponding activity. The lighting data L associated with the program section 14 are then modified by the modification instruction 54 of the associated activity 52. The lighting is therefore adapted to the corresponding activity 52a-c. But since the modification is based on the respective basic lighting data L, the basic properties of the lighting are kept adapted to the program section. Therefore the lighting is again based, depending on the phase of the day, on the different presets of the lighting. By corresponding combinations of the phases of the day with activities, presets database (PDB) is provided with presets for light scenarios that can be used for the daylight simulation. In particular, the association of presets to specific day phases, that is to say, phases of the day with which activities are associated, is carried out internally in the database PDB presets.
    Fig. 8b shows a corresponding extract of a database of presets with identifiers (PDB_ID) corresponding for combinations of phases of the day and activities in the first column of the table.
    FIG. 8c shows a list 56 of atmospheres 58a-c which are again associated with modification instructions 60a-c. Here too, atmospheres 58 may be associated with the different program sections 14, respectively phases of day 4. The same remarks as above concerning the list 50 apply by analogy. The corresponding lighting data L is also modified according to the modification instructions 60.
    Figure 8d shows corresponding examples in the form of an excerpt from a database of presets.
    Figure 8e shows other possible combinations, in which activities (for example "Meal_breakfast", "Meal_lunch", ...) are combined with ambiances ("early", "bright", "bright"). social "). Here too, an association of an identifier of the database of presets (PDB_ID) always takes place.
    Figure 9a-c shows different lighting variants for lighting an interior space 80 in an aircraft 82 shown only partly during its flight. Figure 9a shows lighting with lighting data for the "Morning" phase of the day with the "Breakfast" activity. Cold color tones and medium intensity are chosen here. The focus is on sidewall lighting to give the subjective impression of a "wider" cabin. Figure 9b shows the "day" phase of the day with the "Lunch" activity. Medium color tones and high light intensity are chosen here. The focus is on ceiling lighting to give an observer the subjective impression of a "higher" cabin ("midday sky"). Figure 9c shows a phase of the day "evening" or "night" with the activity "Dinner". Warm color tones and medium to low light intensity are chosen here. The emphasis of the lighting is again on the side wall to give the impression of a "wider" cabin and a "feeling of being at home". The application of a medium to low light intensity depends on the desired subjective effect on the observer. For example, we use "Lounge" presets to create a relaxed atmosphere. In ceiling lighting, the use of colors is used to put an accent. The white colors, respectively the color temperatures, on the side walls are used for the main cabin lighting. Optionally, it is possible to provide presets to create adequate lighting to watch moving pictures (movies, videos, TV broadcasts, etc.). In the example, there are three moods with low (dark) and medium brightnesses. If, for example, a monitor is attached to a side wall of the interior space, sidewall lighting is provided to reduce the contrast between the screen and the environment. For a monitor mounted on a frontal cabin partition, lighting is chosen which makes it possible to reduce glare or reflection, and also to obtain generally dimly illuminated lighting. For example, presets may be provided for certain cinema / television subjects, for example "standard lighting", "sport lighting" and so on. The presets may be "symmetrical" to provide presets for mounting monitors on opposite sidewalls. It is also possible to set a selected film setting on one side of the cab and reverse it on the other side to produce other lighting scenarios by the CMS command.
    The elements, objects, indications, constituent parts and components of the invention are referenced as follows in the present description and / or in the appended figures: 2a, b: sequential list 4a-1: phase of the day 6: time of day 8 : phase duration 10: flight program 12a, b: local time 14a-e: program section 16a-e: section duration 20a-e: transition 22: light program 30: special list 32a-d: special phase 40: sleep phase parameter 50: activity list 52a-c: activity 54a-c: modification instruction 56: ambience list 58a-c: ambience 60a-c: modification instruction 80: interior space 82: plane
    La-e: lighting data TR: instant TP: instant TT: time interval TF: flight duration t: flight time PDB_ID: identifier
    Of course, the invention is not limited to the embodiments described and shown in the accompanying drawings. Modifications are possible, particularly from the point of view of the constitution of the various elements or by substitution of technical equivalents, without departing from the scope of protection of the invention.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    A method for producing a light program (22) for controlling lighting in an interior space (80) of an aircraft (82) during a flight, characterized in that - a sequential list (2a, b) of the day's phases (4a-1) for a whole day is defined, a time of day (6), a phase duration (8) and lighting data (La-1) for illumination being associated with each phase of the day ( 4a-1), - using the local flight departure time (12a), the corresponding day phase (4a-1) is selected as the first program section (14a) of a flight schedule. flight (10) in the sequential list (2a, b) and the corresponding proportional phase duration (8) associated as section duration (16a) to the first program section, - using the local time (12b) of the arrival of the flight, the corresponding day phase (4a-1) is selected as the last program section (14b-e) of the flight program in the sequential list (2a). , b) and the corresponding proportional phase duration (8) associated as section duration (16b-e) to the last program section (14b-e), - the flight program (10) between the first (14b-e) ) and the last program section (14b-e) is filled with the phases of the day (4a-1) lying between them according to the sequential list (2a, b) as program sections (14b-d) and the corresponding phase durations (8) are associated as section durations (16b-d) to the program sections (14b-d), - at least one of the section durations (16a-e) is scaled to by means of a scaling instruction so that the total duration of the flight program (10) corresponds to the flight duration (TF), - the flight program (10) takes place over a period of time the flight using the flight time (t) elapsed, the lighting data (La-1) of the respective current program section (14a-e) being transmitted as a light program (22) at each moment of flight time (t).
    [2" id="c-fr-0002]
    Method according to Claim 1, characterized in that - a special list (30) of special phases (32a-d) with associated phase durations (8) is created, - At least one additional program section (14a-e) ) with a section duration (16a-e) is added to the flight program (10) using the corresponding phase duration (8), and / or - in the flight program (10), at least one part of at least one existing program section (14a-e) is replaced by the supplementary program section (14a-e), - the additional program section (14a-e) being drawn from the special list (30) and the corresponding phase duration (8) of the special phase (32a-d) being associated with the additional program section (14a-e).
    [3" id="c-fr-0003]
    3. Method according to one of the preceding claims, characterized in that the scaling instruction contains minimum and / or maximum periods of program sections (14a-e) which are respected when setting the ladder.
    [4" id="c-fr-0004]
    4. Method according to one of the preceding claims, characterized in that the scaling instruction contains a sleep time parameter (40) which prescriptively influences the duration of section (16a-e) of a program section (14a-e) scheduled for sleep.
    [5" id="c-fr-0005]
    5. Method according to one of the preceding claims, characterized in that during a transition between two program sections (14a-e), the lighting data (La-1) are modified according to a transition instruction and issued in the form of a light program (22).
    [6" id="c-fr-0006]
    6. Method according to one of the preceding claims, characterized in that the section times (16a-e) are rescaled during the flight if the flight duration (TF) changes.
    [7" id="c-fr-0007]
    7. Method according to one of the preceding claims, characterized in that the luminaires of the aircraft (82) on which the light program (22) is applied are selected and / or deselected.
    [8" id="c-fr-0008]
    8. Method according to one of the preceding claims, characterized in that the lighting data (La-1) are chosen differently with regard to the shades of white of the lighting and / or intensity of the lighting and / or different illumination of different reflecting surfaces of the interior space (80).
    [9" id="c-fr-0009]
    9. Method according to one of the preceding claims, characterized in that - a list (50) of activities (52a-c) is created, a modification instruction (54a-c) for the lighting data (La- 1) being associated with each activity (52a-c), - an activity (52a-c) is associated with a program section (14a-e), - the lighting data (La-1) of the program section (14a-1) are modified by means of the modification instruction and transmitted as a light program (22).
    [10" id="c-fr-0010]
    10. Method according to one of the preceding claims, characterized in that - a list (56) of ambiances (58a-c) is created, a modification instruction (60a-c) for the lighting data (La- 1) being associated with each ambience (58a-c), - an ambience (58a-c) is associated with a program section (14a-e), - the lighting data (La-1) of the program section (14a-e) are modified using the modification instruction (60a-c) and transmitted as a light program (22).
    [11" id="c-fr-0011]
    11. Method according to claim 9 or 10, characterized in that the modification instruction (54a-c, 60a-c) is modified as a function of the respective day phase (4a-1) of the program section (14a-c). e).
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    同族专利:
    公开号 | 公开日
    CA2967421A1|2017-12-02|
    BR102017011264A2|2017-12-19|
    DE102016006765A1|2017-12-07|
    US9884683B2|2018-02-06|
    DE102016006765B4|2018-05-09|
    FR3052147B1|2020-02-21|
    US20170349286A1|2017-12-07|
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    法律状态:
    2018-05-22| PLFP| Fee payment|Year of fee payment: 2 |
    2019-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2019-08-23| PLSC| Publication of the preliminary search report|Effective date: 20190823 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102016006765.9|2016-06-02|
    DE102016006765.9A|DE102016006765B4|2016-06-02|2016-06-02|Light program for interior lighting in an aircraft|
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