U.S. patent application number 10/883029 was filed with the patent office on 2005-02-03 for methods and apparatus for wireless upload and download of aircraft data.
Invention is credited to Brinkley, Roger R., Lee, David R., Mitchell, Timothy M., Price, Jerry L..
Application Number | 20050026609 10/883029 |
Document ID | / |
Family ID | 23021398 |
Filed Date | 2005-02-03 |
United States Patent
Application |
20050026609 |
Kind Code |
A1 |
Brinkley, Roger R. ; et
al. |
February 3, 2005 |
Methods and apparatus for wireless upload and download of aircraft
data
Abstract
A method for wirelessly communicating data between a plurality
of avionics units on an aircraft and a data communication
apparatus. The method includes wirelessly communicating download
data for one avionics unit from the data communication apparatus to
an aircraft data services link in the aircraft; automatically
switching a communication path from the aircraft data services link
to the avionics unit responsive to the download data; and
electronically communicating the download data from the data
communication apparatus to the avionics unit via the automatically
switched communication path.
Inventors: |
Brinkley, Roger R.;
(Woodinville, WA) ; Mitchell, Timothy M.;
(Seattle, WA) ; Price, Jerry L.; (Sammamish,
WA) ; Lee, David R.; (Renton, WA) |
Correspondence
Address: |
HARNESS, DICKEY & PIERCE, P.L.C.
P.O. BOX 828
BLOOMFIELD HILLS
MI
48303
US
|
Family ID: |
23021398 |
Appl. No.: |
10/883029 |
Filed: |
June 30, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10883029 |
Jun 30, 2004 |
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10075083 |
Feb 12, 2002 |
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60268085 |
Feb 13, 2001 |
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Current U.S.
Class: |
455/431 ;
455/426.2 |
Current CPC
Class: |
H04L 2012/4028 20130101;
H04L 67/12 20130101; H04W 84/005 20130101; H04L 67/34 20130101;
H04W 84/06 20130101; H04L 67/04 20130101; H04L 67/06 20130101; H04B
7/18506 20130101; G06F 8/61 20130101 |
Class at
Publication: |
455/431 ;
455/426.2 |
International
Class: |
B64C 001/00 |
Claims
What is claimed is:
1. A method for wirelessly communicating data between a plurality
of avionics units on an aircraft and a data communication
apparatus, said method comprising: wirelessly communicating
download data for one said avionics unit from the data
communication apparatus to an aircraft data services link in the
aircraft; automatically switching a communication path from said
aircraft data services link to said avionics unit responsive to
said download data; and electronically communicating said download
data from said data communication apparatus to said avionics unit
via said automatically switched communication path.
2. A method in accordance with claim 1 wherein said wirelessly
communicating download data comprises wirelessly communicating said
download data via a wireless spread spectrum link.
3. A method in accordance with claim 1 further comprising
electronically communicating fault information pertaining to said
download data from said avionics unit to said aircraft data
services link via an automatically switched communication path, and
wirelessly communicating said fault information from said aircraft
data services link to said data communication apparatus.
4. A method in accordance with claim 1 further comprising
electronically communicating aircraft performance data from an
aircraft condition monitoring system on said aircraft to said
aircraft data services link, and wirelessly transmitting said
aircraft performance data from said aircraft data services link to
said data communication apparatus.
5. A method in accordance with claim 4 further comprising said
aircraft condition monitoring system obtaining said aircraft
performance data via an electronic communication from at least one
member of the group consisting of an aircraft communication and
reporting system on said aircraft, a maintenance control display
unit on said aircraft, and a digital flight data acquisition unit
on the aircraft.
6. A method in accordance with claim 1 wherein said automatically
switched communication path comprises an ARINC 429 bus.
7. A method in accordance with claim 1 wherein said download data
comprises an ARINC 615 or ARINC 615A compliant data.
8. A method in accordance with claim 1 wherein said download data
comprises flight operations quality assurance data.
9. A method in accordance with claim 1 wherein said automatically
switching a communication path further comprises identifying an
intended destination from said avionics units from information
contained in a standard format of downloaded ARINC 615 or 615A
compliant data.
10. A method for wirelessly communicating data between a plurality
of avionics units on an aircraft and a data communication
apparatus, said method comprising: automatically switching a
communication path from one said avionics unit to an aircraft data
services link in the aircraft; electronically communicating data
from said avionics unit to said aircraft data services link via
said automatically switched communication path; and wirelessly
communicating said data from said aircraft data services link to
said data communication apparatus.
11. A method in accordance with claim 10 wherein said automatically
switched communication path comprises an ARINC 429 bus.
12. A method in accordance with claim 10 further comprising
electronically communicating aircraft performance data from at
least one member of a group consisting of: an aircraft condition
monitoring system on said aircraft, a maintenance control display
unit on said aircraft, and a digital flight data acquisition unit,
to said aircraft data services link, and wirelessly transmitting
said aircraft performance data from said aircraft data services
link to said data communication apparatus.
13. An apparatus for wirelessly communicating data between a
plurality of avionics units on an aircraft and a data communication
apparatus external to the aircraft, said apparatus comprising,
onboard an aircraft: an aircraft data services link having a
processor, means for wirelessly transmitting and receiving data to
and from a data communication apparatus external to the aircraft,
and a remotely controllable electronic switch; and a plurality of
avionics units coupled to said remotely controllable electronic
switch; wherein said processor is responsive to data received from
the data communication apparatus via said means for wireless
transmitting and receiving to identify an intended destination from
said avionics units from information contained in a standard format
of downloaded ARINC 615 or 615A compliant data, and to
automatically control said remotely controllable electronic switch
to selectively couple said intended destination avionics unit to
said aircraft data services link to provide data communication
between said intended destination avionics unit and the data
communication apparatus via said aircraft data services link.
14. An apparatus in accordance with claim 13 wherein said means for
wireless transmitting and receiving comprises an IEEE 802.11
transceiver.
15. An apparatus in accordance with claim 13 wherein said means for
wireless transmitting and receiving comprises a spread spectrum
receiver and transmitter.
16. An apparatus in accordance with claim 13 wherein said means for
wireless transmitting and receiving comprises an IEEE 802.11a
receiver and transmitter.
17. An apparatus in accordance with claim 13 wherein said means for
wireless transmitting and receiving comprises an amplitude
modulation receiver and transmitter.
18. An apparatus in accordance with claim 13 further comprising an
aircraft condition monitoring system on the aircraft, said aircraft
condition monitoring system electronically coupled to said aircraft
data services link, wherein said processor is responsive to data
transferred from said aircraft condition monitoring system to said
aircraft data services link and configured to schedule wireless
transmission of said data transferred from said aircraft condition
monitoring system to the data communication apparatus.
19. An apparatus in accordance with claim 18 further comprising at
least one member of the group consisting of an aircraft
communication and reporting system on the aircraft, a maintenance
control display unit on said aircraft, and a digital flight data
acquisition unit on the aircraft, and wherein said at least one
member is operatively coupled to said aircraft condition monitoring
system to communicate information to data communication apparatus
wirelessly via said aircraft data services link.
20. An apparatus in accordance with claim 13 wherein at least two
of said plurality of avionics units coupled to said remotely
controllable switch are coupled to said remotely controllable
switch via ARINC 429 busses.
21. An apparatus in accordance with claim 13 wherein said aircraft
data services link is configured to communicate ARINC 615 compliant
data to at least some of said avionics units.
22. An apparatus in accordance with claim 21 wherein said aircraft
data services link includes a memory coupled to said processor, and
said processor is configured to maintain a database in said memory
containing version identifiers of software in said avionics units,
and to update said database when data transmitted from said data
communication apparatus is communicated to an avionics unit via
said aircraft data services link.
23. An apparatus in accordance with claim 13 configured to
wirelessly download flight quality assurance data.
24. An apparatus for wirelessly communicating data between a
plurality of avionics units on an aircraft and a data communication
apparatus external to the aircraft, said apparatus comprising,
onboard an aircraft: an aircraft data services link having a
processor and means for wirelessly transmitting and receiving to
and from a data communication apparatus external to the aircraft;
and a plurality of avionics units coupled to a remotely
controllable switch; wherein said processor is responsive to data
received from the data communication apparatus via said means for
wireless transmitting and receiving to identify an intended
destination from said avionics units from information contained in
a standard format of downloaded ARINC 615 or 615A compliant data,
and to automatically control said remotely controllable electronic
switch to selectively couple said intended destination avionics
unit to said aircraft data services link to provide data
communication between said intended destination avionics unit and
the data communication apparatus via said aircraft data services
link.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 60/268,085, filed Feb. 13, 2001, which is hereby
incorporated by reference in its entirety. This application is a
continuation of U.S. patent application Ser. No. 10/075,083 filed
on Feb. 12, 2002, which is incorporated herein by reference. This
application is also related to U.S. patent application Ser. No.
10/075,032, filed on Feb. 12, 2002, which is also incorporated by
reference in its entirety.
FIELD OF THE INVENTION
[0002] The present invention relates to communications systems, and
more particularly to methods and apparatus to facilitate loading
and acquisition of data relating to aircraft loadable
computers.
BACKGROUND OF THE INVENTION
[0003] Digital computers on recent airplane models require frequent
software updates. Flight management computers (FMCs) were among the
first of these computers to have periodic updates performed.
Originally, these updates were performed according to a tape
loading standard (ARINC 603) that required the use of a portable
device having one ARINC 429 output and two inputs. The loading was
performed by attaching a cable and a portable tape loader to a
32-pin data loader connector located in the cockpit of the
airplane. The location of this connector was chosen in different
model airplanes to avoid having a mechanic crawl around an
electrical equipment (EE) bay each time he was required to perform
a software update. Nevertheless, it was soon recognized that
portable tape loaders were slow, large and cumbersome. Thus, a new
data loading standard, ARINC 615-1, was developed to utilize
standard 31/2" floppy disks.
[0004] To accommodate new ARINC 615-1 loaders, the 32-pin data
loader connector was replaced with a new 53-pin connector. In
addition, some airlines preferred that loaders be configured for
permanent mounting on primary long haul aircraft. As a result, the
ARINC 615 specification was upgraded to accommodate additional
busses in an attempt to anticipate a maximum number of loadable
units that would require an interface with an ARINC 615 loader.
Today, as many as 24 loadable Line Replaceable Units (LRUs) may be
found on a single aircraft. However, only eight LRUs can be
accommodated by the ARINC 615-3 specification.
[0005] One solution to the increasing number of LRUs on an aircraft
has been to provide a Portable Data Loader (PDL) connector with a
multiple position rotary switch. In some cases, approximately 200
wires populate four circular connectors located on the data loader
switch installed on a maintenance panel.
[0006] Data communication between aircraft and ground began using
existing HF and VHF radios to transmit character data stored in a
few avionics line replaceable units (LRUs). The routing of
information such as central maintenance computer and aircraft
condition monitoring system reports in one known data communication
system is under control of a management unit (MU) based on ARINC
724 specifications. The interfaces through which data has been
routed from aircraft systems are traditional analog discrete and
ARINC 429 data bus interfaces.
[0007] As the complexity of aircraft communication and reporting
systems (ACARS) have increased, production aircraft have been
provisioned with more advanced versions of such systems based on
ARINC 758 specifications. One such communication management unit
(CMU) is capable of handling protocol layers beyond those specified
by ARINC 724B. One known CMU is also intended to accommodate
interfaces to Ethernet-based systems, adding an additional,
non-traditional physical layer. Digital link radios currently in
development would further improve transmission between ground
stations and aircraft. However, bandwidth for this technology still
lags that provided by broadband satellite data communications.
[0008] ARINC 758 CMU functionality manages the routing of data for
aircraft avionics systems over data link radios and satellite
communication systems (SATCOM), with expandability to
Ethernet-compatible systems. Sources and end users for
communication with a ground station include satellite data units
(SDUs), ACMS, central maintenance computers (CMCs), and optional
cabin terminals via HF, VHF, SATCOM, and new data link radios.
Aircraft information to the CMU comes from many avionics sources,
such as display systems, flight management computers (FMCs), DFDAU
digital discretes, ACMS, DFDAU ARINC 753 data, out/off/on/in (OOOI)
discretes and transponders. Two-way communication is also
established between multifunction control and display units
(MCDUs), printers, data loaders, and aircraft programmable modules
(APMs). CMUs are also capable of driving up to two sets of alert
output discretes.
[0009] The aircraft industry is currently developing ARINC 763
Network Server Systems (NSS), which will have management capability
for routing information over IEEE 802.11 transceivers utilizing
wireless spread spectrum technology as well as Ethernet interface
capability. The primary avionics data sources that ARINC 763
systems require are aircraft parametric information and 2-way ARINC
429 communication directly between avionics LRUs and a server
interface unit (SIU).
[0010] As currently envisioned, ARINC 763 NSS will acquire
parametric data and status via an ARINC 573/717 serial output of a
digital flight data acquisition unit (DFDAU). To update software in
avionics LRUs, the SIU is wired upstream from a rotary switch,
between the switch and an existing portable data loader connector
or an installed airborne data loader. However, one problem with
designs of this type is that only raw parametric data out of the
DFDAU is available. Processed reports, based on re-configurable
capture criteria in ACMS, e.g., operator selectable channels of
smart access recorder (SAR) data, re-programmable ACMS triggered
reports, in addition to raw data intended for quick access
recorders (QAR), are only available via an ARINC 615-3 data loader
interface to the ACMS, and can be retrieved on-ground via disk
download, or via ACARS as a defined trigger-event occurs.
[0011] A primary goal of aircraft manufacturers is to minimize
changes to aircraft production processes while at the same time
offering increased functional capability and ease of use in new
product offerings. When numerous new wiring, LRUs and supporting
components are added to production aircraft, aircraft manufacturers
incur large, non-recurring costs. To avoid drastic changes that
would incur these large costs, ARINC 763 NSSs are being designed
with a limited subset of traditional aircraft interfaces. For
example, one known ARINC 763 NSS is being designed to tie into two
primary interfaces. The first of these two interfaces is an ARINC
573/717 DFDAU serial output bus to an existing QAR interface or
parallel ARINC 573/717 path. The second is an existing data loader
interface. NSS designers thus minimize usage of aircraft
information from different aircraft sources and add a new
communication medium to the aircraft information routing scheme,
namely, wireless IEEE 802.11. Thus, some data movement issues on
the aircraft side remain and some existing features, available in
other known avionics LRUs, are not fully utilized.
[0012] Also, ARINC 758 and ARINC 763 systems have different
philosophies regarding routing of aircraft information. ARINC 753
systems are connected to many existing aircraft interfaces with
air/ground and limited ground/ground communication via existing
radio and satellite technology. On the other hand, ARINC 763
systems are being designed for connection to a very small number of
aircraft interfaces with ground to ground and limited air to ground
communication (depending upon the distance to an access point)
using wireless spread spectrum IEEE 802.11 communication
technology. Known systems do not provide integration of these
routing functions.
[0013] Present maintenance practices for downloading aircraft data
into Avionics line replaceable units (LRUs) include using a
portable or PC-based ARINC 615-3 data loader to download part
number controlled databases, operational program configuration
(OPC) files, and operational program software (OPS) that is
ordinarily transferred using 31/4" floppy disks. A permanently
mounted airborne data loader (or a bulk loader in a shop
environment) can also be used to load aircraft LRUs.
[0014] Software loadable LRUs in at least one aircraft line can be
downloaded with controlled information stored on floppy disks. The
loadable data conforms to ARINC 615 data formatting standards by
including a CONFIG.LDR header file, embedded load cyclic redundancy
checks (CRCs), system address labels (SALs), and a data bus
sequence, and conforms to other file structure requirements.
Avionics systems currently installed in this aircraft line provide
two-way communication using standard ARINC 615-3 protocol, and this
protocol is used on all LRUs that require periodic software
upgrades. Wiring to accommodate LRUs that use the ARINC 615-3
protocol are routed to an existing multi-deck rotary switch. In a
typical Boeing 747-400, for example, up to 23 LRUs utilize this
upload function. A human operator uses the rotary switch to provide
connectivity between avionics units to an airborne data loader or
to a connector of a portable data loader. The wiring to the switch
passes from an electronics equipment (EE) bay to a centralized
flight deck location.
[0015] Because of the need for manual intervention to operate
switches to provide connectivity between avionics units, providing
automatic uploads of avionics data from aircraft to ground stations
via wireless communication links would require extensive rewiring
of existing aircraft. Remotely-initiated download of data from
ground stations to aircraft would also require extensive
rewiring.
SUMMARY OF THE INVENTION
[0016] An exemplary implementation of the present invention
provides a method for wirelessly communicating data between a
plurality of avionics units on an aircraft and a data communication
apparatus. The method generally includes wirelessly communicating
download data for an avionics unit from the data communication
apparatus to an aircraft data services link in the aircraft;
automatically switching a communication path from the aircraft data
services link to the avionics unit responsive to the download data;
and electronically communicating the download data from the data
communication apparatus to the avionics unit via the automatically
switched communication path.
[0017] In another implementation, the present invention provides a
method for wirelessly communicating data between a plurality of
avionics units on an aircraft and a data communication apparatus.
The method generally includes automatically switching a
communication path from an avionics unit to an aircraft data
services link in the aircraft; electronically communicating data
from the avionics unit to the aircraft data services link via the
automatically switched communication path; and wirelessly
communicating the data from the aircraft data services link to the
data communication apparatus.
[0018] Another implementation of the present invention provides an
apparatus for wirelessly communicating data between a plurality of
avionics units on an aircraft and a data communication apparatus
external to the aircraft. The apparatus generally includes, onboard
an aircraft: an aircraft data services link having a processor,
means for wirelessly transmitting and receiving data to and from a
data communication apparatus external to the aircraft, and a
remotely controllable electronic switch; and a plurality of
avionics units coupled to the remotely controllable electronic
switch. The processor is responsive to data received from the data
communication apparatus via the means for wireless transmitting and
receiving to identify an intended destination from said avionics
units from information contained in a standard format of downloaded
ARINC 615 or 615A compliant data, and to automatically control the
remotely controllable electronic switch to selectively couple the
intended destination avionics unit to the aircraft data services
link to provide data communication between the intended destination
avionics unit and the data communication apparatus via the aircraft
data services link.
[0019] In yet another implementation, the present invention
provides an apparatus for wirelessly communicating data between a
plurality of avionics units on an aircraft and a data communication
apparatus external to the aircraft. The apparatus generally
includes, onboard an aircraft: an aircraft data services link
having a processor and means for wirelessly transmitting and
receiving data to and from a data communication apparatus external
to the aircraft; and a plurality of avionics units coupled to a
remotely controllable electronic switch. The processor is
responsive to data received from the data communication apparatus
via the means for wireless transmitting and receiving to identify
an intended destination from said avionics units from information
contained in a standard format of downloaded ARINC 615 or 615A
compliant data, and to automatically control the remotely
controllable electronic switch to selectively couple the intended
destination avionics unit to the aircraft data services link to
provide data communication between the intended destination
avionics unit and the data communication apparatus via the aircraft
data services link.
[0020] Various implementations and configurations of the present
invention provide automatic uploading and/or downloading of data
from and/or to ground stations using a wireless communication link,
without requiring extensive rewiring or redesign of existing
aircraft.
[0021] The features, functions, and advantages can be achieved
independently in various embodiments of the present inventions or
may be combined in yet other embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The present invention will become more fully understood from
the detailed description and the accompanying drawings,
wherein:
[0023] FIG. 1 is a block diagram of an exemplary configuration of
an aircraft avionics system of the present invention;
[0024] FIG. 2 is block diagram of an exemplary configuration of the
aircraft data services link (ADSL) shown FIG. 1; and
[0025] FIG. 3 is a block diagram of an exemplary configuration of a
hub or switch suitable for use in the aircraft data services link
(ADSL) shown in FIG. 2.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0026] The following description of the preferred embodiments is
merely exemplary in nature and is in no way intended to limit the
invention, its application, or uses.
[0027] In one configuration of the present invention and referring
to FIG. 1, an aircraft avionics system 10 on an aircraft supports
communications between the aircraft and a data communication
apparatus 12. This communication is provided via a wireless data
link 14. A non-exhaustive list of suitable wireless data links
include VHF radio links, HF radio links, satellite communication
links (SATCOM), and wireless spread spectrum links such as IEEE
802.11. Suitable devices for data communication apparatus 12
include, but are not limited to, airport ground service terminals,
wireless hand-held devices such as intranet-enabled cell-phones,
pilot access terminals, electronic flight bags (EFBs), and so
forth. Depending upon the range of wireless data link 14, data
communication apparatus 12 can be external to and a significant
distance from the aircraft on which avionics system 10 is
installed. In at least one embodiment of the present invention,
avionics system 10 is configured to communicate with more than one
data communication apparatus 12, although not necessarily with more
than one such apparatus 12 at one time. For example, communication
with airport ground service terminals can be provided as well as
communication with hand-held devices for maintenance.
[0028] Aircraft avionics system 10 further comprises a plurality of
avionics units. In one configuration, these avionics units include
an aircraft communication and reporting system (ACARS) 16, a
multifunction control display unit (MCDU) 18, an aircraft condition
monitoring system (ACMS) 20, and a digital flight data acquisition
unit (DFDAU) 22. In one configuration, ACMS 20 and DFDAU 22
comprise a single unit that provides both ACMS and DFDAU functions.
In addition, a plurality of additional avionics LRUs (hereinafter
avionics units) 24 are provided. These units 24 are collectively
represented in FIG. 1 as aircraft systems, communications
management units (CMUs), discretes, ARINC 429 systems, and ARINC
573/717 systems. Routing of data to and from a ground-based data
communication apparatus 12 to and from avionics units such as 16,
18, 20, 22, and 24 is provided by an aircraft data services link
(ADSL) 26 in the aircraft. For example, data transferred by ADSL 26
to and/or from data communication apparatus 12 includes, in one
embodiment, software uploads and downloads, flight performance
data, and applications for use by flight crew, cabin crew,
maintenance crew, airport ground services and airline
operations.
[0029] In one configuration and referring to FIG. 2, ADSL 26
comprises one or more means 32, 36 for wirelessly transmitting and
receiving data to and from one or more data communication apparatus
12 (not shown in FIG. 2). For example, an IEEE 802.11 transceiver
32 is coupled to an antenna 34 on the outside of the aircraft to
provide communication between the aircraft and a data communication
apparatus 12 on the ground. An additional IEEE 802.11 transceiver
36 is provided in one configuration with an antenna 38 inside the
aircraft to provide access for portable data communication
apparatus onboard the aircraft, such as those used by maintenance
personnel. In one configuration not shown in FIG. 2, the spread
spectrum transmitter and receiver are separate components. In
another configuration, transceiver 32 is any variety of IEEE 802.11
transceiver or separate transmitter and receiver, such as a
separate IEEE 802.11a transmitter and receiver. In yet another
configuration, transmitting and receiving means 32 is an amplitude
modulation receiver and transmitter, or an amplitude modulation
transceiver. (As used herein, IEEE 802.11 includes variations
thereof, such as IEEE 802.11b).
[0030] Wireless transmitting and receiving means 32 is
communicatively coupled to a network server unit (NSU) 41 that
comprises at least one CPU or processor 40 and a memory 42.
Additional wireless transmitting and receiving means 36, if
present, are also coupled to NSU 41. In one configuration, memory
42 includes instructions to operate CPU 40. Included in these
instructions in one configuration are instructions to maintain a
database containing version identifiers of software stored in
software-loadable avionics units (not shown in FIG. 2). In one
configuration, the operative coupling of NSU 41 to avionics units
comprises "direct coupling" to one or more externally accessible
busses 44, or indirect coupling 54 via a system interface
unit/firewall (hereinafter, SIU) 46. SIU 46 sends and receives data
to and from NSU 41 in one configuration via an Ethernet connection
56. It will be understood that the "direct coupling" to busses 44
may include timing and level interface circuitry, as required. This
circuitry is not shown in FIG. 2. However, the design of such
circuitry is considered to be within the capability of one of
ordinary skill in the art.
[0031] ADSL 26 further comprises a remotely controllable switch 52,
sometimes also referred to as a "hub." Switch 52 sends and receives
data to and from NSU 41 either directly 50, or in another
configuration, via a bus or other data connection 48 to SIU 46.
Switch 52 is coupled to a plurality of avionics units, represented
collectively in FIG. 1 as 24. For example, switch 52 is coupled to
a plurality of software-loadable ARINC 615 or 615A units. Such
units have, in the past, been loaded utilizing a manually-switched
connector in an avionics bay of an aircraft, because the ARINC 429
(or A429) standard does not allow more than one such unit to share
a single bus. The use of a remotely controllable switch 52 permits
communication between a data communication apparatus 12 and a
selectively coupled avionics unit out of a plurality of such units
using A429 busses (via antenna 34 or 38, and NSU 41) without
shorting of A429 busses from different avionics units.
[0032] In one configuration, switch 52 is remotely controlled by
NSU 41 either directly 50 or via bus or data connection 48. When
data is downloaded for a selected avionics unit from a ground-based
data communication apparatus 12, NSU 41 identifies the intended
destination avionics unit. For example, instructions stored in
memory 42 instruct NSU 41 processor 40 to buffer downloaded ARINC
615 or 615A compliant data in memory 42 and to identify the
intended destination avionics source unit from information
contained in the standard format of the data. Processor 40 then
electronically switches hub or switch 52 (for example, by a signal
sent via data connection 48 or 50 and recognized by hub or switch
52) to provide a communication path from ADSL 26 to the proper
avionics unit for downloading the buffered data via the
communication path to the proper avionics unit. Thus, processor 40
is responsive to data received from data communications apparatus
12 via wireless transmitting and receiving means 32 to selectively
couple avionics units to ADSL 26 to provide communication between a
selectively coupled avionics unit and data communication apparatus
12 via ADSL 26.
[0033] In addition, processor 40 updates its database to reflect
the updated software version in that avionics unit. In
configurations in which the selected avionics unit is able to
report fault information pertaining to the uploaded data, this
fault data is communicated back to ADSL 26 over the electronically
switched communication path and wirelessly communicated via ADSL 26
back to the data communication apparatus 12 that transmitted the
update. Also in one configuration, fault information is
incorporated into the database stored in memory 42.
[0034] Thus, in one configuration of the present invention, a
communication path such as an ARINC 429 bus is switched to provide
communication continuity between an avionics unit (such as one of
the units indicated collectively at 24) and ADSL 26. Data is
communicated electronically from the avionics unit to ADSL 26 via
this electronically switched communication path, and then this data
is wirelessly communicated 14 from ADSL 26 to data communication
apparatus 12. Remotely controllable switch 52 in one configuration
is coupled to at least two avionics units via ARINC 429 (A429)
busses, and selects one of the avionics units at a time for
coupling to processor 40.
[0035] Also in one configuration of the present invention, aircraft
performance data is transmitted to a ground-based data
communication apparatus 12 by aircraft avionics system 10.
Referring again to FIGS. 1 and 2, aircraft performance data is
gathered by ACMS 20 from avionics unit sources. In one
configuration, the avionics unit sources include at least one of an
ACARS 16, an MCDU 18 or an DFDAU 22, or combinations thereof. This
performance data is communicated from ACMS 20 to ADSL 26
electronically via communication link 64, and wirelessly 14 from
ADSL 26 to data communication apparatus 12. NSU 41 processor 40 of
ADSL 26 is responsive to data transferred to it by ACMS 20 and, in
one configuration, is configured to schedule wireless transmission
14 of the transferred data from ACMS 20 to data communication
apparatus 12. For example, a program in memory 42 executed by NSU
41 processor 40 wirelessly transmits 14 this data at scheduled
times during a flight, or upon landing.
[0036] In one configuration, data carried over wireless link 14
includes configuration updates to communication management units
(CMUs) 24 downloaded from a ground station to memory 42 in ADSL 26.
For example, one type of update is provided as an operational
control configuration (OPC) software loadable "controlled" part.
Configuration management is provided by a database in the memory of
ADSL 26 and at an originating ground network node (i.e., data
communications apparatus 12) and are synchronized, coordinated and
tracked on both the aircraft and at the ground. Real-time NSU 41
processor 40 handles data acquisition and communication between
aircraft interfaces and server/router.
[0037] Databases and datasets for ADSL 26 functionality are treated
as configuration updates in similar form and part number control as
CMU OPC updates. Examples of such databases and datasets include
navigation databases, weather maps, synthetic vision profile maps
and runway maps to assist in surface awareness and/or guidance.
[0038] Operational program software (OPS) updates by ADSL 26 are
handled under strict configuration control guidelines in one
configuration of the present invention. Acceptance by ADSL 26 of
ground station data OPS downloads via data communication apparatus
12 and storage in NSU 41 memory 42 are conditioned upon passing a
number of predetermined tests, such as compatibility checks,
revision history checks, and/or synchronization with a version
control system at an authenticated source on the ground. In one
configuration, an aircraft configuration management application in
ADSL 26 is configured to perform automatic OPS downloads when
required by hardware replacement, and to flag any unresolved
aircraft/software compatibility issues.
[0039] In one configuration, some types of information from the
avionics units are stored and time-tagged for later retrieval and
transfer to a network client such as a pilot access terminal, an
electronic flight bag (EFB), or ground network system (not shown in
the figures). Real-time parametric data is collected from the
avionics systems, including (but not limited solely to) data
collected from an ARINC 573/717 output of DFDAU 22. This data is
stored in a variable recording buffer (shown as digital storage 60
in FIG. 1) to attach trigger events to the function of ACARS 16. In
one configuration, the window size of buffer 60 is reprogrammable
via an OPC update.
[0040] In one configuration, ADSL 26 includes an avionics data
acquisition function using existing ARINC 615-3 handshaking
protocols. Although these protocols are used today to upload
software to LRUs, physical connections and software in avionics
LRUs that support an upload of fault data already exist. ADSL 26 is
also used, in one configuration, to collect avionics LRU
configuration information through an avionics gateway and to
identify and store in memory the current software part numbers
installed on an aircraft. A predefined format is used for each LRU
to transmit its software part number to the ADSL 26.
[0041] In one configuration, there are six major communication
paths for transfer of data.
[0042] 1. Aircraft to ADSL.
[0043] Aircraft to ADSL 26 interfaces 62, 64 communicate upload
fault information and configuration information for all connected
ARINC 615-3 loadable systems. In one configuration, this
information is also provided from ARINC 615A (Ethernet) loadable
systems. (Hereinafter, both in the description and in the claims,
reference to an ARINC 615 system is intended to encompass all ARINC
615 systems, irrespective of suffix, unless otherwise noted.)
Examples of such systems are MCDUs and cabin terminal interfaces.
This data is provided, in one configuration, via ARINC 429. In
addition, data is provided from CMU interfaces via ARINC 429,
discretes, and ARINC 573/717 serial outputs.
[0044] 2. ADSL to Aircraft.
[0045] Bidirectional interface 62, 64 provides a dataload interface
for all ARINC 615 upload software to all connected systems via
ARINC 429, including, in one configuration, ARINC 615A (Ethernet).
Examples of such systems are MCDU 18 and cabin terminal interfaces.
This data is provided, in one configuration, via ARINC 429. In
addition, data is provided from CMU interfaces via ARINC 429,
discretes.
[0046] 3. ADSL to Clients.
[0047] Interface 62, 64 provides fault information and software
configuration information from an ARINC 615 download application
for use by client-resident applications using IEEE 802.11 protocol.
Examples of such systems are enhanced MCDU 18, cabin terminal
functionality, software updates to be used by clients, i.e., flight
crew, cabin crew, maintenance, airport ground services and airline
operations. Real time data captured by ADSL 26 and outputs of
"auto-report generation" applications on ADSL 26 are available for
display using client resident applications.
[0048] 4. Client to ADSL.
[0049] Outputs of reports generated by resident applications on
client devices, such as pilot access terminals (PATs), electronic
flight bag (EFB), etc. (not shown in the figures) are communicated
via IEEE 802.11. Clients can emulate MCDU 18, cabin terminal
interface for communications. Outputs of applications in client
devices, such as pilot access terminals (PATs), electronic flight
bag (EFB), etc., via IEEE 802.11.
[0050] 5. ADSL to Ground
[0051] Stored data, reports transmitted automatically to or
requested from a ground station via a communication link 14 (for
example, HF, VHF, SATCOM, broadband, or IEEE 802.11).
[0052] 6. Ground to ADSL
[0053] This data comprises software updates for avionics,
configuration management synchronization information, selective
fault report and configuration data requests. (Databases and
configuration updates are considered as software updates for
purposes of this description.)
[0054] ADSL 26 interfaces with the aircraft via the SIU 46 and via
a communications router/server 44, 54, 70. SIU 46 provides an
upload path for software and updates and a download path for
avionics LRU stored information. The avionics LRU stored
information can include, but is not limited to, avionics LRU fault
information and recorded parametric data and triggered reports.
[0055] The communications router/server provides end-to-end
connection from the aircraft/ground network client to any other
aircraft/ground network client in a user-defined infrastructure.
For example connection is provided to the flight crew using pilot
access terminals or EFBs, to the cabin crew using cabin terminals
or EFBs, to the maintenance crew using EFBs, PATs or any of a
variety of wireless hand-held devices such as intranet
web-connected cell phones, etc., to airport ground services via
ground-based terminals and wireless hand-held devices, and to
airline operations via ground-based terminals. Connectivity media
include ARINC 429, Ethernet, HF radio, VHF radio, SATCOM
narrowband, digital broadband, and IEEE 802.11 wireless protocol,
as well as combinations thereof.
[0056] SIU 46 in one configuration is coupled 48 to a remotely
controllable electronic switch 50 that is controlled via an
Ethernet connection 56 or ARINC 429 interface, depending upon the
location of a data load application. The switch is controlled in
one configuration using directed commands from an "authenticated"
ground station (i.e., a trusted ground-based data communication
apparatus 12) or another valid network client via a terminal area
wireless local area network (LAN) operating according to a
compatible standard. In one configuration, IEEE 802.11 is utilized
for the compatible standard. In another configuration in which an
Ethernet link is used, a protocol is used between SIU 46 and NSU 41
that permits a remote station 12 of a network client to establish a
direct connection to an avionics LRU such as one of avionics units
24 for uploading or downloading an ARINC 615 data. The request for
this upload may be initiated using a data communication apparatus
12 such as a pilot access terminal (PAT), electronic flight bag
(EFB), or a ground network client. Safety checks, such as those
used for data loading by traditional 2-way ARINC communication, are
used by avionics LRUs 24. These checks include embedded (or load)
cyclic redundancy checks (CRCs) that are independently recalculated
by a target avionics LRU 24 upon receipt, use of ARINC assigned
system address labels (SAL), hardware/software compatibility checks
in the LRUs, and other checks.
[0057] Some existing aircraft, such as the Boeing 747-400, have a
permanently installed airborne data loader that is always powered
up. In existing aircraft, relays and switches have been installed
to isolate multiple transmitters to avoid connecting two
transmitters to a single receiver at the same time. Therefore, in
one configuration, a switch such as that described in U.S.
Provisional Application No. 60/268,085, filed Feb. 13, 2001 (which
is hereby incorporated by reference in its entirety) is used as
switch 52. Referring to FIGS. 2 and 3, two or more ARINC 429 inputs
70 are directly connected to a single receiver or transceiver 72 at
one time by implementing a software-controlled switch 74 at
remotely controlled hub or switch 52. This implementation
eliminates the need for external relays, procedural workarounds and
major aircraft production revisions. ARINC 429 transceiver 72 in
the embodiment of switch 52 represented in FIG. 3 actually includes
two receivers as well as a transmitter, with one of the two
receivers hard-wired to a single, unswitched ARINC 429 input.
[0058] In one configuration of the present invention, aircraft data
services link (ADSL) 26 performs a remotely controllable data
download function utilizing the data loading capabilities of
existing aircraft avionics LRUs 24 including on-board servers. The
download of data conforming to the ARINC 615 standard is remotely
and/or automatically initiated. The transfer of download data from
a network operations center (NOC) via a data communications
apparatus 12 or aircraft server to an aircraft avionics unit 24 is
similar to downloading of operational software using an ARINC 615
data loader, except that, rather than originating at an ARINC 615
data loader connected by cables to the aircraft, data is downloaded
from an on-board server, from one or more network operations
centers (NOCs) via a data communications apparatus 12 and/or from a
data content service provider. Several different methods are
provided in one configuration to initiate uploads. These methods
include:
[0059] (1) Automatic synchronization downloading and associated
auto-delete task for aircraft network clients, such as wireless
handheld devices, fixed or quick disconnect flight deck mounted
displays, WAP or PDA devices on a flightline, the on-board server,
and avionics LRUs. When initiated by a NOC, the onboard server
synchronizes with the NOC. Aircraft network clients synchronize
with the on-board server.
[0060] (2) Automatic configuration management uploads, i.e.,
aircraft version change management, for loadable entities on the
aircraft that are connected to the aircraft network. When software
updates are complete, the revised software configuration
information is transmitted back automatically to the enabling NOC
to alert a quality assurance representative that the download has
successfully completed.
[0061] (3) Responses to operator-initiated requests from
authenticated clients via any of the communication paths connected
to ADSL 26. Examples of such requests include access to the data
from avionics LRUs without manual operator intervention on the
aircraft, synchronization tasks with associated ground network
systems, backup and recovery initiation, and other network
requests. Network clients include, for example, one or more
authorized users communicating using any of ADSL 26 communication
links, cabin or flight deck mounted terminals, portable digital
assistants (PDAs), wireless electronic flight bags (EFB), or one or
more ground terminals.
[0062] A spread spectrum link 14 is used in one configuration of
the present invention to manually initiate an ARINC 615 download.
An ARINC 615 CONFIG.LDR file intended for a target LRU is
configured for a download. This header file includes an appropriate
system address label (SAL) for the target LRU, in addition to load
CRCs, etc. A connection to a specific computer occurs prior to
activating a data download when multiple computers having the same
SAL are installed. A download task/configuration manager informs
the operator that a connection to the target LRU has been
established. In one configuration, this notification is performed
in conjunction with a data loader application resident on a
ground-based system, an authorized network client, or the avionics
gateway. A communications protocol is utilized between the avionics
gateway and an on-board server to tag the most recent configuration
changes for transmission back to the NOC.
[0063] ARINC 615-3 and ARINC 615A data loader data for software,
configuration, or database updates are transferred, in one
configuration of the present invention, by initiating software
downloads from the ground to any software loadable aircraft
avionics unit (i.e., LRU) 24, for example, operational program
software (OPS), operational program configuration (OPC), and
databases for ARINC 615 LRUs. Systems such as flight management
computers (FMCs), flight control computers (FCCs), digital flight
data acquisition units (DFDAUs) 22, aircraft conditioning monitor
systems (ACMSs) 22, SATCOMs, onboard servers and all other ARINC
615-3 or ARINC 615A Ethernet loadable systems can be loaded from
the ground using appropriate ARINC 615-3 or ARINC 615A download
commands. An aircraft data services link ADSL 26 system is resident
on the aircraft to direct software download requests to any
loadable system and to transmit data via existing ARINC 429 and
Ethernet interfaces to software loadable systems. The ADSL includes
one or more processors 40, a memory 42, a remotely controllable SIU
46, and a hub or switch 52 coupled to a transceiver 32 (such as an
IEEE 802.11 transceiver) for transmission of data to an aircraft.
An existing ARINC 429 data loader interface, centralized and
accessible in the aircraft's flight deck compartment, in
conjunction with the ADSL 26, allows direct control and transfer of
software updates to aircraft subsystems within range of a ground
station access point having a wireless data communication apparatus
12.
[0064] Configurations of the present invention are thus capable of
providing routing and configuration management for each loadable
system and terminal device connected to an aircraft local area
network (LAN), both on and off an aircraft.
[0065] One suitable SIU 46 and switch 52, in one configuration,
provides automated electronic switching and control for data
downloading of software in the form of operational programs,
operational configuration of databases, collection of software
configuration information from systems such as avionics subsystems
and uploading data between those subsystems and ARINC 615-3 or 615A
data load applications. The data load applications may be resident
in existing ARINC 615 airborne, portable, or PC-based data loaders
or an optional ARINC 763 type on-aircraft network server system. In
one configuration, SIU 46 and switch 52 use a real-time LINUX.RTM.
based platform that is also capable of hosting any data load
application. The switch interface unit can be manually controlled
and used as a stand-alone replacement for existing rotary switches,
or remotely controlled and integrated into an ARINC 763 type
network server system.
[0066] In one configuration, SIU 46 and switch 52 are configured as
a single physical unit as a stand alone, data loader rotary switch
replacement. Combination SIU 46 and switch 52 in this configuration
comprise a programmable electronic switch that displays and allows
selection of loadable systems on an aircraft for the purpose of
initiating a software data load. The input and output of the
combination unit is programmable, primarily to activate interfaces
with loadable LRUs connected to the combination unit, which may
vary between different airplane models and airlines. In addition,
in one configuration, the combination unit provides the functions
of a configuration data tool and repository, by containing a
collection of loadable LRUs software part numbers and by providing
a data display device. The combination unit also functions as a
monitor of incoming and outgoing ARINC 429 traffic, with
appropriate connections initiated between communicating end-user
systems and a data loader application. The data loader application
may, for example, be resident in an existing ARINC 615-3 airborne
loader, an ARINC 615A Ethernet loader, a portable data loader (when
such is connected to a flight deck connector) or the switch
interface unit itself, which is capable of hosting the data loader
application in its real-time LINUX.RTM. operating system. (LINUX is
a registered trademark of Linus Torvalds.) In one configuration,
ARINC 615-3 data load applications are in the combination unit,
because the connection with the airborne server is Ethernet only,
while current airplane communication interfaces to the invention
are ARINC 429. A protocol packing and unpacking scheme is not
required if ARINC 615-3 is resident in one configuration of the
combination unit.
[0067] In a second configuration, the combination unit is utilized
in a Network Server System (NSS) that includes an airborne server.
In this configuration, the combination unit can be remotely
controlled through a provisional Ethernet connection that is
activated only by directed commands from the airborne server and/or
by directed commands from a ground station via IEEE 802.11 spread
spectrum wireless connection. The combination unit may be queried
for stored LRU configuration information, for example, software
(S/W) part numbers from any or all of the avionics system connected
to the combination unit. The combination unit may also,
automatically or on request, perform compatibility checks between
expected S/W part numbers stored in a resident database or external
server connected to the combination unit, and actual part numbers
collected by the combination unit.
[0068] The combination unit bridges a gap between interfacing with
existing avionics systems for data uploading and data acquisition
without drastically modifying the manner in which airplanes are
currently built. The functionality of the combination unit is
easily adaptable so that it can become an integral component on
future on-board network systems. Embodiments of the combination
unit can be used efficiently as a directed data query and download
engine to an ARINC 763-type network server system. At least one
embodiment allows communication with a plurality of computers,
which may include a Digital Flight Data Acquisition Unit (DFDAU)
and a Flight Management Computer (FMC), without manual intervention
via a selection of a rotary switch.
[0069] In one configuration of the present invention, upon
touchdown of an aircraft, an active query of pre-processed Aircraft
Conditioning Monitoring System (ACMS), Smart Access Recorder (SAR),
Quick Access Recorder (QAR), and Data Acquisition Recorder (DAR)
historical data from a concluded flight obtained from avionics
units 24 can be initiated using remotely selectable ARINC 429 data
loader interfaces connected to a remotely controlled switch 52. No
accumulated data is lost. Active queries are prevented in this
configuration due to avionics systems interlocks in the air
[0070] The combination unit functions as the aircraft system
selector in a data load/configuration system. The combination unit
is line replaceable, and has many advantages over existing rotary
switches. The design of the combination unit meets and exceeds
current data load interfacing requirements for avionics
equipment.
[0071] Existing functionality includes acquisition of ARINC 615
data of flight operations quality assurance (FOQA) smart access
recorder (SAR), quality assurance report (QAR) data and reports for
aircraft communications and reporting system (ACARS) stored in ACMS
20. Functionality added in one configuration of the present
invention includes uploading of stored fault information from any
aircraft LRU 24 connected to ADSL 26. Common system requirements
are imposed to achieve this added functionality. For example, fault
message formats are specified for data upload of all connected
systems for which ARINC 615 upload capability is added or newly
utilized. The additional data acquisition feature, combined with
storage and transmission of ARINC 615 data and the use of minor
software updates to aircraft systems, allows a complete central
maintenance function on non CMC-equipped airplanes such as Boeing
737s, 757s, and 767s, without associated production wiring
changes.
[0072] In one configuration, ADSL 26 retrieves a smart access
recorder (SAR) data stream of up to eight channels and triggered
ACMS 20 reports in addition to a QAR data stream in ARINC 615 data
format. Upload retrieval time is about 164 seconds for a 2 MB file
acquired from digital flight data acquisition unit DFDAU 22 ARINC
573/717 serial bus output. A 2 MB file represents one flight's
worth of flight operations quality assurance (FOQA) data, nominally
defined as 2 hours for a flight. The uplink retrieval time is 164
seconds as a result of the data retrieval method used prior to
802.11b transfer. More specifically, the downlink retrieval time
includes 160 seconds on ground plus 4 seconds for aircraft ground
data transfer. A 40 MB file represents a transfer at the end of a
day's worth of flights. The uplink retrieval time for this 40 MB
file is 160 seconds, because 18 MB has already been acquired by the
server application for previous flight legs. A 200 MB file
represents a transfer at the end of two weeks of flights. (200 MB
represents a capacity of PCMCIA cards used for FOQA storage devices
such as QARs and ACMS.) The uplink retrieval time for this 200 MB
file is 400 seconds, because 198 MB is acquired by the server
application for previous flight legs.
[0073] It will thus be seen that configurations of the present
invention reduce or eliminate the need for manual intervention to
operate switches to provide connectivity between avionics units,
and thus provide the capability to automatically upload avionics
data from aircraft to ground stations via wireless communication
links without requiring extensive rewiring and/or redesign of
existing aircraft. The capability for remotely-initiated download
of data from ground stations to aircraft is also provided without
extensive rewiring and/or design.
[0074] While various preferred embodiments have been described,
those skilled in the art will recognize modifications or variations
which might be made without departing from the inventive concept.
The examples illustrate the invention and are not intended to limit
it. Therefore, the description and claims should be interpreted
liberally with only such limitation as is necessary in view of the
pertinent prior art.
* * * * *