Patent Publication Number: US-2021188165-A1

Title: Lighting system for a vehicle cabin

Description:
CROSS-REFERENCE 
     The present application claims priority to U.S. Provisional Patent Application No. 62/949,518, entitled “Lighting System for a Vehicle Cabin,” filed on Dec. 18, 2019, the entirety of which is incorporated herein by reference. 
    
    
     FIELD OF TECHNOLOGY 
     The present technology relates generally to lighting systems for vehicle cabins, and more particularly to lighting systems that provide cabin illumination that follows passenger movement within a vehicle cabin. 
     BACKGROUND 
     Vehicle cabins, such as aircraft cabins or train cabins, comprise cabin lighting for providing illumination to the vehicle cabin. This cabin lighting may include overhead lighting, wall lighting, floor lighting, kick-space lighting, monument lighting as well as individual passenger lighting, such as dedicated lights in a passenger service unit (PSU), among other possibilities. When a vehicle cabin is not sufficiently illuminated from outdoor light that streams through the cabin&#39;s windows, the cabin lighting is used to provide a desired level of cabin illumination. 
     At night, the cabin lighting is generally turned off in order to provide a relatively dark environment that is more conducive to allowing passengers to sleep. However, if a passenger needs to get up and walk around while the cabin lighting is off, such as to go to the lavatory or get a glass of water, the vehicle cabin may be too dark for them to navigate their way safely. In such a case, one or more light sources of the cabin lighting may be turned on or activated, which may be disruptive to other passengers who are trying to sleep. For example, the activation of one or more light sources may illuminate an entire cabin zone, a complete row of passenger seats, or may provide a light intensity or orientation that may be far too bright and disruptive to other passengers. 
     There is therefore a desire for a cabin lighting system that is able to provide suitable cabin illumination to a passenger who wants to move safely in a dark cabin environment, without providing illumination that is disruptive to others. 
     SUMMARY 
     It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art. 
     According to one aspect of the present technology, there is provided a method for providing cabin lighting within a vehicle cabin. The method includes: determining whether a predetermined cabin condition is satisfied; detecting movement of a passenger within the vehicle cabin; and upon detecting movement of the passenger within the cabin and upon determining that the predetermined cabin condition is satisfied, causing cabin lighting to provide cabin illumination that follows the movement of the passenger. 
     In some embodiments, determining whether the predetermined cabin condition is satisfied includes determining whether ambient light in the vehicle cabin is below a predetermined threshold. 
     In some embodiments, determining whether the predetermined cabin condition is satisfied includes determining whether the cabin lighting is in an off condition. 
     In some embodiments, determining whether the predetermined cabin condition is satisfied includes determining whether the cabin lighting is off and determining whether an environment outside the vehicle is dark. 
     In some embodiments, detecting movement of the passenger within the cabin is performed at least in part on a basis of signals from a location positioning system. 
     In some embodiments, the location positioning system includes at least one of proximity sensors, motion sensors and weight sensors. 
     In some embodiments, the location positioning system includes at least one of RFID tags, WiFi access points, LiFi access points and Bluetooth beacons. 
     In some embodiments, detecting movement of the passenger within the cabin also includes detecting a direction of movement of the passenger. 
     In some embodiments, causing the cabin lighting to provide cabin illumination also includes causing the cabin lighting to provide a localized illumination zone at a location of the passenger, wherein the localized illumination zone follows the movement of the passenger. 
     In some embodiments, the localized illumination zone illuminates only a lower portion of the vehicle cabin. 
     In some embodiments, the localized illumination zone is focused towards the passenger&#39;s location. 
     In some embodiments, the localized illumination zone is centered about the passenger&#39;s location in at least one of a longitudinal direction and a lateral direction. 
     In some embodiments, the localized illumination zone is positioned such that a greater portion of the localized illumination zone is positioned in front of a direction of movement of the passenger than in a direction opposite said direction of movement. 
     In some embodiments, the localized illumination zone has a longitudinal dimension of between 90-120 inches. 
     In some embodiments, the localized illumination zone provides a first portion having a greater luminosity than a second portion. 
     In some embodiments, the first portion of the localized illumination zone is positioned centrally to the second portion. 
     According to another aspect of the present technology, there is provided a system for providing cabin lighting within a vehicle cabin. The system includes: cabin lighting for providing illumination to the cabin; a location positioning system for detecting a location of a passenger; and a lighting control system. The lighting control system is configured for: determining whether a predetermined cabin condition is satisfied; detecting movement of a passenger within the vehicle cabin on a basis of signals from the location positioning system; and upon detecting movement of the passenger within the cabin and upon determining that the predetermined cabin condition is satisfied, causing the cabin lighting to provide cabin illumination that follows the movement of the passenger. 
     In some embodiments, the predetermined cabin condition is satisfied when ambient light in the cabin is below a predetermined threshold. 
     In some embodiments, the predetermined cabin condition is satisfied when the cabin lighting is in an off condition. 
     In some embodiments, the predetermined cabin condition is satisfied when the cabin lighting is in an off condition and an environment outside the vehicle is dark. 
     In some embodiments, the location positioning system comprises at least one of proximity sensors, motion sensors and weight sensors. 
     In some embodiments, the location positioning system comprises at least one of RFID tags, WiFi access points, LiFi access points and Bluetooth beacons. 
     In some embodiments, the lighting control system further detects a direction of movement of the passenger on a basis of signals from the location positioning system. 
     In some embodiments, the cabin lighting comprises at least one of overhead lighting, wall lighting, galley lighting, monument lighting, kick-space lighting, PSU lighting, pathway lighting and lavatory lighting. 
     In some embodiments, the cabin lighting comprises at least one lighting device in the form of LED lights, OLED strips, OLED panels, spot lights and fibre-optic lights. 
     In some embodiments, the lighting control system causes the cabin lighting to provide a localized illumination zone at a location of the passenger, wherein the localized illumination zone follows the movement of the passenger. 
     In some embodiments, the localized illumination zone illuminates only a lower portion of the vehicle cabin. 
     In some embodiments, the localized illumination zone is focused towards the passenger&#39;s location. 
     In some embodiments, the localized illumination zone is centered about the passenger&#39;s location in at least one of a longitudinal direction and a lateral direction. 
     In some embodiments, the localized illumination zone is positioned such that a greater portion of the localized illumination zone is positioned in front of a direction of movement of the passenger than in a direction opposite said direction of movement. 
     In some embodiments, the localized illumination zone has a longitudinal dimension of between 90-120 inches. 
     In some embodiments, the localized illumination zone provides a first portion having a greater luminosity than a second portion. 
     In some embodiments, the first portion of the localized illumination zone is positioned centrally to the second portion. 
     In some embodiments, the localized illumination zone is provided by at least two lighting sources of the cabin lighting. 
     In some embodiments, the localized illumination zone provides light having a luminosity of between 0-50 lux. 
     According to another aspect of the present technology, there is provided an apparatus for providing cabin lighting within a vehicle. The apparatus includes: a non-transient memory; a processor coupled to the non-transient memory; and an application stored in the non-transient memory. The application is executable by the processor for: determining whether a predetermined cabin condition is satisfied; detecting movement of a passenger within the vehicle cabin; and upon detecting movement of the passenger within the cabin and upon determining that the predetermined cabin condition is satisfied, causing cabin lighting to provide cabin illumination that follows the movement of the passenger. 
     According to another aspect of the present technology, there is provided a method for providing cabin lighting within a vehicle cabin. The method includes: detecting movement of a passenger within the vehicle cabin; upon detecting movement of the passenger within the cabin, causing cabin lighting to provide a localized illumination zone wherein a boundary of the localized illumination zone is determined based on a position of the passenger; and causing the localized illumination zone to move with movement of the passenger such that a position of the passenger in relation to the boundary of the localized illumination zone, in at least one of a lateral and longitudinal direction, remains substantially constant throughout the movement of the passenger 
     Additional and/or alternative features, aspects and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
         FIG. 1  is a top plan view of an exemplary aircraft comprising a cabin lighting control system as disclosed herein; 
         FIG. 2  is an interior perspective view of a first exemplary cabin area of the aircraft of  FIG. 1 ; 
         FIG. 3  is an interior perspective view of a second exemplary cabin area of the aircraft of  FIG. 1 ; 
         FIG. 4  is a schematic representation of the cabin lighting control system operatively connected to one or more other aircraft systems of the aircraft of  FIG. 1 ; 
         FIG. 5  is a flow diagram illustrating an exemplary method for providing cabin illumination to the aircraft of  FIG. 1 ; 
         FIG. 6  is a top plan view of an exemplary cabin floor-plan for the aircraft of  FIG. 1 ; 
         FIG. 7  is an interior perspective view of a third exemplary cabin interior of the aircraft of  FIG. 1 , showing a non-limiting localized illumination zone provided by the cabin lighting system; 
         FIGS. 8A-8C  provide top schematic views of various non-limiting embodiments for the localized illumination zone provided by the cabin lighting control system of  FIG. 4 ; and 
         FIG. 9  is a top plan view of a non-limiting exemplary localized illumination zone that provides two different illumination portions. 
     
    
    
     DETAILED DESCRIPTION 
     The present disclosure relates to cabin lighting in mobile vehicles. In various aspects, the present disclosure relates to determining cabin conditions within the vehicle cabin, detecting movement of a passenger within the vehicle cabin and providing cabin illumination that follows (e.g. tracks or shadows) the movement of the passenger within the vehicle cabin. Accordingly, the present disclosure discloses vehicle systems, apparatus and methods for providing cabin illumination within a vehicle cabin. 
     The cabin illumination in accordance with the present disclosure may be provided to a passenger when cabin conditions within the vehicle cabin are dark. The cabin illumination may be provided as a localized illumination zone that is focused on a passenger&#39;s position or location within the vehicle cabin. The cabin illumination may be provided as discreet lighting (i.e. dim lighting) in a lower portion of the vehicle cabin. The localized illumination zone follows the movement of the passenger so that the passenger may move safely in a dark cabin environment without disrupting other passengers. 
     The present disclosure will describe the invention in the context of an aircraft cabin, however it is to be understood that the present disclosure could equally apply to other types of vehicles having vehicle cabins, such as trains, busses, watercraft (e.g. ships or boats), spacecraft, trucks and automobiles, among other possibilities. 
       FIG. 1  is a top plan view of an exemplary aircraft  10  with which various aspects of the present disclosure may be used. Aircraft  10  may include, for example, any suitable aircraft such as corporate (i.e. business), private, commercial or any other type of aircraft, including fixed-wing and rotary-wing aircraft, as well as local and remote piloted aircraft. Aircraft  10  may, for example, be a narrow-body, twin engine jet airliner. 
     Also shown schematically in  FIG. 1  is an onboard lighting control system  20  for controlling illumination on board the aircraft  10 . The onboard lighting control system  20  may be coupled to various cabin lighting units, referred to collectively as cabin lighting  26 , for controlling the activation/de-activation and adjustment of lighting within the aircraft cabin. Onboard lighting control system  20  and cabin lighting  26  are shown in  FIG. 1  as being superimposed over aircraft  10  for illustration purposes only. 
       FIGS. 2 and 3  show perspective interior views of different cabin areas within a private aircraft in which the present invention could be used. More specifically,  FIGS. 2 and 3  illustrate some non-limiting examples of lighting sources of the cabin lighting  26  that could be used to provide cabin illumination. The different lighting sources include by way of example, overhead lighting  40 , wall lighting  42 , monument lighting  44 , kick-space lighting  46 , pathway lighting  48 , personal service unit (PSU) lighting (not shown), and lavatory lighting (not shown), among other possibilities. The different lighting sources of the cabin lighting  26  may implemented via many different types of lighting devices, including, without limitation, LED lights, OLED lights, spot lights and fibre-optic lights, among other possibilities. As will be understood, the present disclosure is not intended to be limited by the specific cabin lighting  26  described herein. 
       FIG. 4  shows a schematic representation of aircraft  10  that comprises lighting control system  20  communicatively coupled to cabin lighting  26 , a location positioning system  26  as well as other aircraft systems, collectively referred to as aircraft systems  18 . The lighting control system  20  may communicate with one or more aircraft systems  18  in order to receive information that may be used to detect or determine predetermined cabin conditions. For example, the lighting control system  20  may receive information from aircraft systems  18  indicative of conditions associated with the aircraft, the aircraft cabin or even the external environment in which the aircraft is flying. By way of example, the aircraft systems  18  may include a cabin management system, a flight management system, an avionics system, an in-flight entertainment system, an engine system, a landing gear system and flight control computers, among many other possibilities. The present disclosure is not intended to be limited to the aircraft systems  18  to which the lighting control system  20  may be in communication. 
     As will be described below, lighting control system  20  may be operatively connected to location positioning system  14  for detecting a position and/or movement of one or more passengers&#39; onboard aircraft  10 . As shown, the location positioning system  14  may comprise one or more sensors  16  (hereafter “sensors”) for detecting the presence or proximity of a passenger. 
     The lighting control system  20  may be operatively connected either directly or indirectly, via wired or wireless connections, to the cabin lighting  26 , the aircraft systems  18  and the location positioning system  14 , including its sensors  16 . In some embodiments, lighting control system  20  may be operatively connected to a network to permit receipt of data, or sharing of data, with the aircraft systems  18 , cabin lighting  26  and location positioning system  14  onboard aircraft  10 . Such a network may comprise one or more data buses, for example. 
     As shown in  FIG. 4 , the lighting control system  20  may comprise one or more data processors  30  (referred hereinafter as “processor  30 ”) and non-transient computer-readable memory(ies)/medium(ia) (referred hereinafter as “memory  28 ”) containing instructions (such as control logic, or one or more applications) readable and executable by processor  30  so as to implement a computer-implemented process such that instructions, when executed by the data processor  30  can cause the functions/acts described herein. While the lighting control system  20  is shown in  FIG. 4  as a stand-alone system, it is understood that it may be embodied as part of a larger cabin management system that comprises the cabin lighting  26  and location positioning system  14 , and that is responsible for controlling multiple different cabin functions, such as the temperature, audio system and window shades, amongst other functions. Alternatively, the lighting control system  20  may be an integral part of the cabin lighting  26  wherein the processor  30  and memory  28  is embedded within various lighting sources. 
     Processor  30  may, for example, comprise or be part of one or more digital computer(s) or other data processors or other suitably programmed or programmable logic circuits. Processor  30  may comprise general purpose computer(s), special purpose computer(s), or other programmable data processing apparatus. Processor  30  may be configured for use onboard aircraft  10 . 
     Memory  28  may comprise any combination of one or more suitable computer readable medium(ia). The computer readable medium may be a non-transitory computer readable storage medium. Such non-transitory computer readable storage medium may comprise, for example, but not be limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. 
     In the context of this disclosure, a computer readable storage medium may be any tangible medium that can contain, or store instructions for use by or in connection with an instruction execution system, apparatus, or device such as processor  30 . 
     Various aspects of the present disclosure may be embodied as systems, methods and/or computer program products. Accordingly, aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects. Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more non-transitory computer readable storage medium(ia) (e.g., memory  28 ) having computer readable program code (e.g., instructions and/or applications) embodied thereon. The computer program product may, for example, be executable by data processor  30  or other suitable logic circuit to cause the execution of one or more of the methods disclosed in the present disclosure in entirety or in part. 
     Computer program code for carrying out operations for aspects of the present disclosure in accordance with instructions stored in memory  28  may be written in any combination of one or more programming languages, including an object-oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the “C” programming language or other programming languages. 
       FIG. 5  is a flowchart of an exemplary method  500  for providing cabin illumination that follows (i.e. tracks or shadows) the movement of a passenger. Method  500  or part(s) thereof may be computer-implemented and may be performed using lighting control system  20  based on instructions stored in memory  28  and executed by processor  30 . In various embodiments, method  500  comprises determining whether a predetermined cabin condition is satisfied (see block  502 ) on aircraft  10 ; detecting movement of a passenger within the cabin of the aircraft  10  (see block  504 ) and upon detection of movement of the passenger and upon determining that the predetermined cabin condition is satisfied, causing the cabin lighting  26  to provide cabin illumination that follows the movement of the passenger. Method  500  or parts thereof may be performed while aircraft  10  is in flight. Alternatively, method  500  or parts thereof may be performed while aircraft  10  is on the ground, but before being shut down. 
     In accordance with certain aspects of the invention, when predetermined cabin conditions exist (i.e. a dark cabin environment), the cabin lighting  26  is caused to provide cabin illumination to a passenger in the form of a localized illumination zone. Furthermore, the localized illumination zone is provided in a manner that allows it to follow movement of the passenger within the vehicle cabin. For the sake of understanding,  FIG. 7  shows a non-limiting example of a localized illumination zone  50 ′ that is provided to passenger  22  and that is able to follow (i.e. track or shadow) the movement of passenger  22 . The localized illumination zone  50 ′ may provide relatively dim lighting that provides sufficient cabin illumination to allow the passenger  22  to move safely through the cabin, but not enough illumination to disturb other passengers. In certain embodiments, the localized illumination zone  50 ′ may provide cabin illumination in only a lower portion of the vehicle cabin. The localized illumination zone  50 ′ is not intended to provide sufficient illumination to allow a passenger to carry out day-time activities such as reading or eating, in comfort. More details and description surrounding the nature and characteristics of the localized illumination zone  50 ′ will be provided below. 
     As indicated above, step  502  of method  500  comprises determining whether a predetermined cabin condition is satisfied. The predetermined cabin condition may be that the cabin environment is dark (i.e. low illumination). There is reduced benefit to providing a localized illumination zone  50 ′ that follows the movement of the passenger  22  during broad daylight or when the cabin is fully illuminated. Instead, providing the localized illumination zone  50 ′ is most beneficial when the cabin is dark, such as when it is night time and/or when the cabin lighting  26  is in an off condition. 
     In accordance with a first exemplary embodiment, the lighting control system  20  may determine that the predetermined cabin condition is satisfied (i.e. that the cabin environment is dark) when ambient light within the cabin is measured to be below a predetermined threshold. For example, the predetermined threshold may be that the ambient light in the cabin has an illuminance value of less than 50 lux. The illuminance value may be obtained by an instrument such as a photometer or radiometer, and provided to the processor  30  of the lighting control system  20  from the instrument either wirelessly or over wired connection. 
     In accordance with a second exemplary embodiment, the lighting control system  20  may determine that the predetermined cabin condition is satisfied (i.e. that the cabin environment is dark) if the cabin lighting  26  is in an off condition. This information may be provided to the lighting control system  20  via the cabin management system (i.e. from aircraft systems  18 ), among other possibilities. The predetermined cabin condition may be satisfied when all cabin lighting  26  in the vehicle cabin is in the off condition, or when only some of the cabin lighting  26  is in the off condition. By way of a non limiting example, it may be assumed that the cabin environment is sufficiently dark if the overhead lighting  40 , wall lighting  42 , kick-space lighting  46  and pathway lighting  48  are in the off condition, but the monument lighting  44  is still in the on condition. In some business aircraft, the cabin is divided into 2, 3 or 4 separate zones separated by bulkheads with doors. In a specific embodiment, it may be assumed that the cabin environment in which the passenger  22  is located is sufficiently dark if the cabin lighting  26  in the specific aircraft zone (i.e. the area between two bulkheads) in which the passenger  22  is located is in an off condition. There are numerous different conditions associated with cabin lighting  26  that could be considered to satisfy the predetermined cabin condition, which would be understood to a person of skill in the art. The present disclosure is not intended to be limited to the specific cabin conditions described herein. 
     In some cases, the cabin lighting  26  may be in an off condition because there is sufficient daylight streaming into the cabin through the windows to avoid the need to have the cabin lighting  26  turned on. In such a case, the predetermined cabin condition may be satisfied when the cabin lighting  26  is in an off condition and the environment outside the vehicle is dark. Information indicative that the environment outside the vehicle is dark may be derived or assumed based on information indicative of the time of year, the time of day, the time zone in which the vehicle is travelling and/or weather information, among other possibilities. This type of information may be provided to the lighting control system  20  from a flight management system or flight control computers (i.e. aircraft systems  18 ), among other possibilities. 
     Once the cabin lighting control system  20  has determined that the predetermined cabin condition is satisfied (i.e. that the cabin environment is dark), the cabin lighting system may proceed to step  504 . Alternatively, the cabin lighting control system  20  may be continuously performing steps  502  and  504  simultaneously, as opposed to one after the other. 
     At step  504 , method  500  comprises detecting a position and/or movement of a passenger  22  within the cabin. This may be done at least in part on a basis of signals from sensors  16  of the location positioning system  14 . Sensors  16  of the location positioning system  14  may comprise proximity sensors, motion sensors, weight sensors, or a combination thereof. Sensors  16  may be located throughout the cabin in positions suitable for detecting a position of the passenger. 
     Shown in  FIG. 6  is a non-limiting example of a cabin layout of a business aircraft with a plurality of sensors  16  placed throughout the vehicle cabin  70 . The vehicle cabin  70  defines a longitudinal axis  32  that is substantially parallel to a longitudinal axis of the aircraft  10  and extends from a tip to a tail of the aircraft  10 , and a lateral axis  34  that is substantially parallel to a lateral axis of the aircraft  10  and generally extends from one wing tip to another (not shown). When sensors  16  are motion or proximity sensors, the sensors  16  may be positioned towards the bottom of the aircraft walls, or towards the bottom of various aircraft monuments  60 . By way of example, the aircraft monuments  60  may include a bed  62 , a couch  64 , a credenza  66  and seats  68 , among other possibilities. When positioned towards the bottom of the aircraft walls or monuments, the motion or proximity sensors are well positioned to detect the presence of a passenger&#39;s  22  feet or legs as the passenger moves through the cabin. In the case where the sensors  16  are weight sensors, the sensors  16  may be positioned in the floor under the floor finish (i.e. carpet, wood, tiles, etc), for example. In this manner, the weight sensors are able to detect the weight of a passenger  22  as he/she moves through the cabin. 
     As shown schematically in  FIG. 4 , the lighting control system  20  is operatively connected with the sensors  16  for receiving signals generated by the sensors  16 . On the basis of signals from one or more sensors  16 , the lighting control system  20  is able to detect a position (or location) and/or movement of the passenger  22 . 
     More specifically, each individual sensor is associated with an individual ID or signature that allows the processor  30  of the lighting control system  20  to identify an individual sensor  16  from which a received signal has originated. For example, stored in memory  28  of the lighting control system  20  may be a mapping (e.g. look-up table or database) of the ID or signature of each individual sensor  16  with an identification of a position or location of that individual sensor  16  within the vehicle cabin  70 . A common or separate mapping (e.g. look-up table or database) stored in memory  28  may also associate a position or location within the cabin with various lighting devices, such as individual LEDs, spot lights or optical fibers of the cabin lighting  26  that could provide illumination to that specific cabin position or location. 
     Upon receipt of a signal from an individual sensor  16 , the processor  30  is able to determine a location within the cabin  70  of that individual sensor  16  on a basis of its ID or signature and the mapping (e.g. look-up table or database) stored within its memory  28 . Accordingly, on a basis of the determined location of a sensor  16  that has emitted a signal indicative of the presence of weight, proximity or motion, the lighting control system  20  is able to determine the location or position of the passenger  22  within the vehicle cabin  70 . Furthermore, based on a sequence of signals received from adjacent or neighboring sensors  16 , the lighting control system  20  is able to detect movement of the passenger  22  as well as a direction of movement of the passenger  22 . A time interval between signals from adjacent or neighboring sensors  16  may further enable the lighting control system  20  to determine a speed of movement of the passenger  22 . 
     In an alternative embodiment, the location positioning system  14  may be an indoor positioning system (IPS) that relies on RFID tags, WiFi or LiFi access points or Bluetooth beacons for facilitating detection of a passenger&#39;s position and/or movement. These tags, access points or Bluetooth beacons may be located at strategic positions within the vehicle cabin  70 . A transceiver that is either worn or carried by the passenger  22 , such as a passenger&#39;s smart device (e.g. phone, tablet or watch) or a wearable transceiver that is embedded within the passenger&#39;s clothing, determines its location within the vehicle cabin  70  based on information received from the tags, access points or beacons. This determination may require processing the received information together with a vehicle map application. The position information that is determined may then be sent to the lighting control system  20  via a wireless signal. On a basis of the signal received from the transceiver, the lighting control system  20  is able to determine the position of the passenger  22  within the vehicle cabin  70 . Similarly, based on a sequence of signals indicative of different positions, the lighting control system  20  is able to determine movement, and direction of movement of the passenger  22 . 
     Alternatively, in the case where the location positioning system  14  relies on RFID tags, WiFi or LiFi access points or Bluetooth beacons, at least a portion of the functionality of the lighting control system  20 , namely the determination of a position or location of the passenger, may be embodied within the passenger&#39;s smart device that acts as the receiver for data from the RFID tags, WiFi or LiFi access points or Bluetooth beacons. In such an embodiment, the determination of movement of the passenger  22  may be performed by the smart device which is in wireless communication with the cabin lighting  26  and/or a cabin management system (aircraft system  18 ) which performs the remaining portion of the functionality of the lighting control system  20 . 
     At step  506 , upon determination that a predetermined cabin condition is satisfied (i.e. that the cabin environment is dark), and upon detection of movement of the passenger  22 , the lighting control system  20  causes the cabin lighting  26  to provide cabin illumination at the location of the passenger  22 . Furthermore, the cabin illumination is caused to follow the movement of the passenger  22 . 
     In accordance with the non-limiting aspect shown in  FIG. 7 , the lighting control system  20  causes the cabin lighting  26  to provide a localized illumination zone  50 ′ at a location of the passenger  22 . The illumination provided by the localized illumination zone  50 ′ may provide dim lighting. By way of a non-limiting example, the illuminance provided by the localized illumination zone  50 ′ may be less than  50  lux, and more specifically in the range of 0-50 lux, which is believed to be sufficient for facilitating movement within the vehicle cabin, but insufficient for disturbing other passengers. 
       FIGS. 8A, 8B and 8C  show three non-limiting examples of different types of localized illumination zones  50 ,  50 ′ and  50 ″ in accordance with the present invention. These different localized illumination zones  50 ,  50 ′ and  50 ″ may provide different illumination shapes (i.e. illumination footprints) formed from different combinations of lighting sources of cabin lighting  26 . 
     Shown in  FIG. 8A  is a localized illumination zone  50  that may be formed from only a single light source, namely the pathway lighting  48 , and provides an illumination footprint having a generally oval shape. In an aspect of the present invention, the localized illumination zone  50  illuminates only a lower portion of the vehicle cabin  70  so as to avoid unnecessary light at a level that may be more visible to other passengers. The lower portion of the vehicle cabin  70  may be defined as being less than 2 feet above the cabin floor. As will be described below, a localized illumination zone  50  that is formed from multiple (i.e. two or more) light sources of the cabin lighting  26  is also possible. 
       FIGS. 8B  shows a top plan representation of the localized illumination zone  50 ′ shown in  FIG. 7 . In the non-limiting example shown in  FIGS. 7 and 8A , the localized illumination zone  50 ′ is formed from two illumination sources  48 ,  42  that each provide a respective illumination portion,  80  and  82 . More specifically, the illumination portion  80  is provided by the pathway lighting  48  and the illumination portion  82  is provided by the wall lighting  42 . Alternatively, the localized illumination zone  50 ′ may be formed of more than two lighting sources. 
     Shown in  FIG. 8C  is a localized illumination zone  50 ″ that may be formed from multiple light sources, namely the pathway lighting  48  and kick-space lighting  46  from beneath the monuments  60 . The illumination footprint of localized illumination zone  50 ″ has a generally rectangular shape that is wider than the illumination footprint from localized illumination zone  50 . 
     While three different localized illumination zones  50 ,  50 ′ and  50 ″ are depicted for the sake of example, it is to be understood that the localized illumination zone  50 ,  50 ′ and  50 ″ may take on many different shapes and may be provided by a single light source or multiple light sources of the cabin lighting  26 . In one aspect, a single light source of the cabin lighting  26 , such as the pathway lighting  48 , may be dedicated for use in providing a localized illumination zone  50 . In other words, the pathway lighting  48  may only be used to provide cabin illumination when the predetermined cabin conditions are satisfied and movement of the passenger  22  has been detected, such that the pathway lighting  48  is not used for other lighting operations during normal use of the cabin lighting  26 . 
     The remainder of the description will make reference to localized illumination zone  50 , but it is to be understood that the description made in relation to localized illumination zone  50  is equally applicable to localized illumination zones  50 ′ and  50 ″. 
     In accordance with the present disclosure, the localized illumination zone  50  provided by the cabin lighting  26  may be focused or directed towards the passenger&#39;s  22  location. The localized illumination zone  50 , is considered to be focused towards the passenger&#39;s  22  location when a boundary  84  of the localized illumination zone  50  is established based on a location or position of the passenger  22 . In  FIGS. 8A-8C , the boundary  84  of the localized illumination zones  50 ,  50 ′,  50 ″ is represented by dotted lines and has a longitudinal dimension of d 1  and a lateral dimension of d 2 . 
     In accordance with a non-limiting embodiment, the localized illumination zone  50  may be positioned such that the passenger  22  is centered within the boundary  84  of the localized illumination zone  50 . The centering may be with respect to both the longitudinal dimension d 1  and the lateral dimension d 2 . Alternatively, the localized illumination zone  50  may be positioned such that the passenger  22  is centered in only one of the longitudinal dimension d 1  and the lateral dimension d 2  of the localized illumination zone  50 . For example, in  FIG. 8A , the localized illumination zone  50  is positioned such that the passenger  22  is centered within the boundary  84  with respect to the lateral dimension d 2  but not with respect to the longitudinal dimension d 1 . Instead, the localized illumination zone  50  is positioned such that a greater portion of the localized illumination zone  50  is positioned in front of the direction of movement of the passenger than in the opposite direction. Having more illumination in front of the passenger  22  may provide more helpful illumination during movement of the passenger  22 . 
     In accordance with a non-limiting aspect, the localized illumination zone  50  is positioned such that greater than 70% of the longitudinal dimension d 1  of the localized illumination zone  50  is positioned in front of the passenger  22 . In accordance with a further non-limiting aspect, the localized illumination zone  50  is positioned such that between 50-75% of the longitudinal dimension d 1  of the localized illumination zone  50  is positioned in front of the passenger  22 . 
     In accordance with another non-limiting aspect, the localized illumination zone  50  has a longitudinal dimension d 1  of between 90-120 inches. More particularly, the localized illumination zone  50  has a longitudinal dimension d 1  of between 100-110 inches. Still more particularly, the localized illumination zone  50  has a longitudinal dimension d 1  of about 90 inches. As shown in  FIGS. 8A, 8B and 8C , the lateral dimension d 2  may vary depending on the shape or form desired for the localized illumination zone  50 ,  50 ′ and  50 ″. 
     As the passenger  22  moves within the vehicle cabin  70 , the localized illumination zone  50  is caused to move with the passenger  22 . The localized illumination zone  50  may be caused to follow the movement of the passenger  22 , such that the passenger  22  is generally positioned at the same location within the localized illumination zone  50  throughout the passenger&#39;s  22  movement. More specifically, the localized illumination zone  50  may be caused to follow the movement of the passenger  22 , such that the passenger  22  is generally positioned at the same location with respect to the longitudinal dimension d 1  of the boundary  84  throughout his/her movement within the vehicle cabin. As such, the movement of the localized illumination zone  50  as it follows the movement of the passenger  22  is relatively smooth. The movement of the localized illumination zone  50  is not intended to be jumpy, wherein sections of the vehicle cabin illuminate sequentially in a “step” fashion as the passenger moves through the vehicle cabin  70 . 
     In one aspect, the longitudinal dimension d 1  of the localized illumination zone  50  may stay generally constant as the passenger  22  moves within the cabin. Furthermore, the position of the passenger  22  in relation to the boundary  84  of the localized illumination zone  50  remains substantially constant throughout the movement of the passenger  22 . However, depending on the type and positioning of the cabin monuments  60  and/or bulkheads (e.g. walls) within the vehicle cabin  70 , the lateral dimension d 2  may remain constant as the passenger  22  moves within the cabin, or may contract and expand as the passenger  22  moves past various cabin monuments  60  or bulkheads. In a non-limiting aspect of the invention, the position of the passenger  22  in relation to the boundary  84  in the longitudinal direction (i.e. along dimension d 1 ) of the localized illumination zone  50  remains substantially constant throughout the movement of the passenger  22 , while the position of the passenger  22  in relation to the boundary  84  in the lateral direction (i.e. along dimension d 2 ) varies. 
     The localized illumination zone  50  may provide uniform illuminance within its boundary  84 . Alternatively, the localized illumination zone  50  may provide gradient illuminance within its boundary  84 . Shown in  FIG. 9  is a non-limiting example of a localized illumination zone  50 ″′ that provides non-uniform illuminance (e.g. gradient illuminance) within its boundary  84 . More specifically, the localized illumination zone  50 ″′ provides a first portion  86  having a greater luminosity than a second portion  88 . In a non-limiting example, the illuminance provided by the first portion  86  is greater than that provided by the second portion  88 . The first portion  86  of the localized illumination zone  50 ″′ may be positioned centrally to the second portion  88 . Alternatively, the first portion  86  may be centered around the location of the passenger  22 . While  FIG. 9  shows a clear dividing line between the first portion  86  and the second portion  88  of the localized illumination zone  50 ″′, it should be understood that there may be a subtle transition from the first portion  86  to the second portion  88 , such that the illuminance level provided by the localized illumination zone  50 ″′ slowly fades from brighter illuminance to less bright illuminance. 
     As described above, the lighting control system  20  may comprise a mapping (e.g. look-up table or database) that associates positions/locations within the cabin with various individual lighting devices, such as individual LEDs, spot lights or optical fibers of the cabin lighting  26  that could provide illumination at the associated cabin position/location. Individual LEDs, spot lights or optical fibers may comprise unique identifiers that allow the lighting control system  20  to activate, deactivate, or adjust (e.g. dim or brighten) them individually as desired. As a passenger  22  moves through the vehicle cabin  70 , the lighting control system  20  is able to determine the relatively instantaneous position or location of the passenger  22  in the manner described above. Then, on the basis of the instantaneous position or location of the passenger  22  and control logic that identifies parameters of a desired localized illumination zone  50 , the lighting control system  20  is able to determine which lighting devices from the cabin lighting  26  should be illuminated at that point in time to provide the desired localized illumination zone  50 . The lighting control system  20  is then able to issue signals to those individual lighting devices for causing them to be activated in a manner that provides the localized illumination zone  50  to the passenger  22  while the passenger is at a given position within the cabin. As the passenger  22  moves through the vehicle cabin, different lighting devices are activated and deactivated so as to maintain a boundary  84  of the localized illumination zone  50  substantially constant around the passenger. 
     It should be understood that the control logic (e.g. instructions, or one or more applications) processed by the lighting control system  20  may identify which lighting sources to use (e.g. pathway lighting, wall lighting, kick-space lighting, etc.), define the boundary  84  of the localized illumination zone, specify gradient or uniform lighting, and define the shape of the illumination footprint, among other possibilities, etc. 
     Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.