JPH0215503A - Navigation lamp - Google Patents

Abstract

PURPOSE:To enable an elevation angle to be controlled automatically by providing an elevation angle adjusting mechanism which vertically moves the other end side of a frame which mounts an optical system and has a rotation fulcrum on one end side. CONSTITUTION:A motor 171 is coupled with a reduction gear 172, and a rotary shaft 173 is taken out from the reduction gear 172. A cam 18 buries a bush 182 in the bore part of a ball bearing 181 and is mounted by decentering the rotary shaft 173 of a rotation driving source 17 by DELTAd from the center of a ball bearing 181 to the bush 182. In the case that the cam 18 is rotated by the rotation driving source 17, the distance from the rotary shaft 173 to the peripheral face of the cam 18 changes according to the rotational position of the cam 18. By this cam 18, the other end side of a frame 9 which mounts an optical system and has a rotation fulcrum on one end side is moved vertically. Hereby, the elevation angle of the optical system on the frame can be controlled automatically.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an aviation lamp equipped with an optical system that directs an aircraft approach angle by emitting a light signal at a predetermined elevation angle, and the present invention relates to an aviation lamp equipped with an optical system that directs an aircraft approach angle by emitting a light signal at a predetermined elevation angle. By configuring an elevation adjustment mechanism that rotates the frame on which the optical system is mounted using a cam attached to the rotation shaft of the rotation drive source, the elevation angle can be remotely controlled with fine resolution, making it possible to perform elevation angle change tests. This makes it easier and more efficient, and also allows for automatic control of the elevation angle.

<Prior Art> A system called VASIS has been known as a visual approach angle display system for instructing aircraft about the approach angle, but various problems have arisen due to the development of aircraft operation methods. Recently, it has been pointed out that VASI
As a new system to replace S, a precision approach route indicator (
Precision Approach Path I
ndicator. (hereinafter referred to as PAPI) has been proposed and put into practical use.

Figure 5 is a diagram showing the principle of PAPI, where 1 is the runway, A-
D is an aviation light device. Aviation lights A-D are arranged in rows,
Optical signals are sent at elevation angles of 01 to θ4, and 1 to L4 are irradiated. Elevation angle 0
1 to θ4 are extremely small angular differences, and are set so that the outer aircraft lighting equipment becomes smaller when viewed from the runway 1, that is, θ1 × θ, × θ, × θ4. To give concrete numerical values, the elevation angles θ and θ4 are set with an angular difference of 20 minutes in the range of 2 degrees 30 minutes to 3 degrees 30 minutes.

As shown in FIG. 6, the aviation lamps A to D emit light signals having white light in the upper layer, red light in the lower layer, and a pink transmuting layer in the middle. In FIG. 6, 2 is a white light source such as a halogen lamp, 3 is a red interference film filter, and 4 is a lens.

To judge the suitability of the approach angle from the aircraft side, use the aviation light equipment A-D.
This is done by visual judgment of the row of lights. The four aviation lights A-D are located closer to Runway 1, and the elevation angles 01 to θ4 decrease in the order of C, B, and A, so the relationship between visibility and the aircraft's glide and slope is on-glide and slope. In this case, the aircraft lights A and B appear white, and the aircraft light C%D appears red.The higher you go above the on-glide slope, the more aircraft lights appear white, and the lower you go below the on-glide 5 slope, the red. The number of visible aviation light equipment is increasing.

Each of the front sky lights A to D includes three optical systems having the same optical characteristics as shown in FIG. 6, and each optical system is integrated on the same frame and protected by a cover. Fig. 7 is a perspective view of its appearance, where 5 is a base, 6 is a cover 71-73
denotes each optical system, and 8 denotes a support. FIG. 8 is an enlarged partial sectional view of the main part of FIG. 7, and FIG. 9 is a partially broken sectional view seen from the light projection surface side. The optical systems 71 to 73 include the white light source 2, the filter 3, and the lens 4, which are arranged in a frame 9 with their optical axes o1 aligned.
The installation is fixed on the top. In the front part of the frame 9, a support 9 is attached to the side of the lens 4 of the optical system 71, 73 located on both sides.
1.92 is erected, and on the base 10 fixed to the bottom surface 61 of the cover 6, there is a support 1 facing the support 91.92.
01.102 is erected, and the support column 91-101.92-10
A shaft 11.12 is passed between the two, and the frame 9 to which the optical systems 71 to 73 are attached is rotatably supported by the shaft 11.12. The shafts 11, 12 actually have a precision bearing structure using bearings or the like.

A receiving plate 93 is fixedly provided at the rear of the frame 9, and an adjustment screw 13, which is erected with one end fixed on the base 10, is passed through the receiving plate 93, and the receiving plate 93 is screwed to the adjusting screw 13. The elevation adjustment mechanism is constructed by sandwiching and tightening adjustment nuts 14 and 15 and 16 from above and below. When the adjustment nuts 14 to 16 are moved up and down on the adjustment screw 13 and the tightening position of the receiving plate 93 is adjusted, the frame 9 is adjusted to the position of the receiving plate 93.
It rotates about the shaft 11, 12 as a fulcrum depending on the tightening position. As a result, the elevation angle θ of the optical systems 71 to 73 mounted on the frame 9 is adjusted.

<Problem to be solved by the invention> As mentioned above, PAPI is the elevation angle 01 of each aviation light device A-D.
.about..theta.4 indicates an appropriate approach angle to the aircraft, so it is extremely important to adjust and set the elevation angles 01 to .theta.4 to predetermined values.

However, the conventional elevation adjustment mechanism has a structure in which the adjustment nuts 14 to 16 are manually moved up and down on the adjustment screw 13, and the tightening position of the receiving plate 93 is adjusted by adjusting the position. There was a problem.

(a) As described above, the elevation angles 01 to θ4 must be set with an angular difference of 20 minutes each in the range of 2 degrees 30 minutes to 3 degrees 30 minutes. Conventionally, such minute angle settings were made by manually tightening the adjustment screw 13 and adjustment nuts 14 to 16, which resulted in the problem that adjustment work to obtain high resolution was troublesome and took a long time. Ta.

(b) When conducting an elevation angle change test in advance to determine whether the predetermined elevation angles 01 to θ4 are obtained, the tightening position of the receiving plate 93 can be varied by manually rotating the adjustment nuts 13 to 15. have to adjust. Moreover, a plurality of workers are required: one on the aircraft lighting equipment side to adjust the elevation angle, and the other on the elevation angle monitoring device side to determine whether a predetermined elevation angle has been set. For this reason, the elevation angle change test work for the optical systems 71 to 73 was troublesome and inefficient.

(c) Since the elevation angle adjustment mechanism is manually operated, the elevation angle θ
, ~θ4 could not be established automatically.

Means for Solving the Problems〉 In order to solve the above-mentioned conventional problems, the present invention provides an aircraft light device that is equipped with an optical system that directs an aircraft approach angle by emitting a light signal at a predetermined elevation angle. A rotary drive source including a rotary drive source and a cam attached to the rotating shaft of the rotary drive source,
The present invention is characterized in that an elevation adjustment mechanism is configured to vertically move the other end of a frame on which the optical system is mounted and which has a rotation fulcrum on one end.

Effect> When the cam is rotated by a rotational drive source, the distance from the rotational axis to the circumferential surface of the cam changes depending on the rotational position of the cam. This cam controls the elevation angle of the optical system on the frame by vertically moving the other end of the frame on which the optical system is mounted and which has a pivot point at one end.

Here, since the control amount of the elevation angle per unit time is determined by the angular velocity of the cam, by lowering the angular velocity and reducing the control amount of the elevation angle per unit time, the resolution of the elevation angle can be made finer and more sophisticated. The angular velocity of the cam is determined by reducing the rotation speed of the motor provided in the rotational drive source using a reduction gear.
This can be easily lowered by lowering the rotational speed of the rotating shaft, so the elevation angle can be easily fine-tuned with fine resolution. Furthermore, by stopping the rotational drive source when the elevation angle of the aircraft light device reaches a predetermined angle, the elevation angle can be set to a predetermined accurate value.

In addition, since the elevation angle of the optical system can be controlled by a cam connected to the rotational drive source, when conducting an elevation angle change test, the elevation angle can be controlled by remote control at the location of the elevation angle monitoring device, which is far from the aircraft light equipment. It becomes possible to make adjustments while viewing the monitoring device. For this reason, only one adjustment operator is required for each of the aircraft lighting device side and the elevation angle monitoring side, and the elevation angle change test can be performed easily and efficiently.

Furthermore, since the elevation angle can be controlled by controlling the rotational drive source, automatic control of the elevation angle becomes possible.

<Embodiment> FIG. 1 is a partial cross-sectional view of an aircraft lighting device according to the present invention, and FIGS. 2 and 3 are enlarged partial cross-sectional views of the main parts. In the figure, the same reference numerals as in FIGS. 8 and 9 indicate the same components. 17 is a rotational drive source, and 18 is a cam, which constitute an elevation adjustment mechanism.

The rotational drive source 17 includes a motor 171 as shown in FIG.
A speed reduction device 172 is coupled to the speed reduction device 172, and a rotary shaft 173 serving as an output shaft is taken out from the speed reduction device 172, and is fixedly provided on a base 174 attached to the bottom plate 61 of the cover 6.

175 is a support member fixed to the end surface of the reduction gear 172 by means such as screwing; 176 is a screw that fixes one end of the support member 175 onto the base 174; 177 is the base 1
74 to the bottom plate 61 of the cover 6.

The cam 18 embeds a bushing 182 in the inner diameter of the ball bearing 181 and connects the rotating shaft 173 of the rotary drive source 17 to the bushing 182.
It is installed eccentrically by △d from the center. Bush 1
82 and the rotating shaft 173 are integrally connected by a spring pin 19. 20 is screw 2 on the base 174
1 is a fixed bearing plate, and 22 is a ball bearing mounted on the bearing plate 20. The tip of the rotating shaft 173 is received by a ball bearing 22. The rotary shaft 173 of the rotary drive source 17 is mounted eccentrically by Δd from the center of the ball bearing 181 with respect to the bush 182, so when the rotary shaft 173 is rotated, the circumferential surface of the ball bearing 181 is Draw a trajectory (a) according to Δd.

A cam follower 94 fixedly attached to the rear end of the frame 9 is disposed above the cam 18. The cam follower 94 is attached to the frame 9 with screws 941, and the contact portion 942 of the cam follower 94 with the cam is connected to the cam 1.
The lower end surface (b) is located almost directly above the ball bearing 1 due to the locus (a) drawn when the cam 18 rotates.
It slides in contact with the circumferential surface of 81 and is driven in the vertical direction with an amplitude Δd.

Regarding the structure of the cam 18, the combination of a ball bearing 181 and a bush 182 is only one example, and as shown in FIG. It is also possible to realize this by a dynamic cam structure.

<Effects of the Invention> As described above, according to the present invention, the following effects can be obtained.

(a) Elevation angle adjustment using a rotary drive source including a motor and a cam attached to the rotating shaft of the rotary drive source to vertically move the other end of the frame on which the optical system is mounted and which has a pivot point at one end. Since the mechanism is constructed, it is possible to provide an aircraft light device in which the angle of elevation can be easily finely adjusted with fine resolution by selecting the rotation speed of the rotating shaft.

(b) By stopping the rotational drive source when the elevation angle reaches a predetermined angle, it is possible to provide an aircraft lighting device that can set the elevation angle to a predetermined accurate value.

(c) Since the elevation angle of the optical system can be controlled by controlling the rotation of the cam by the rotational drive source, remote control of the elevation angle is possible, and it is possible to provide an aircraft light device that allows elevation angle change tests to be performed easily and efficiently.

(d) Since the elevation angle is controlled by controlling the rotation of the cam by the rotational drive source, it is possible to provide an aircraft lamp capable of automatically controlling the elevation angle.

[Brief explanation of the drawing]

FIG. 1 is a partial sectional view of an aviation light device according to the present invention, FIG. 2 is an enlarged partial sectional view of the main part, FIG. 3 is an enlarged partial sectional view of the main part, and FIG. 4 is a partial sectional view of the main part. FIG. 5 is a diagram showing the principle of PAPI, FIG. 6 is a diagram showing the basic configuration of the aircraft lighting device used in PAPI, and FIG. External perspective view of aviation light equipment, No. 8
The figure is an enlarged partial sectional view of the main part of FIG. 7, and FIG. 9 is a partially broken sectional view seen from the light projection surface side. 2... Light source 3... Filter 4... Lens 9... Frame 17... Rotation drive source 18... Cam 171... Motor 172...
Deceleration gear Fig. 3 94゜ Fig. 4 Fig. 5 Fig. 7

Claims (1)

[Claims] (1) In an aviation lamp equipped with an optical system that directs an aircraft approach angle by emitting a light signal at a predetermined elevation angle, a rotary drive source including a motor and a cam attached to the rotation shaft of the rotary drive source, An aircraft lighting device comprising an elevation adjustment mechanism for vertically moving the other end of a frame on which the optical system is mounted and having a rotation fulcrum at one end.