CN113472378A

CN113472378A - Civil aircraft wireless avionics network system architecture and special wireless transmission device

Info

Publication number: CN113472378A
Application number: CN202110918320.5A
Authority: CN
Inventors: 郑智明; 苗剑峰; 姜博文; 侯福生; 黄劲松; 汤华
Original assignee: Commercial Aircraft Corp of China Ltd
Current assignee: Commercial Aircraft Corp of China Ltd
Priority date: 2021-08-11
Filing date: 2021-08-11
Publication date: 2021-10-01
Anticipated expiration: 2041-08-11
Also published as: CN113472378B

Abstract

One aspect of the present disclosure relates to an intra-aircraft wireless avionics network system, comprising at least a first intra-aircraft wireless avionics network and a second intra-aircraft wireless avionics network; and at least first and second sets of radio frequency units associated with at least first and second in-flight wireless avionic networks, respectively, wherein the first in-flight wireless avionic network receives transmissions from the first set of airborne devices over a first frequency band via the first set of radio frequency units and transmits the transmissions to the second set of airborne devices over the first frequency band via the first set of radio frequency units, and the second in-flight wireless avionic network receives copies of the transmissions from the first set of airborne devices over a second frequency band via the second set of radio frequency units and transmits the copies of the transmissions to the second set of airborne devices over the second frequency band via the second set of radio frequency units. Another aspect of the disclosure relates to a dedicated wireless transmission apparatus for an airborne device to communicate with an onboard wireless avionics network system.

Description

Civil aircraft wireless avionics network system architecture and special wireless transmission device

Technical Field

The present application relates generally to the field of aircraft communication system design and, more particularly, to a system architecture and method for wireless interconnection of equipment onboard a civilian aircraft.

Background

At present, the digital communication between devices on board civil aircraft is mainly wired by means of a data bus, such as ARINC 429 or 664 bus. On-board devices typically communicate through a socket and bus connection.

However, such data buses have low data transmission rates and are limited by the transmission characteristics of the bus, resulting in a large number of on-board device interconnections required to perform a particular aircraft function, which adds significant weight and cable count to the aircraft. Moreover, as the operating time increases, the desoldering of the shielded cable can cause the signal transmission quality to be greatly degraded.

Accordingly, there is a need in the art for improved wireless avionics network systems.

Disclosure of Invention

One aspect of the present disclosure relates to an intra-aircraft wireless avionics network system, comprising at least a first intra-aircraft wireless avionics network and a second intra-aircraft wireless avionics network; and at least first and second sets of radio frequency units associated with at least first and second in-flight wireless avionic networks, respectively, wherein the first in-flight wireless avionic network receives transmissions from the first set of airborne devices over a first frequency band via the first set of radio frequency units and transmits the transmissions to the second set of airborne devices over the first frequency band via the first set of radio frequency units, and the second in-flight wireless avionic network receives copies of the transmissions from the first set of airborne devices over a second frequency band via the second set of radio frequency units and transmits the copies of the transmissions to the second set of airborne devices over the second frequency band via the second set of radio frequency units.

According to some demonstrative embodiments, receiving, by the first in-flight wireless avionics network, a transmission from the first set of onboard devices over the first frequency band via the first set of radio frequency units may include receiving the transmission from the first onboard device; and the second on-board wireless avionics network receiving the transmitted copies from the first set of on-board devices over the second frequency band via the second set of radio frequency units includes receiving the transmitted copies from the second on-board devices.

According to some demonstrative embodiments, the first in-flight wireless avionics network transmitting the transmission to the second set of on-board devices over the first frequency band via the first set of radio frequency units may include transmitting the transmission to the second on-board device; and the second onboard radio-navigation network transmitting said transmission copy to the second set of onboard devices over the second frequency band by means of said second set of radio-frequency units comprises transmitting said transmission copy to the second onboard devices.

According to some demonstrative embodiments, receiving, by the first intra-aircraft wireless avionics network, a transmission from each on-board device of the first set of on-board devices over the first frequency band via the first set of radio frequency units may include receiving a first transmission from a first on-board device of the first pair of on-board devices and a second transmission from a second on-board device of the first pair of on-board devices; and the second on-board wireless avionics network receiving the transmitted copies from the first set of on-board devices over the second frequency band via the second set of radio frequency units includes receiving a first transmitted copy from a first on-board device of the first pair of on-board devices and a second transmitted copy from a second on-board device of the first pair of on-board devices.

According to some demonstrative embodiments, the first in-flight wireless avionics network transmitting the transmission to the second set of onboard devices over the first frequency band via the first set of radio frequency units may include transmitting the first transmission to a first onboard device of the second set of onboard devices and transmitting the second transmission to a second onboard device of the second set of onboard devices; and the second on-board radio navigation network transmitting the transmission copy to the second set of on-board devices over the second frequency band via the second set of radio frequency units comprises transmitting the first transmission copy to a first on-board device of the second set of on-board devices and transmitting the second transmission copy to a second on-board device of the second set of on-board devices.

According to some demonstrative embodiments, the first in-flight wireless avionics network transmitting the transmission to the second set of onboard devices over the first frequency band via the first set of radio frequency units may include transmitting the first transmission to a first onboard device of the second set of onboard devices and transmitting the second transmission to a second onboard device of the second set of onboard devices; and the second on-board radio navigation network transmitting the transmission copy to the second set of on-board devices over the second frequency band via the second set of radio frequency units comprises transmitting the second transmission copy to a first on-board device of the second set of on-board devices and transmitting the first transmission copy to a second on-board device of the second set of on-board devices.

According to some exemplary embodiments, a frequency spectrum of the in-flight network is divided equally into the first frequency band and the second frequency band.

According to some exemplary embodiments, a dedicated wireless transmission apparatus for on-board equipment to communicate with an on-board wireless avionics network system includes an interface conversion and data verification module coupled to a bus interface; the at least two radio frequency transceiving modules are respectively used for communicating with at least two built-in wireless navigation network; and an IP address configuration and parsing module for managing IP addresses and data forwarding relationships of the dedicated wireless transmission device, wherein the interface conversion and data verification module is configured to convert data received from the bus interface into data packets suitable for transmission using a specific radio access technology, and/or convert data packets received from the on-board wireless avionics network through the radio frequency transceiver modules into bus data corresponding to the bus interface, and wherein the at least two radio frequency transceiver modules are configured to transmit the data packets to and/or receive the data packets transmitted using the specific radio access technology from the at least two on-board wireless avionics networks, respectively, using the specific radio access technology.

According to some exemplary embodiments, an onboard device is coupled to the interface conversion and data verification module through the bus interface.

According to some demonstrative embodiments, the at least two radio-frequency transceiver modules being configured to transmit the data packet to the at least two intra-machine wireless avionics networks, respectively, using a particular radio access technology comprises one of the at least two radio-frequency transceiver modules transmitting the data packet to a first intra-machine wireless avionics network of the at least two intra-machine wireless avionics networks over a first frequency band; and another of the at least two radio frequency transceiver modules transmitting a copy of the data packet to a second of the at least two on-board wireless avionics networks on a second frequency band different from the first frequency band.

According to some demonstrative embodiments, the at least two radio-frequency transceiver modules being configured to receive, from the at least two intra-aircraft wireless avionics networks, respectively, a data packet communicated using the particular radio access technology includes one of the at least two radio-frequency transceiver modules receiving the data packet from a first intra-aircraft wireless avionics network of the at least two intra-aircraft wireless avionics networks over a first frequency band; and another of the at least two radio frequency transceiver modules receiving a copy of the data packet from a second of the at least two on-board wireless avionics networks over a second frequency band different from the first frequency band.

According to some exemplary embodiments, the interface conversion and data verification module converting data packets received from an in-flight wireless avionics network through the radio frequency transceiver module into bus data corresponding to the bus interface further comprises the interface conversion and data verification module performing protocol conversion and cross-comparison of the data packets received from the first in-flight wireless avionics network with copies of the data packets received from the second in-flight wireless avionics network, and if the cross-comparison is successful, transmitting protocol-converted data packets to the bus interface.

According to some exemplary embodiments, the data packet received from the first on-board wireless avionics network and the copy of the data packet received from the second on-board wireless avionics network originate from another on-board device.

According to some exemplary embodiments, copies of the data packet received from the first on-board wireless avionics network and the data packet received from the second on-board wireless avionics network originate from two different on-board devices of another pair of on-board devices.

Drawings

FIG. 1 illustrates an architectural schematic of an on-board wireless avionics network system according to an exemplary aspect of the present disclosure.

Fig. 2 shows a schematic view of a combination of an onboard apparatus and a dedicated wireless transmission device according to an exemplary aspect of the present disclosure.

Fig. 3 shows a schematic diagram of a wireless navigation network communication system architecture according to an exemplary aspect of the present disclosure.

Fig. 4 shows a schematic diagram of a wireless navigation network communication system architecture according to an exemplary aspect of the present disclosure.

Fig. 5 illustrates a flow chart of a wireless avionics network communication method in accordance with an exemplary aspect of the present disclosure.

Fig. 6 illustrates a flow chart of a wireless avionics network communication method in accordance with an exemplary aspect of the present disclosure.

Fig. 7 illustrates a flow chart of a wireless avionics network communication method in accordance with an exemplary aspect of the present disclosure.

Detailed Description

The present disclosure relates to a 5G wireless avionics network system that builds a redundant architecture on an aircraft. By allocating independent frequency spectrum for each 5G wireless avionics network system in the redundant architecture, the reliability of the whole wireless transmission channel is improved through check and cross comparison in the special wireless transmission device of the onboard sensor/equipment.

Fig. 1 illustrates an architectural schematic of an on-board wireless avionics network system 100 according to an exemplary aspect of the present disclosure. As shown in FIG. 1, the built-in wireless avionics network system 100 may include a first built-in wireless avionics network 102A, a second built-in wireless avionics network 102B, and a first set of radio frequency units (PRRUs) 104A, a second set of radio frequency units (PRRUs) 104B.

According to an exemplary embodiment, the first and second intra-aircraft

wireless avionics networks

102A and 102B may each include, for example, at least a 5G core network server (5GC), a baseband processing unit (BBU), a remote convergence unit (PBridge), etc. (not shown) to implement the respective 5G functionality.

According to an exemplary embodiment, the first intra-aircraft wireless avionics network 102A may have a connection to the second intra-aircraft wireless avionics network 102B (e.g., the two sets of networks may communicate respective status information over a cross-talk bus), but under normal operating conditions, the first intra-aircraft wireless avionics network 102A does not communicate with the second intra-aircraft wireless avionics network 102B to maintain independence and isolation of data on the two intra-aircraft wireless avionics networks. When the 5G core server of one built-in wireless avionics network fails, the built-in wireless avionics network can inform the other built-in wireless avionics network of taking over work through the connection.

According to an exemplary embodiment, the first on-board wireless avionics network 102A may be remotely coupled to the first set of radio frequency units 104A such that the first on-board wireless avionics network 102A may wirelessly communicate with one or more Line Replaceable Units (LRUs), or on-board sensors/devices, including receiving communications from and/or transmitting communications to LRUs, etc., via the first set of radio frequency units 104A.

According to an exemplary embodiment, the second in-line wireless avionics network 102B may be remotely coupled to the second set of radio frequency units 104B such that the second in-line wireless avionics network 102B may wirelessly communicate with one or more Line Replaceable Units (LRUs) via the second set of radio frequency units 104B, including receiving communications from and/or transmitting communications to LRUs, and the like.

According to an exemplary embodiment, remote radio frequency units (PRRUs) 104A, 104B, etc. may be disposed within various compartments of the aircraft, such as the cockpit, cargo compartment, passenger cabin, landing gear compartment, etc., as desired, in addition to being disposed within the E/E compartment. According to an exemplary embodiment, two sets can be arranged at each position to achieve the purpose of on-board 5G signal full coverage.

According to an example embodiment, the first group of radio frequency units 104A and/or the second group of radio frequency units 104B may include far-end radio frequency transmit/receive antennas or the like.

According to an example embodiment, spectrum allocation may be performed in the in-flight wireless avionics network system 100. For example, the available spectrum may be allocated to a first in-flight wireless avionics network 102A and a second in-flight wireless avionics network 102B. According to an exemplary embodiment, an equal allocation may be used to evenly allocate the available spectrum to each of the intra-aircraft wireless avionics networks 102A/102B. According to another exemplary embodiment, a manner of specifying spectrum allocation may be employed.

As can be appreciated, while a dual redundancy scheme, i.e., two built-in

wireless avionics networks

102A and 102B, is depicted in fig. 1, the present disclosure is not so limited and extends to triple redundancy or other redundancy schemes. The double redundancy scheme is the optimal scheme which takes cost and redundancy backup effect into consideration.

According to an example, in a dual redundancy scheme, if the frequency spectrum of the intra-aircraft network is 200MHz, 100MHz may be allocated to each of the intra-aircraft radio-

avionics networks

102A and 102B in the manner described above for even allocation. For example, the first in-flight wireless avionics network can use 4200 and 4300MHz, while the second in-flight wireless avionics network can use 4300 and 4400 MHz.

Alternatively, the spectrum of the in-flight network may be divided and allocated to the in-flight

wireless avionics networks

102A and 102B in the manner described above for the designated spectrum allocation. Note that the division manner is not limited to being divided into two in the middle, but may include other division manners. For example, the first 50MHz and the last 50MHz of 200MHz may be assigned to one built-in radio-avionics network, while the middle 100MHz may be assigned to another built-in radio-avionics network. Alternatively, the 200MHz band may be divided evenly into more than two frequency bands (e.g., 8) and alternately allocated to each of the on-board

wireless avionics networks

102A and 102B, and so on.

Alternatively, in a triple redundancy scheme, for example, the built-in radio-avionics network system may include three built-in radio-avionics networks with connections between each two of the three built-in radio-avionics networks and three corresponding sets of radio frequency units (e.g., the two sets of networks may communicate respective status information over a cross-talk bus). Under normal working conditions, the built-in wireless avionic networks do not communicate with each other, so that the independence and isolation of data on the built-in wireless avionic networks are maintained. But when one or more of the built-in wireless avionics network's 5G core servers fail, the built-in wireless avionics network can inform other built-in wireless avionics networks through these connections to take over operation.

Similarly, if three sets of redundancy schemes are used, if the frequency spectrum of the intra-aircraft network is 200MHz, 66MHz may be allocated to each of the three intra-aircraft radio-avionics networks in the manner described above for even allocation. Alternatively, the spectrum of the built-in network may be divided and allocated to each built-in wireless avionic network in the manner of the designated spectrum allocation described above. Note that the division manner is not limited to the direct one-to-three division, but may include other division manners. Alternatively, the 200MHz band may be divided evenly into more than three frequency bands and alternately allocated to each built-in wireless avionic network, and so on.

Fig. 2 shows a schematic diagram of a combination 200 of an onboard apparatus and a dedicated wireless transmission device according to an exemplary aspect of the present disclosure. The combination 200 may include an onboard device (e.g., an onboard sensor/device or onboard Line Replaceable Unit (LRU))202 and a dedicated wireless transmission 210. An onboard Line Replaceable Unit (LRU)202 refers to an onboard device on a civil aircraft that can access the wireless avionics network through a dedicated wireless transmission 210; the dedicated wireless transmission device 210 may be a stand-alone device and coupled to the LRU 202 via a bus interface (as shown) or may be integrated into the LRU (not shown).

According to an exemplary embodiment, the dedicated wireless transport 210 may include an interface conversion and data verification module 204, at least a two-way radio transceiver module 206, and an IP address configuration and resolution module 208. Although the private wireless transmission device 210 is shown as a separate device outside of the LRU 202 and coupled to the LRU 202, in alternative embodiments, the private wireless transmission device 210 may be integrated into the LRU 202.

According to an illustrative example, the LRU 202 can be coupled to an interface conversion and data check module 204 in the dedicated wireless transmitting device 210 for protocol conversion, checking, and/or cross-comparison of incoming/outgoing data. Specifically, the interface conversion and data verification module 204 may convert bus data received from a bus interface into IP packets suitable for transmission using a particular radio access technology and/or convert IP packets received from the radio frequency transceiver module 206 into bus data corresponding to the bus interface.

According to an exemplary embodiment, the IP address configuration and resolution module 208 may be responsible for the establishment, resolution, and maintenance of an IP address for the dedicated wireless transport device 210 to facilitate communication over the in-flight wireless avionics network using the IP address; and the system is responsible for establishing and maintaining the forwarding relation of the internal data on the in-machine wireless avionics network.

According to an exemplary embodiment, rf transceiver module 206 is configured to transmit and/or receive data packets converted by interface conversion and data verification module 204 to and/or from an onboard wireless avionics network using a particular radio access technology, wherein the onboard wireless avionics network is configured to build an onboard wireless communication network for an aircraft for data communication between onboard devices (e.g., LRUs 202).

According to an exemplary embodiment, interface conversion and data verification module 204 may be coupled to at least two-way radio frequency transceiver module 206. When the associated LRU 202 is to transmit a transmission, the interface conversion and data verification module 204 performs checksum protocol conversion on the outgoing transmission and generates at least two signals (e.g., the transmission and its replica) that are transmitted to at least two on-board wireless avionics networks, such as the first on-board wireless avionics network 102A and the second on-board wireless avionics network 102B shown in fig. 1, over respective frequency bands via the at least two rf transceiver modules 206, respectively.

On the other hand, when an associated LRU 202 is to receive transmissions, the at least two rf transceiver modules 206 may receive transmissions from at least two on-board wireless avionics networks, such as the first on-board wireless avionics network 102A and the second on-board wireless avionics network 102B shown in fig. 1, respectively, over respective frequency bands. The at least two rf transceiver modules 206 may transmit the respective received transmissions to the interface conversion and data verification module 204 for checksum protocol conversion and cross-comparison of the incoming transmissions, and transmit the transmissions to the associated LRU 202 after a successful comparison. Otherwise, when the comparison is unsuccessful, the interface conversion and data verification module 204 may not transmit the received transmission to the associated LRU 202 and/or may feedback that the data is erroneous to the at least two on-board wireless avionics networks (e.g., the first on-board wireless avionics network 102A and the second on-board wireless avionics network 102B), e.g., using a Negative Acknowledgement (NACK) mechanism, to facilitate determining, e.g., by the on-board wireless avionics networks, whether to retransmit the transmission.

Generally speaking, the requirement of D-level and E-level functions on an airplane can be met by a single-channel civil consumption level 5G built-in wireless network at present. However, when the functions of class C and class B or similar medium and high security levels are met, higher requirements are made on the availability and integrity of the network.

The present disclosure presents hereinafter several wireless avionics system architectures that can meet the high level of security in an aircraft.

Fig. 3 shows a schematic diagram of a wireless navigation network communication system architecture 300 according to an exemplary aspect of the present disclosure. As shown in the figure, the wireless avionics network communication system architecture 300 may include a wireless avionics network zone 320 and a terminal alignment zone 330.

According to an example embodiment, the wireless avionics network zone 320 may include an on-board wireless avionics network system 100 as described above in connection with FIG. 1. In particular, the wireless avionics network region 320 can include, for example, a first and second in-flight

wireless avionics network

302A and 302B, each of which can include, for example, at least a 5G core network server (5GC), a baseband processing unit (BBU), a remote convergence unit (PBridge), etc. (not shown) to implement respective 5G functionality.

According to an exemplary embodiment, the first intra-aircraft wireless avionics network 302A may have a connection to the second intra-aircraft wireless avionics network 302B (e.g., the two sets of networks may communicate respective status information over a cross-talk bus), but under normal operating conditions, the first intra-aircraft wireless avionics network 302A does not communicate with the second intra-aircraft wireless avionics network 302B to maintain independence and isolation of data on the two intra-aircraft wireless avionics networks. When the 5G core server of one built-in wireless avionics network fails, the built-in wireless avionics network can inform the other built-in wireless avionics network of taking over work through the connection.

According to an exemplary embodiment, the first on-board wireless avionics network 302A may be remotely coupled to a first set of radio frequency units 304A such that the first on-board wireless avionics network 302A may wirelessly communicate with one or more Line Replaceable Units (LRUs), or on-board sensors/devices 312-1, 312-2, etc., including receiving communications from and/or transmitting communications to LRUs, etc., via the first set of radio frequency units 304A.

According to an exemplary embodiment, the second in-line wireless avionics network 302B may be remotely coupled to the second set of radio frequency units 304B such that the second in-line wireless avionics network 302B may wirelessly communicate with one or more Line Replaceable Units (LRUs) via the second set of radio frequency units 304B, including receiving communications from and/or transmitting communications to LRUs, and the like.

According to an example embodiment, the spectrum allocation may be made in the wireless avionics network area 320. For example, a first portion of the available spectrum may be allocated to a first in-flight radio-avionics network 302A and a second portion may be allocated to a second in-flight radio-avionics network 302B. For example, the spectrum allocation may be performed in the manner of the aforementioned average allocation and/or designated spectrum allocation.

According to an exemplary embodiment, terminal alignment area 330 may include one or more combinations 200 of on-board equipment and dedicated wireless transmission devices as described above in connection with fig. 2. For example, the terminal alignment area 330 may include a combination 310-1 of a first onboard device 312-1 and a first dedicated wireless transmission device 315-1 and a combination 310-2 of a second onboard device 312-2 and a second dedicated wireless transmission device 315-2.

According to an exemplary embodiment, each combination 310 (e.g., 310-1, 310-2) may include a combination 200 as described above in connection with FIG. 2.

According to an exemplary embodiment, the dedicated wireless transport 315 may include an interface conversion and data verification module 314, at least two-way radio frequency transceiver module 316, and an IP address configuration and resolution module 318. The dedicated wireless transmitting device 315 may comprise the dedicated wireless transmitting device 210 as described above in connection with fig. 2. Although dedicated wireless transmission device 315 is shown as a separate device external to LRU 312 and coupled to LRU 312, in alternative embodiments, dedicated wireless transmission device 315 may be integrated into LRU 312.

According to an illustrative example, LRU 312 may be coupled to an interface conversion and data verification module 314 in a dedicated wireless transport 315, e.g., over a bus interface, for protocol translation, verification, and/or cross-comparison of incoming/outgoing transmissions.

According to an exemplary embodiment, the interface conversion and data verification module 314 may be coupled to at least two-way radio frequency transceiver module 316. When an LRU 312 (e.g., LRU 312-1 and/or LRU 312-2) is to transmit a transmission, the interface conversion and data verification module 314 performs checksum protocol conversion on the outgoing transmission and generates at least two signals (e.g., a transmission and a copy of the transmission) that are transmitted to at least two in-board wireless avionics networks (e.g., 302A and 302B) in the wireless avionics network area 320 via at least two radio frequency transceiver modules 316, respectively.

On the other hand, when LRU 312 (e.g., LRU 312-1 and/or LRU 312-2) is to receive a transmission, LRU 312 may receive a transmission from at least two in-board wireless avionics networks 302 (e.g., 302A and 302B) in wireless avionics network zone 320, respectively, through at least two radio frequency transceiver modules 316 in the associated dedicated wireless transmission device 315. The at least two rf transceiver modules 316 may transmit the respective received transmissions to the interface conversion and data verification module 314 for checksum protocol conversion and cross-comparison of the incoming transmissions, and transmit the transmissions to the associated LRU 312 after a successful comparison. Otherwise, when the alignment is unsuccessful, the interface conversion and data verification module 314 may not transmit the received transmission to the associated LRU 312 and/or may feedback data errors to the at least two on-board wireless avionics networks 302 in the wireless avionics network region 320, e.g., using a Negative Acknowledgement (NACK) mechanism, to facilitate a determination, e.g., by the on-board wireless avionics networks 302, whether to retransmit the transmission.

For example, in an exemplary scenario, LRU 312-1 needs to transfer information to LRU 312-2. LRU 312-1 passes the information to be transmitted to interface conversion and data verification module 314-1 in private wireless transmission facility 315-1, and interface conversion and data verification module 314-1 performs checksum protocol conversion on the information obtained from LRU 312-1 and generates at least two signals (e.g., a transmission and a copy of the transmission) that are transmitted to at least two in-board wireless avionics networks (e.g., 302A and 302B) in wireless avionics network area 320 via at least two RF transceiver modules 316-1a and 316-1B, respectively, over different frequency bands. For example, RF transceiver module 316-1a may transmit transmissions to on-board radio-to-avionics network 302A in radio-to-avionics network area 320 over a first frequency band, while RF transceiver module 316-1B may transmit copies of transmissions to on-board radio-to-avionics network 302B in radio-to-avionics network area 320 over a second frequency band.

When the at least two built-in radio-

avionics networks

302A and 302B are both operating normally, they transmit the received transmissions to LRU 312-2 over their respective frequency bands through their associated radio frequency units.

LRU 312-2 may receive the transmission from first built-in wireless avionics network 302A over a first frequency band via rf transceiver module 316-2A in dedicated wireless transmission device 315-2 and may receive a copy of the transmission from second built-in wireless avionics network 302B over a second frequency band via rf transceiver module 316-2B.

The at least two rf transceiver modules 316-2a and 316-2b may transmit signals (e.g., transmissions and copies of the transmissions) received over different frequency bands to the interface conversion and data verification module 314-2 for checksum protocol conversion and cross-comparison of incoming transmissions, and transmit the transmissions to the associated LRU 312-2 after a successful comparison. Otherwise, when the comparison is unsuccessful, the interface conversion and data verification module 314-2 may not transmit the received transmission to the associated LRU 312-2 and/or may feedback that the data is erroneous to the at least two on-board wireless avionics networks (e.g., the first on-board wireless avionics network 302A and the second on-board wireless avionics network 302B), e.g., using a Negative Acknowledgement (NACK) mechanism, to facilitate determining, e.g., by the on-board wireless avionics networks, whether to retransmit the transmission.

The at least two intra-aircraft wireless avionics networks (e.g., 302A and 302B) of fig. 3 may have connectivity (e.g., respective status information may be communicated between the two networks via a cross-talk bus), but under normal operating conditions, there is no communication between the at least two intra-aircraft wireless avionics networks to maintain independence and isolation of data on the respective intra-aircraft wireless avionics networks. When the 5G core server of one built-in wireless avionics network fails, the built-in wireless avionics network can inform the other built-in wireless avionics network of taking over work through the connection.

For example, assume in the foregoing example that first intra-aircraft wireless avionics network 302A fails and fails before, after, or during transmission of transmissions by LRU 312-1 to intra-aircraft wireless avionics network 302A in radio avionics network region 320 over a first frequency band by radio frequency transceiver module 316-1a in first dedicated wireless transmission device 315-1 and transmission by radio frequency transceiver module 316-1B to intra-aircraft wireless avionics network 302B in radio avionics network region 320 over a second frequency band. The second intra-aircraft wireless avionics network 302B may obtain status information of the first intra-aircraft wireless avionics network 302A through a connection with the first intra-aircraft wireless avionics network 302A to determine that the second intra-aircraft wireless avionics network 302B needs to take over the first intra-aircraft wireless avionics network 302A for operation.

At this point, the second built-in radio-avionics network 302B, which is still operating normally, receives transmissions from the first LRU 312-1 in the second frequency band and transmits the received transmissions to LRU 312-2 via the associated radio unit 304B in the second frequency band. Additionally, the second in-flight wireless avionics network 302B may notify the LRU 312-2 that the first in-flight wireless avionics network 302A has failed.

LRU 312-2 may receive on the first frequency band via rf transceiver module 316-2A of second dedicated wireless transmission device 315-2, but since the first intra-aircraft wireless avionics network 302A has failed and failed, no transmission from the first intra-aircraft wireless avionics network 302A is received by rf transceiver module 316-2A on the first frequency band.

LRU 312-2, on the other hand, may receive transmissions from second intra-aircraft radio network 302B and notification that first intra-aircraft radio network 302A has failed over a second frequency band via rf transceiver module 316-2B of second dedicated wireless transmission device 315-2.

Rf transceiver module 316-2b may transmit the transmission received on the second frequency band to interface conversion and data check module 314-2 for checksum protocol conversion of the incoming transmission. Since the second in-flight wireless avionics network 302B is now notified that the first in-flight wireless avionics network 302A has failed, the interface conversion and data verification module 314-2 can determine that the first in-flight wireless avionics network 302A has failed and failed. At this point, the interface conversion and data verification module 314-2 no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 312-2.

According to an alternative embodiment, the second on-board wireless avionics network 302B may not make an explicit notification that the first on-board wireless avionics network 302A has failed. Rf transceiver module 316-2b may transmit the transmission received on the second frequency band to interface conversion and data check module 314-2 for checksum protocol conversion of the incoming transmission. Due to the lack of cross-comparison of transmissions from the rf transceiver module 316-2A at this time, the interface conversion and data verification module 314-2 may determine that the first in-flight radio-avionics network 302A has failed and failed. At this point, the interface conversion and data verification module 314-2 no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 312-2.

When the first in-flight wireless avionics network 302A resumes normal operation, the first in-flight wireless avionics network 302A can notify the second in-flight wireless avionics network 302B through the connection so that the second in-flight wireless avionics network 302B need no longer notify the LRU 312-2 that the first in-flight wireless avionics network 302A has failed.

As can be appreciated, while two on-board devices 312-1 and 312-2 and two on-board

wireless avionics networks

302A and 302B are shown in connection with FIG. 3, the present disclosure is not so limited, and more or fewer on-board devices 312 may be included in terminal comparison zone 330 and more on-board wireless avionics networks 302 included in wireless avionics network zone 320, with each on-board device 312 communicating with each on-board wireless avionics network 302 through a respective dedicated wireless transmission means.

According to an exemplary embodiment, two or more intra-aircraft wireless avionics networks 302 may have a connection therebetween (e.g., two sets of networks may communicate respective status information over a cross-talk bus), but do not communicate with each other over the connection under normal operating conditions to maintain independence and isolation of data on each intra-aircraft wireless avionics network. However, when the 5G core server of one of the built-in wireless avionics networks fails, the built-in wireless avionics network can inform the other built-in wireless avionics networks to take over operation through the connection.

According to an exemplary embodiment, one of the first and second onboard devices may be a Global Positioning System (GPS) and the other may be an onboard Flight Management System (FMS).

According to the exemplary embodiment, after the wireless avionic network completes operations such as data centralized management and transmission, the wireless avionic network is connected with other onboard equipment to complete functions such as data interaction, logic control, network distribution and delay control among the onboard equipment.

Through the mode, high-reliability transmission is realized between the LRU 312-1 and the LRU 312-2, and the transmission requirement of the safety level function in the airplane can be met.

Fig. 4 shows a schematic diagram of a wireless navigation network communication system architecture 400 according to an exemplary aspect of the present disclosure. As shown in the figure, the wireless avionics network communication system architecture 400 may include a wireless avionics network zone 420 and a terminal alignment zone 430.

According to an example embodiment, the wireless avionics network zone 420 may include an on-board wireless avionics network system 100 as described above in connection with FIG. 1. The structure and function of the wireless avionics network zone 420 may be similar to the wireless avionics network zone 320 described above in connection with FIG. 3

In particular, the wireless avionics network region 420 can include, for example, a first and second in-flight

wireless avionics network

402A and 402B, each of which can include, for example, at least a 5G core network server (5GC), a baseband processing unit (BBU), a remote convergence unit (PBridge), etc. (not shown) to implement respective 5G functionality.

According to an exemplary embodiment, the first intra-aircraft wireless avionics network 402A may have a connection to the second intra-aircraft wireless avionics network 402B (e.g., the two sets of networks may communicate respective status information over a cross-talk bus), but under normal operating conditions, the first intra-aircraft wireless avionics network 402A does not communicate with the second intra-aircraft wireless avionics network 402B to maintain independence and isolation of data on the two intra-aircraft wireless avionics networks. When the 5G core server of one built-in wireless avionics network fails, the built-in wireless avionics network can inform the other built-in wireless avionics network of taking over work through the connection.

According to an exemplary embodiment, the first in-flight wireless avionics network 402A may be remotely coupled to the first set of radio frequency units 404A such that the first in-flight wireless avionics network 402A may wirelessly communicate with one or more on-board devices (e.g., Line Replaceable Units (LRUs) or on-board sensors/devices) 412-1a/b, 412-2A/b, etc., including receiving communications from and/or transmitting communications to LRUs, etc., via the first set of radio frequency units 404A.

According to an exemplary embodiment, the second in-line wireless avionics network 302B may be remotely coupled to a second set of radio frequency units 404B such that the second in-line wireless avionics network 402B may wirelessly communicate with one or more Line Replaceable Units (LRUs) via the second set of radio frequency units 404B, including receiving communications from and/or transmitting communications to LRUs, and the like.

According to an example embodiment, the spectrum allocation may be made in the wireless avionics network zone 420. For example, a first portion of the available spectrum may be allocated to a first in-flight radio-avionics network 402A and a second portion may be allocated to a second in-flight radio-avionics network 402B. For example, the spectrum allocation may be performed in the manner of the aforementioned average allocation and/or designated spectrum allocation.

According to an exemplary embodiment, to meet class B functional requirements on the aircraft, each on-board device 412 needs to be redundantly configured as a pair of on-board devices to transmit/receive the same transmissions, each of which may be coupled to a respective dedicated wireless transmission device to form combination 200 as described above in connection with fig. 2.

Although two pairs of on-board devices 412-1a/b and 412-2a/b are shown in the example of FIG. 4, the present disclosure is not so limited and there may be more or fewer pairs of on-board devices.

According to an exemplary embodiment, each dedicated wireless transmission device 415 may include an interface conversion and data verification module 414, at least two-way radio frequency transceiver module 416, and an IP address configuration and resolution module 418. Although dedicated wireless transmission device 415 is shown as a separate device external to LRU 412 and coupled to LRU 412, in alternative embodiments, dedicated wireless transmission device 415 may be integrated into LRU 412.

According to an illustrative example, the LRUs 412 may be coupled to an interface translation and data check module 414, e.g., through a bus interface, for protocol translation, checking, and/or cross-comparison of incoming/outgoing transmissions.

According to an exemplary embodiment, interface conversion and data verification module 414 may be coupled to at least two-way radio frequency transceiver module 416. When LRU 412 (e.g., LRU 412-1a/B and/or LRU 412-2A/B) is to transmit a transmission, interface conversion and data verification module 414 performs checksum protocol conversion on the outgoing transmission and generates at least two signals (e.g., a transmission and a copy of the transmission) that are transmitted to at least two in-board radio-avionics networks (e.g., 402A and 402B) in radio-avionics network zone 420 via at least two radio frequency transceiver modules 416, respectively.

On the other hand, when an LRU 412 (e.g., LRU 412-1a/B, LRU 412-2A/B) is to receive a transmission, the LRU 412 may receive the transmission from at least two in-board wireless avionics networks 402 (e.g., 402A and 402B) in the wireless avionics network zone 420, respectively, through at least two radio transceiver modules 416 in the associated dedicated wireless transmission device 415. The at least two rf transceiver modules 416 may transmit the respective received transmissions to the interface conversion and data verification module 414 for performing checksum protocol conversion and cross-comparison on the incoming transmissions, and transmit the transmissions to the associated LRU 412 after a successful comparison. Otherwise, when the alignment is unsuccessful, the interface conversion and data checking module 414 may not transmit the received transmission to the associated LRU 412 and/or may feedback a signal error to the at least two intra-board wireless avionics networks 402 in the wireless avionics network region 420, such as using a Negative Acknowledgement (NACK) mechanism, to facilitate a determination, for example, by the intra-board wireless avionics networks 402, whether to retransmit the transmission.

For example, in an exemplary scenario, a first pair of LRUs 412-1a/b is to transmit the same first and second transmissions to a second pair of LRUs 412-2 a/b. The first pair of LRUs 412-1a passes a first transmission to be transmitted to an interface conversion and data verification module 414-1a of the dedicated wireless transmission device 415-1a, and the interface conversion and data verification module 414-1a performs checksum protocol conversion on the information obtained from the LRUs 412-1a and generates at least two signals (e.g., a first transmission and a first transmission copy) that are transmitted to at least two in-board wireless avionics networks (e.g., 402A and 402B) in the wireless avionics network region 420 over different frequency bands via at least two radio frequency transceiver modules 416-1aa and 416-1ab, respectively. For example, RF transceiver module 416-1aa may transmit a first transmission (e.g., transmissions 1a-a) to on-board radio-avionics network 402A in radio-avionics network region 420 over a first frequency band, and RF transceiver module 416-1ab may transmit a copy of the first transmission (e.g., transmissions 1a-B) to on-board radio-avionics network 402B in radio-avionics network region 420 over a second frequency band.

When the at least two built-in radio-

avionics networks

402A and 402B are both operating normally, they transmit received transmissions to the second pair of LRUs 412-2A/B over their respective frequency bands through their associated radio frequency units.

Specifically, the first in-flight wireless avionics network 402A and the second in-flight wireless avionics network 402B may communicate transmissions received from the first pair of LRUs 412-1a/B to the second pair of LRUs 412-2A/B over respective frequency bands via the respective associated radio frequency units.

According to a first scheme, the LRU 412-2A of the second pair of LRUs may receive the first transmission (e.g., transmission 2A-a) from the first intra-machine wireless avionics network 402A over a first frequency band via the radio transceiver module 416-2aa of the dedicated wireless transmission device 415-2A, and may receive the first transmission copy (e.g., transmission 2A-B) from the second intra-machine wireless avionics network 402B over a second frequency band via the radio transceiver module 416-2ab of the dedicated wireless transmission device 415-2A.

According to a second alternative, the LRU 412-2A of the second pair of LRUs may receive a first transmission (e.g., transmission 2A-a) from the first in-flight radio network 402A over a first frequency band via the radio transceiver module 416-2aa of the dedicated wireless transmission device 415-2A, and the LRU 412-2B of the second pair of LRUs may receive a first transmission copy (e.g., transmission 2B-B) from the second in-flight radio network 402B over a second frequency band via the radio transceiver module 416-2bb of the dedicated wireless transmission device 415-2B.

On the other hand, the LRU 412-1B of the first pair of LRUs passes the second transmission to be transmitted to the interface conversion and data checking module 414-1B, and the interface conversion and data checking module 414-1B performs checksum protocol conversion on the second transmission obtained from the LRU 412-1B and generates at least two signals (e.g., a second transmission and a second transmission copy) for transmission to at least two in-board wireless avionics networks (e.g., 402A and 402B) of the wireless avionics network zone 420 via at least two rf transceiver modules 416-1ba and 416-1bb, respectively, at different frequency bands. For example, RF transceiver module 416-1ba may transmit a second transmission (e.g., transmission 1B-a) to on-board wireless avionics network 402A in wireless avionics network region 420 over a first frequency band, and RF transceiver module 416-1bb may transmit a copy of the second transmission (e.g., transmission 1B-B) to on-board wireless avionics network 402B in wireless avionics network region 420 over a second frequency band.

When the at least two onboard

wireless avionics networks

402A and 402B are both operating properly, they transmit the received transmissions to the second pair of onboard devices 412-2A/B via their associated radio frequency units in their respective frequency bands.

The first in-flight wireless avionics network 402A and the second in-flight wireless avionics network 402B may transmit a second transmission received from the first pair of LRUs 412-1a/B and a copy thereof to the second pair of LRUs 412-2A/B over respective frequency bands via the respective associated radio frequency units.

According to a first scheme, the LRU 412-2B of the second pair of LRUs may receive a second transmission (e.g., transmission 2B-a) from the first intra-machine wireless avionics network 402A over a first frequency band via the rf transceiver module 416-2ba of the dedicated wireless transmission device 415-2B and may receive a second transmission copy (e.g., transmission 2B-B) from the second intra-machine wireless avionics network 402B over a second frequency band via the rf transceiver module 416-2bb of the dedicated wireless transmission device 415-2B.

According to a second alternative, the LRU 412-2B of the second pair of LRUs may receive a second transmission (e.g., transmission 2B-a) from the first in-flight wireless avionics network 402A over a first frequency band via the radio transceiver module 416-2ba of the dedicated wireless transmission device 415-2B, and the LRU 412-2A of the second pair of LRUs may receive a second transmission copy (e.g., transmission 2A-B) from the second in-flight wireless avionics network 402B over a second frequency band via the radio transceiver module 416-2ab of the dedicated wireless transmission device 415-2A.

The second pair of LRUs 412-2a and 412-2b may transmit the transmissions received by the respective associated at least two rf transceiver modules 416-2aa/2ab and 416-2ba/2bb over different frequency bands to the respective interface conversion and data checking modules 414-2a and 414-2b via the respective associated dedicated wireless transmission devices 415-2a and 415-2b for performing checksum protocol conversion and cross-comparison on the incoming transmissions, and transmit the transmissions to the respective associated LRUs 412-2a and 412-2b after the comparison is successful. Otherwise, when the comparison is unsuccessful, the interface conversion and data verification modules 414-2A and/or 414-2B may not transmit the received transmission to the associated LRU's 412-2A and/or 412-2B and/or may feedback that the data is in error to the at least two on-board wireless avionics networks (e.g., the first on-board wireless avionics network 402A and the second on-board wireless avionics network 402B), such as using a Negative Acknowledgement (NACK) mechanism, to facilitate determining, for example, by the on-board wireless avionics networks, whether to retransmit the transmission.

The at least two intra-aircraft wireless avionics networks (e.g., 402A and 402B) of fig. 4 may have a connection therebetween (e.g., two sets of networks may communicate respective status information over a cross-talk bus), but under normal operating conditions, the at least two intra-aircraft wireless avionics networks do not communicate over the connection to maintain independence and isolation of data on the two intra-aircraft wireless avionics networks. When the 5G core server of one built-in wireless avionics network fails, the built-in wireless avionics network can inform the other built-in wireless avionics network of taking over work through the connection.

For example, assume in the foregoing example that first pair of LRUs 412-1a/B failed and failed before, after, or during transmission of a transmission by RF transceiver module 416-1aa/ba in associated dedicated wireless transmission device 415-1a and 415-1B to intra-aircraft wireless avionics network 402A in wireless avionics network zone 420 over a first frequency band and RF transceiver module 416-1ab/bb may transmit a transmission to intra-aircraft wireless avionics network 402B in wireless avionics network zone 420 over a second frequency band.

At this point, the second built-in radio-avionics network 402B, which is still operating normally, receives communications from the first pair of LRUs 412-1a/B over a second frequency band and transmits the received transmissions to the second pair of LRUs 412-2a/B over the second frequency band via the associated radio unit 404B. Additionally, the second in-flight wireless avionics network 402B may notify the second set of LRUs 412-2A/B that the first in-flight wireless avionics network 402A has failed.

For example, according to the first scenario described above, the LRU 412-2A of the second pair of LRUs may receive over the first frequency band via the radio transceiver module 416-2aa in the associated dedicated wireless transmission device 415-2A, but since the first intra-aircraft wireless avionics network 402A has failed and failed, the radio transceiver module 416-2aa does not receive transmissions from the first intra-aircraft wireless avionics network 402A over the first frequency band.

On the other hand, the LRU 412-2A of the second pair of LRUs may receive transmissions from the second in-flight radio avionics network 402B and notification that the first in-flight radio avionics network 402A has failed over the second frequency band via the radio frequency transceiver module 416-2ab in the associated dedicated wireless transmission device 415-2A.

The rf transceiver module 416-2ab in the dedicated wireless transmission device 415-2a may transmit the transmission received over the second frequency band to the interface conversion and data verification module 414-2a for checksum protocol conversion of the incoming transmission. Since the second in-flight wireless avionics network 402B is now notified that the first in-flight wireless avionics network 402A has failed, the interface conversion and data verification module 414-2A may determine that the first in-flight wireless avionics network 402A has failed and failed. At this point, the interface conversion and data verification module 414-2a no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 412-2 a.

According to an alternative embodiment, the second on-board wireless avionics network 402B may not make an explicit notification that the first on-board wireless avionics network 402A has failed. The rf transceiver module 416-2ab may transmit the received transmission in the second frequency band to the interface conversion and data verification module 414-2a in the dedicated wireless transmission device 415-2a for checksum protocol conversion of the incoming transmission. Due to the lack of cross-comparison of transmissions from the rf transceiver module 416-2aa at this time, the interface conversion and data verification module 414-2A may determine that the first in-flight radio-avionics network 402A has failed and failed. At this point, the interface conversion and data verification module 414-2a no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 412-2 a.

Likewise, in the event that the first in-flight wireless avionics network 402A has failed and failed, the LRU 412-1B of the first pair of LRUs may still transmit over the second in-flight wireless avionics network 402B, while the LRU 412-2B of the second pair of LRUs may receive the transmission through the radio frequency transceiver module 416-2bb in the dedicated wireless transmission device 415-2B in a similar manner as described above and receive an explicit or implicit notification from the second in-flight wireless avionics network 402B that the first in-flight wireless avionics network 402A has failed.

As another example, according to the second scenario described above, the LRU 412-2A of the second pair of LRUs may receive over the first frequency band via the radio transceiver module 416-2aa in the dedicated wireless transmission device 415-2A, but since the first intra-aircraft wireless avionics network 402A has failed and failed, the radio transceiver module 416-2aa does not receive transmissions from the first intra-aircraft wireless avionics network 402A over the first frequency band.

At this point, the LRU 412-2B in the second pair of LRUs may receive transmissions from the second in-flight wireless avionics network 402B over the second frequency band and notification that the first in-flight wireless avionics network 402A has failed through the rf transceiver module 416-2bb in the dedicated wireless transmission device 415-2B.

The rf transceiver module 416-2bb in the dedicated wireless transmission device 415-2b may transmit the transmission received on the second frequency band to the interface conversion and data verification module 414-2b for checksum protocol conversion of the incoming transmission. Since the second in-flight wireless avionics network 402B is now notified that the first in-flight wireless avionics network 402A has failed, the interface conversion and data verification module 414-2B may determine that the first in-flight wireless avionics network 402A has failed and failed. At this point, the interface conversion and data verification module 414-2b no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 412-2 b.

According to an alternative embodiment, the second on-board wireless avionics network 402B may not make an explicit notification that the first on-board wireless avionics network 402A has failed. The rf transceiver module 416-2bb in the dedicated wireless transmission device 415-2b may transmit the transmission received on the second frequency band to the interface conversion and data verification module 414-2b for checksum protocol conversion of the incoming transmission. Due to the lack of cross-comparison of transmissions from the rf transceiver module 416-2ba at this time, the interface conversion and data verification module 414-2b may determine that the first in-flight wireless avionics network 402A has failed and failed. At this point, the interface conversion and data verification module 414-2b no longer cross-compares (or may still cross-compare transmissions from more than one built-in wireless avionics network if those networks are operating properly), but rather directly passes the checksum protocol converted transmission to the associated LRU 412-2 b.

Likewise, in the event that the first in-flight wireless avionics network 402A has failed and failed, the LRU 412-1B of the first pair of LRUs may still transmit over the second in-flight wireless avionics network 402B, while the LRU 412-2A of the second pair of LRUs may receive the transmission through the radio frequency transceiver module 416-2ab in the dedicated wireless transmission device 415-2B in a similar manner as described above and receive an explicit or implicit notification from the second in-flight wireless avionics network 402B that the first in-flight wireless avionics network 402A has failed.

When the first in-flight wireless avionics network 402A resumes normal operation, the first in-flight wireless avionics network 402A can notify the second in-flight wireless avionics network 402B via state information on the connection so that the second in-flight wireless avionics network 402B need not notify the second set of LRUs 412-2A/B that the first in-flight wireless avionics network 402A has failed.

Although the first intra-aircraft wireless avionics network 402A fails as an example to illustrate the operation of the scheme of fig. 4, based on the above disclosure, one of ordinary skill in the art can fully understand the operation of the scheme when the second intra-aircraft wireless avionics network 402B fails, and the operation of the technical scheme of the present disclosure when there are more than two intra-aircraft wireless avionics networks and some of them fail.

On the other hand, in the exemplary scenario, when one airborne device (e.g., 412-1a) of first pair of airborne devices 412-1a/B fails, the other airborne device (e.g., 412-1B) of the pair may still be able to transmit to first and second intra-aircraft

wireless avionic networks

402A and 402B, respectively, over the corresponding frequency band via RF transceiver module 416-1ba/bb of dedicated wireless transmission device 415-1B.

Depending on whether the first or second scheme is used, transmissions of on-board device 412-1B may be received by one or both of the second pair of on-board devices 412-2A/B via first and second on-board

wireless avionics networks

402A and 402B, respectively.

In another exemplary scenario, when one on-board device (e.g., 412-2A) of the second pair of on-board devices 412-2A/B fails, the other on-board device (e.g., 412-2B) of the pair may still receive transmissions from one or both of the first pair of on-board devices 412-1a/B over respective frequency bands via RF transceiver module 416-2ba/bb of dedicated wireless transmission device 415-2B, depending on whether the first or second scheme is used.

In a further exemplary scenario, even when a failure occurs in each of first and second on-board wireless avionics networks 402A/B, first pair of on-board devices 412-1a/B, and second pair of on-board devices 412-2A/B (e.g., second on-board wireless avionics network 402B, on-board device 412-1B of the first pair of on-board devices, on-board device 412-2A of the second pair of on-board devices), using the second scheme described above, a properly functioning on-board device 412-2A of the second pair of on-board devices may still receive transmissions from a properly functioning on-board device 412-1a of the first pair of on-board devices via a properly functioning first on-board wireless avionics network 420A.

As can be appreciated, while two pairs of onboard devices 412-1a/B and 412-2A/B and two onboard wireless avionics networks 402A/B are shown in connection with FIG. 4, the present disclosure is not so limited, and more or fewer pairs of onboard devices 412 may be included in terminal comparison zone 430 and more onboard wireless avionics networks 402 included in wireless avionics network zone 420, with each onboard device 412 communicating with each onboard wireless avionics network 402 through a respective radio frequency unit.

According to an exemplary embodiment, two or more intra-aircraft wireless avionics networks 402 have connectivity therebetween (e.g., the two sets of networks may communicate respective status information over a cross-talk bus), but under normal operating conditions, the intra-aircraft wireless avionics networks do not communicate with one another to maintain independence and isolation of data on the intra-aircraft wireless avionics networks. When the 5G core server of one or more of the built-in wireless avionics networks fails, the built-in wireless avionics network(s) can notify the other built-in wireless avionics networks through the connection to take over operation. .

According to an exemplary embodiment, one of the first and second pairs of onboard devices may be a Global Positioning System (GPS) and the other may be an onboard Flight Management System (FMS). For example, a first pair of onboard devices 412-1a/b may be a pair of GPS's, and a second pair of onboard devices 412-2a/b may be a pair of FMS's.

Through the mode, high-reliability transmission is achieved between the first pair of airborne equipment 412-1a/b and the second pair of airborne equipment 412-2a/b, and the transmission requirement of high-safety-level functions on the airplane can be met.

Fig. 5 illustrates a flow chart of a wireless avionics network communication method 500 in accordance with an exemplary aspect of the present disclosure. The wireless avionics network communication method 500 may be implemented at, for example, the on-board wireless avionics network system 100 described in connection with fig. 1, the wireless avionics network zone 320 described in connection with fig. 3, or the wireless avionics network zone 420 described in connection with fig. 4.

The wireless avionics network communication method 500 may include, at block 502, receiving, by a first in-flight wireless avionics network, transmissions from a first set of one or more on-board devices over a first frequency band via a first set of radio frequency units, and receiving, by a second in-flight wireless avionics network, a copy of the transmissions from the first set of one or more on-board devices over a second frequency band via a second set of radio frequency units.

The wireless avionics network communication method 500 may further include transmitting, at block 504, the first transmission by the first in-flight wireless avionics network to a second set of one or more on-board devices over a first frequency band via a first set of radio frequency units, and transmitting, by the second in-flight wireless avionics network to the second set of one or more on-board devices over a second frequency band via a second set of radio frequency units, the second transmission.

In some embodiments, the wireless avionics network communications method 500 may implement the transmission scheme described above in connection with fig. 3 and/or 4 that meets the transmission requirements of medium or high security level functionality onboard an aircraft.

Fig. 6 illustrates a flow chart of a wireless avionics network communication method 600 in accordance with an exemplary aspect of the present disclosure. Wireless avionics network communications method 600 may be implemented, for example, at combination on-board device and dedicated wireless transport 200 described in connection with fig. 2, terminal alignment area 330 described in connection with fig. 3, or terminal alignment area 430 described in connection with fig. 4. Each dedicated wireless transmission device according to the present disclosure may include an interface conversion and data verification module, an IP address configuration and resolution module, and at least two rf transceiver modules operating at a first frequency band associated with a first in-flight wireless avionics network and a second frequency band associated with a second in-flight wireless avionics network, respectively.

Wireless avionics network communication method 600 may include, at block 602, transmitting, by each of one or more airborne devices, information to a first in-flight wireless avionics network over a first frequency band via one of at least two radio frequency transceiver modules in a dedicated wireless transmission device associated with the airborne device.

The wireless avionics network communications method 600 may further include, at block 604, transmitting, by each of the one or more on-board devices, the information to a second on-board wireless avionics network over a second frequency band via another of the at least two radio frequency transceiver modules in the dedicated wireless transmission device associated with the on-board device.

Fig. 7 illustrates a flow chart of a wireless avionics network communication method 700 in accordance with an exemplary aspect of the present disclosure. Wireless avionics network communications method 700 may be implemented, for example, at combination on-board device and dedicated wireless transmission means 200 described in connection with fig. 2, terminal alignment area 330 described in connection with fig. 3, or terminal alignment area 430 described in connection with fig. 4. Each dedicated wireless transmission device according to the present disclosure may include an interface conversion and data verification module, an IP address configuration and resolution module, and at least two rf transceiver modules operating at a first frequency band associated with a first in-flight wireless avionics network and a second frequency band associated with a second in-flight wireless avionics network, respectively.

The wireless avionics network communications method 700 may include, at block 702, receiving, by each of one or more airborne devices, information from a first in-flight wireless avionics network over a first frequency band via one of at least two radio frequency transceiver modules in a dedicated wireless transmission device associated with the airborne device.

The wireless avionics network communications method 700 may further include, at block 704, receiving, by each of the one or more on-board devices, information from a second on-board wireless avionics network over a second frequency band via another of the at least two radio frequency transceiver modules in the dedicated wireless transmission device associated with the on-board device.

The wireless avionics network communication method 700 may further include cross-comparing the received information by an interface conversion and data verification module in the dedicated wireless transmission device associated with each of the one or more onboard devices at block 706. According to an exemplary embodiment, if the comparison is successful, the cross-compared information is transmitted to the on-board device. Otherwise, if the comparison fails, the information is not transmitted to the airborne equipment.

According to some exemplary embodiments, the one or more on-board devices includes at least two on-board devices, and the method 700 includes receiving, by one of the at least two on-board devices, first information from a first on-board wireless avionics network over a first frequency band via one of at least two radio frequency transceiver modules of a dedicated wireless transmission device associated therewith, and receiving a copy of the first information from a second on-board wireless avionics network over a second frequency band via another of at least two radio frequency transceiver modules of the dedicated wireless transmission device associated therewith.

In these exemplary embodiments, the method 700 further includes receiving, by another one of the at least two on-board devices, second information from the first in-flight radio-avionics network over a first frequency band via one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith, and receiving a copy of the second information from the second in-flight radio-avionics network over a second frequency band via another one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith.

In some embodiments, the wireless radio network communication method 600 may implement the transmission scheme described above in connection with fig. 3 and/or 4 that meets the transmission requirements of medium or high security level functionality on an aircraft.

According to further exemplary embodiments, the one or more on-board devices includes at least two on-board devices, and the method 700 includes receiving, by one of the at least two on-board devices, first information from the first on-board radio-avionics network over a first frequency band via one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith, and receiving, by another of the at least two on-board devices, a copy of the first information from the second on-board radio-avionics network over a second frequency band via one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith.

In these exemplary embodiments, the method 700 includes further comprising receiving, by the other one of the at least two on-board devices, second information from the first in-flight radio-avionics network over a first frequency band via another one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith, and receiving, by the one of the at least two on-board devices, a copy of the second information from the second in-flight radio-avionics network over a second frequency band via another one of the at least two radio frequency transceiver modules of the dedicated wireless transmission means associated therewith.

In some embodiments, the wireless avionics network communications method 700 may implement the transmission scheme described above in connection with fig. 3 and/or 4 that meets the transmission requirements of medium or high security level functionality onboard an aircraft.

What has been described above is merely exemplary embodiments of the present invention. The scope of the invention is not limited thereto. Any changes or substitutions that may be easily made by those skilled in the art within the technical scope of the present disclosure are intended to be included within the scope of the present disclosure.

The various illustrative logical blocks, modules, and circuits described in connection with the disclosure may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable Logic Device (PLD), discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any commercially available processor, controller, microcontroller or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

The steps of a method or algorithm described in connection with the disclosure may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may reside in any form of storage medium known in the art. Some examples of storage media that may be used include Random Access Memory (RAM), Read Only Memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, and so forth. A software module may comprise a single instruction, or many instructions, and may be distributed over several different code segments, among different programs, and across multiple storage media. A storage medium may be coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor.

The methods disclosed herein comprise one or more steps or actions for achieving the described method. The method steps and/or actions may be interchanged with one another without departing from the scope of the claims. In other words, unless a specific order of steps or actions is specified, the order and/or use of specific steps and/or actions may be modified without departing from the scope of the claims.

The processor may execute software stored on a machine-readable medium. A processor may be implemented with one or more general and/or special purpose processors. Examples include microprocessors, microcontrollers, DSP processors, and other circuitry capable of executing software. Software should be construed broadly to mean instructions, data, or any combination thereof, whether referred to as software, firmware, middleware, microcode, hardware description language, or otherwise. By way of example, a machine-readable medium may include RAM (random access memory), flash memory, ROM (read only memory), PROM (programmable read only memory), EPROM (erasable programmable read only memory), EEPROM (electrically erasable programmable read only memory), registers, a magnetic disk, an optical disk, a hard drive, or any other suitable storage medium, or any combination thereof. The machine-readable medium may be embodied in a computer program product. The computer program product may include packaging material.

In a hardware implementation, the machine-readable medium may be a part of the processing system that is separate from the processor. However, as those skilled in the art will readily appreciate, the machine-readable medium, or any portion thereof, may be external to the processing system. By way of example, a machine-readable medium may include a transmission line, a carrier wave modulated by data, and/or a computer product separate from the wireless node, all of which may be accessed by a processor through a bus interface. Alternatively or additionally, the machine-readable medium or any portion thereof may be integrated into a processor, such as a cache and/or a general register file, as may be the case.

The processing system may be configured as a general purpose processing system having one or more microprocessors that provide processor functionality, and an external memory that provides at least a portion of the machine readable medium, all linked together with other supporting circuitry through an external bus architecture. Alternatively, the processing system may be implemented with an ASIC (application specific integrated circuit) having a processor, a bus interface, a user interface (in the case of an access terminal), support circuitry, and at least a portion of a machine readable medium integrated in a single chip, or with one or more FPGAs (field programmable gate arrays), PLDs (programmable logic devices), controllers, state machines, gated logic, discrete hardware components, or any other suitable circuitry, or any combination of circuitry that is capable of performing the various functionalities described throughout this disclosure. Those skilled in the art will recognize how best to implement the functionality described with respect to the processing system, depending on the particular application and the overall design constraints imposed on the overall system.

The machine-readable medium may include several software modules. These software modules include instructions that, when executed by a device, such as a processor, cause the processing system to perform various functions. These software modules may include a transmitting module and a receiving module. Each software module may reside in a single storage device or be distributed across multiple storage devices. As an example, a software module may be loaded into RAM from a hard drive when a triggering event occurs. During execution of the software module, the processor may load some instructions into the cache to increase access speed. One or more cache lines may then be loaded into a general register file for execution by the processor. When referring to the functionality of a software module below, it will be understood that such functionality is implemented by the processor when executing instructions from the software module.

If implemented in software, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as Infrared (IR), radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk, and

disks, where a disk (disk) usually reproduces data magnetically, and a disk (disc) reproduces data optically with a laser. Thus, in some aspects, computer-readable media may comprise non-transitory computer-readable media (e.g., tangible media). Additionally, for other aspects, the computer-readable medium may comprise a transitory computer-readable medium (e.g., a signal). Combinations of the above should also be included within the scope of computer-readable media.

Accordingly, certain aspects may comprise a computer program product for performing the operations presented herein. For example, such a computer program product may include a computer-readable medium having instructions stored (and/or encoded) thereon, the instructions being executable by one or more processors to perform the operations described herein. In certain aspects, a computer program product may include packaging materials.

It is to be understood that the claims are not limited to the precise configuration and components illustrated above. Various changes, substitutions and alterations in the arrangement, operation and details of the method and apparatus described above may be made without departing from the scope of the claims.

Claims

1. An airborne wireless avionics network system, comprising:

at least a first in-flight wireless avionics network and a second in-flight wireless avionics network; and

at least first and second sets of radio frequency units associated with at least first and second intra-aircraft wireless avionic networks, respectively, wherein,

the first in-flight wireless avionic network receives transmissions from the first set of airborne devices over a first frequency band via the first set of radio frequency units and transmits the transmissions to the second set of airborne devices over the first frequency band via the first set of radio frequency units, and the second in-flight wireless avionic network receives copies of the transmissions from the first set of airborne devices over a second frequency band via the second set of radio frequency units and transmits the copies of the transmissions to the second set of airborne devices over the second frequency band via the second set of radio frequency units.

2. The on-board wireless avionics network system of claim 1, wherein receiving transmissions from the first set of on-board devices by the first set of radio frequency units over the first frequency band comprises receiving transmissions from the first on-board device; and is

The second on-board wireless avionics network receiving the transmitted copies from the first set of on-board devices over the second frequency band via the second set of radio frequency units includes receiving the transmitted copies from the second on-board devices.

3. The on-board wireless avionics network system of claim 2, wherein transmitting the transmission to the second set of on-board devices by the first set of radio frequency units over the first frequency band comprises transmitting the transmission to the second on-board devices; and is

The second onboard radio-navigation network transmitting the transmission copy to the second set of onboard devices over the second frequency band via the second set of radio frequency units comprises transmitting the transmission copy to the second onboard devices.

4. The on-board wireless avionics network system of claim 1, wherein receiving, by the first set of radio frequency units, the transmission from each on-board device of the first set of on-board devices over the first frequency band comprises receiving a first transmission from a first on-board device of the first pair of on-board devices and a second transmission from a second on-board device of the first pair of on-board devices; and is

The second on-board wireless avionics network receiving the transmitted copies from the first set of on-board devices over the second frequency band via the second set of radio frequency units includes receiving a first transmitted copy from a first on-board device of the first pair of on-board devices and a second transmitted copy from a second on-board device of the first pair of on-board devices.

5. The on-board wireless avionics network system of claim 4, wherein transmitting the transmission to the second set of onboard devices on the first frequency band by the first set of radio frequency units by the first on-board wireless avionics network comprises transmitting the first transmission to a first onboard device of the second set of onboard devices and transmitting the second transmission to a second onboard device of the second set of onboard devices; and is

The second on-board radio navigation network transmitting the transmission copy to the second set of on-board devices over the second frequency band via the second set of radio frequency units includes transmitting the first transmission copy to a first on-board device of the second set of on-board devices and transmitting the second transmission copy to a second on-board device of the second set of on-board devices.

6. The on-board wireless avionics network system of claim 4, wherein transmitting the transmission to the second set of onboard devices on the first frequency band by the first set of radio frequency units by the first on-board wireless avionics network comprises transmitting the first transmission to a first onboard device of the second set of onboard devices and transmitting the second transmission to a second onboard device of the second set of onboard devices; and is

The second on-board radio navigation network transmitting the transmission copy to the second set of on-board devices over the second frequency band via the second set of radio frequency units includes transmitting the second transmission copy to a first on-board device of the second set of on-board devices and transmitting the first transmission copy to a second on-board device of the second set of on-board devices.

7. A built-in wireless avionic network system according to claim 1, wherein the spectrum of the built-in network is divided evenly into said first frequency band and said second frequency band.

8. A dedicated wireless transmission device for an airborne device to communicate with an onboard wireless avionics network system, comprising:

an interface conversion and data verification module coupled to the bus interface;

the at least two radio frequency transceiving modules are respectively used for communicating with at least two built-in wireless navigation network; and

an IP address configuration and analysis module for managing the IP address and data forwarding relationship of the private wireless transmission apparatus, wherein

The interface conversion and data verification module is used for converting data received from the bus interface into data packets suitable for being transmitted by using a specific radio access technology and/or converting data packets received from an in-machine wireless avionics network through the radio frequency transceiver module into bus data corresponding to the bus interface, and the interface conversion and data verification module is used for converting data received from the bus interface into data packets suitable for being transmitted by using a specific radio access technology, and the interface conversion and data verification module is used for converting data packets received from an in-machine wireless avionics network through the radio frequency transceiver module into bus data corresponding to the bus interface

The at least two radio frequency transceiver modules are used for transmitting the data packets to the at least two built-in wireless avionic networks respectively by using a specific radio access technology and/or receiving the data packets transmitted by using the specific radio access technology from the at least two built-in wireless avionic networks respectively.

9. The dedicated wireless transmitter of claim 8 wherein an onboard device is coupled to said interface conversion and data verification module through said bus interface.

10. The dedicated wireless transmitting device of claim 8, wherein the at least two radio frequency transceiver modules for transmitting the data packets to the at least two intra-aircraft wireless avionics networks, respectively, using a particular radio access technology comprises:

one of the at least two radio frequency transceiver modules transmitting the data packet to a first one of the at least two in-flight wireless avionics networks over a first frequency band; and

another of the at least two radio frequency transceiver modules transmits a copy of the data packet to a second of the at least two on-board wireless avionics networks on a second frequency band different from the first frequency band.

11. The private wireless transmission apparatus of claim 8, wherein a spectrum of an intra-machine network is divided equally into the first frequency band and the second frequency band.

12. The dedicated wireless transmission device according to claim 8, wherein said at least two radio frequency transceiver modules are configured to receive data packets transmitted using said specific radio access technology from said at least two intra-aircraft wireless avionics networks, respectively, comprising:

one of the at least two radio frequency transceiver modules receiving the data packet from a first one of the at least two in-flight wireless avionics networks over a first frequency band; and

another of the at least two radio frequency transceiver modules receives a copy of the data packet from a second on-board radio avionics network of the at least two on-board radio avionics networks over a second frequency band different from the first frequency band.

13. The private wireless transport apparatus of claim 12, wherein the interface conversion and data verification module converts data packets received from an in-board wireless avionics network through the radio frequency transceiver module into bus data corresponding to the bus interface further comprises:

the interface conversion and data verification module performs protocol conversion and cross comparison on the data packet received from the first in-machine wireless avionics network and a copy of the data packet received from the second in-machine wireless avionics network, and if the cross comparison is successful, transmits the protocol-converted data packet to the bus interface.

14. The private wireless transport of claim 12, wherein the copy of the data packet received from the first on-board wireless avionics network and the data packet received from the second on-board wireless avionics network originate from another on-board device.

15. The private wireless transport of claim 12, wherein copies of the data packet received from the first on-board wireless avionics network and the data packet received from the second on-board wireless avionics network originate from two different on-board devices of another pair of on-board devices.