ES2368449T3 - UNINTERRUPTED TRANSFERS OF AIR TRAFFIC CONTROL DATA LINK (ATC). - Google Patents

Abstract

A system for transferring control over an aircraft (500), comprising: a receiving component configured to receive at least one designation message from a new air traffic control center (208, 210, 408, 412) from a control center of the original air traffic (202, 402) through an active connection, in which the active connection is based on a first ATC data link standard; an identifier component configured to determine a second ATC data link standard, which is different from the first ATC data link standard, of the new air traffic control center (204, 404) from at least the message of designation of the new air traffic control center (208, 210, 408, 412); a communication establishment component configured to cause the aircraft to communicate with the new air traffic control center (204, 404); a connection component configured to establish an inactive connection between the new air traffic control center (204, 404) and the aircraft (500) after a connection request, in which the inactive connection is based on the second standard of data link; a confirmation component configured to provide confirmation of an inactive connection to the new air traffic control center (204, 404); and a switching component configured to interrupt the active connection between the original air traffic control center (202, 402) and the aircraft (500) after a request from the original air traffic control center (202, 402).

Description

Uninterrupted transfers of air traffic control data link (ATC).

FIELD OF THE INVENTION

This invention relates to systems and procedures for air traffic control, and more specifically, to systems and procedures for communication using a plurality of different air traffic control data link standards.

BACKGROUND OF THE INVENTION

Air Traffic Control data links currently use two generally incompatible technologies, Air Navigation System of the Future (FANS), which is used in oceanic and remote airspace, and Aeronautical Telecommunications Network (ATN), which is used in continental Europe and potentially in other congested domestic environments. Typically, an aircraft system is equipped with FANS data link technology and an associated operator interface, or ATN data link technology and an associated operator interface.

Although desirable results have been achieved using prior art systems, there may be much room for improvement. For example, the current ability to simply implement a single data link technology in an aircraft means that air traffic control over the aircraft can only be transferred between air traffic control centers that use the same data link technology. Therefore, new systems and procedures that allow the use of a plurality of different ATC (air traffic control) data link technologies on a single aircraft, as well as new systems and procedures that facilitate the automated transfer of traffic control Aerial over an airplane between ATC centers that use different data link techniques would be highly desirable.

Bousquie, J-F, "Data link communications: operational and human factors considerations", digital avionics systems conference, 1999 proceedings, describes the considerations of operational and human factors to take into account the functions of CNSIATM systems.

WO03 / 021977A describes a system and method for transferring a satellite-based communications link with a mobile platform, such as an airplane, leaving a first coverage region and entering a second coverage region.

The S. Tamelet document, “Airbus FANS B project presentation”, Aeronautical Communications Panel (ACP) working Group N-4th Meeting, presents a project on the implementation of ICAO standards (ATN). Master development lines and system characteristics are described.

The Eurocontrol document, “EUROCONTROL standard Document for On-Line Data Interchange”, European air traffic management program, p. 128-133, describes requirements of "Logon Forward Message" (LOF) and "Next Authority Notified Message" (NAN).

SUMMARY OF THE INVENTION

The present invention relates to systems and methods for automatically transferring control from an air traffic control center (ATC) using an ATC data link standard to another ATC center using an ATC data link standard. different. The embodiments of systems and procedures according to the present invention can advantageously facilitate the implementation of multiple air traffic control data link technologies on a single aircraft, and may allow greater flexibility in the deployment of an aircraft in different geographical regions, in comparison With the prior art.

The invention is defined in the appended claims.

In one embodiment, a system for transferring control over an aircraft includes a receiving component configured to receive at least one new air traffic control center designation message from an original air traffic control center through an active connection. The active connection is based on a first data link standard. The system also includes an identifier component configured to determine a second data link standard of the new air traffic control center from the designation message of the new air traffic control center. The system also has a communication establishment component configured for the aircraft to establish communication with the new air traffic control center. In addition, the system is equipped with a connection component configured to establish an inactive connection between the new air traffic control center and the aircraft based on a second data link standard after a connection request, and also equipped with a confirmation component configured to provide confirmation of an inactive connection to the new traffic control center. Finally, the system has a switching component configured to interrupt the active connection between the original air traffic control center and the aircraft after a request from the original air traffic control center.

In a particular embodiment, the switching component is further configured to activate the inactive connection between the aircraft and the new air traffic control center once the active connection between the original air traffic control center and the aircraft is interrupted. In another embodiment, the first data link standard is the FANS standard and the second data link standard is the ATN standard. In a further embodiment, the first data link standard is the ATN standard and the second data link standard is the FANS standard.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention are described in detail below with reference to the following drawings.

Figure 1 is an isometric view of an airplane cabin equipped with a communication system according to an embodiment of the invention;

Figure 2 is a schematic representation of a transfer of control from a FANS center to an ATN center, according to an embodiment of the invention.

Fig. 3 is a schematic representation of an embodiment of a database system according to an embodiment of the invention;

Figure 4 is a schematic representation of a transfer of control from an ATN center to a FANS center, according to an embodiment of the invention; Y

Figure 5 is a side elevational view of an airplane according to another embodiment of the invention.

DETAILED DESCRIPTION

The present invention relates to systems and methods for automatically transferring control from an air traffic control center (ATC) using an ATC data link standard to another ATC center using an ATC data link standard. different. Many specific details of some embodiments of the invention are shown in the following description and in Figures 1-5 to provide a deep understanding of such embodiments. The present invention may have additional embodiments, or it may be practiced without one or more of the details described below.

Generally, the embodiments of systems and procedures according to the present invention provide systems and procedures for automatically transferring control between two ATC centers using different ATC data link standards. The systems and procedures advantageously allow automatic transfers of an airplane from an ATC center to the next ATC center without interaction with the flight crew. In addition, the system mechanisms and procedures depend on the uplinks of the ground installation to determine the type of connection to be established. As a result, if a particular control center has FANS data link capabilities as well as ATN, it can determine whether to connect as an ATN or FANS center to the aircraft. Therefore, the embodiments of the invention advantageously facilitate the implementation of multiple air traffic control data link technologies on a single aircraft, and may allow greater flexibility in the deployment of the aircraft in different geographical regions, as compared to the prior art

Figure 1 is an isometric view of the cockpit of an aircraft 100 operatively linked to a system to automatically transfer control between two ATC centers using different ATC data link standards, according to an embodiment of the invention. The cab is also equipped with a single ATC operator interface communications system. This system works in conjunction with the ATC data link transfer system of the present invention to allow communication through a plurality of data link standards. The unique communication system of the ATC operator is described in the request pending processing, "Single ATC Operator Interface," File No. BO1-0324US, which is incorporated herein by reference. In this embodiment, the aircraft cabin 100 is equipped with a plurality of keyboards and cursor pointers 102 for the selection and introduction of data link, a plurality of buttons (accept, reject, cancel, etc.) 104 on the anti-screen -reflective for each crew member, a plurality of automatic uplink screens 106, and at least one common user interface screen 108 for ATC data links and Communication for the Control of Aeronautical Operations (AOC).

Figure 2 is a schematic representation 200 of a control transfer from a FANS center (air traffic service unit transfer, also known as ATSU transfer) 202 to an ATN center (ATSU transfer) 204, according to an embodiment of the invention. As illustrated in Figure 2, FANS Controller-Pilot Data Link Communication (CPDLC) messages are represented by solid lines, for example, step 206. Traffic Services Facility Notification (AFN) messages Aerial (ATS) are represented by dotted lines, for example, stage 210. Context Management (CM) messages are represented by short dashed lines, for example, stage 212. Finally, ATN CPDLC messages are represented by long dashed lines, for example, stage

218.

The process begins at step 208, when the FANS 202 center sends a FANS CPDLC message "NEXT DATA AUTHORITY" (uplink message 160) to an airplane, where it is received by avionics 206. The next control center designated by this message (in this case the ATN 204 center) is treated by FANS and ATN CPDLC applications of the avionics of the 206 aircraft as a next data authority. It will be appreciated that, due to the limitations of the FANS Installation Designation parameter, the designation of an ATN center, such as the ATN 204 center, can only occur if the center has a 4-character ICAO identifier (while ATN allows 4- 8 characters) Therefore, step 208 is limited to transfers to ATN centers that have a 4 character ICAO identifier. Next, the FANS 202 center also sends an AFN Contact Advisory Message to the plane at step 210, and the airplane avionics 206 responds with an AFN response at step 212. Normally, the address in the AFN Contact Advisory Message Sent in step 210 is the 7-character address of the Communication, Address and Aircraft Notification System (ACARS) of the facility. For this purpose, the "ATN" 3 characters are added to the 4 character ICAO identifier, which indicates that the next center is an ATN center.

Meanwhile, the avionics of aircraft 206 then determine from at least one of the message of "NEXT DATA AUTHORITY" or the AFN Contact Advisory Message that the next air traffic control center is an ATN center, in this case, ATN 204. Next, the airplane avionics 206 sends a Communication Establishment Request for Context Management to the ATN center 204 in step 214, using the address of the ATN 204 center from an on-board database. In step 216, the ATN 204 responds to the plane with a Communication Establishment Response for Context Management. Upon receiving the Communication Establishment Response for Context Management, and knowing that it is responding to a communication establishment request issued as a result of an AFN Contact Consultative, the airplane avionics 206 sends the Complete AFN message to the FANS center at the step 218. The process continues next to step 220, at which time the ATN 204 center initiates a CPDLC Start Petition to the plane, after which the airplane avionics 206 responds with a Start Confirmation in step 222 At that time, the FANS application has an active CPDLC connection, and the ATN application has an inactive connection (next center). It will be appreciated that, at this time, the receipt of another message from " Next data authority " by airplane avionics 206 it will interrupt the inactive connection between the aircraft and the ATN 204 center, just as it does in a transfer from ATN center to ATN center, or a transfer from FANS center to FANS center.

However, if the transfer process continues from step 222, the FANS 2042 will send an End of Service message at step 224. This message interrupts the existing FANS connection (resulting in the Disconnection Request to the FANS 202). in step 226, and converts the inactive connection with the ATN center, established using steps 220 and 222, into an active connection. It will be appreciated that this embodiment encompasses a simple transfer. In other embodiments, a message that requires a WILCO response may be included as part of the transfer process, and the interruption of the existing FANS connection and the transfer of the connection to the next ATN center only occurs when the WILCO is sent. Once stages 222 and 224 are complete, the avionics of aircraft 206 sends a Current Data Authority message to the ATN center at step 228 indicating that it has an active connection, and the ATN center responds with a Logical Receipt (LACK) in step 230, in the same manner as during a transfer of control from ATN center to ATN center.

It will be appreciated that, in another embodiment of the transfer process from FANS center to ATN center, steps 208 and 210 can be reversed from the perspective of the aircraft. In this embodiment, the only requirement from the perspective of the aircraft is that step 208 must be completed before stage 216. In another embodiment, steps 210, 212, 214, 216 and 218 can be replaced by a Contact Management Process of Ground-to-ground contact, without involvement of the avionics of aircraft 206. In other words, if the FANS 202 center chooses to do this, the FANS 202 center can replace steps 210, 212, 214, 216 and 218 with a Contact process of Direct Context Management to indicate to the ATN 204 center that it can start the process of transfer of control and start step 220.

In yet another embodiment of the transfer process of control from FANS center to ATN center, the ATN 404 center can initiate a FANS Automatic Dependent Surveillance (ADS) connection to an aircraft at any time during the process. For example, the FANS ADS connection can be initiated to obtain the NEXT and NEXT + 1 waypoints. To achieve this, the ATN center needs the registration of the aircraft (from the archived flight plane) and the type of aircraft to determine which set of standard message identifiers (SMI) to use. SMIs differ depending on whether a particular aircraft model has the function of Air Traffic Services (ATS) hosted in the Communications Management Unit (CMU) or elsewhere, such as the Flight Management Computer (FMC). An ATN center can obtain this information (registration of the airplane and SMI) from a database that it retains, from the airplane model in the archived flight plan, or from the center that initiated the transfer of control. The proposed modifications to the set of Data Communication between Aeronautical Facilities (AIDC) messages would also provide this information. Finally, in a final embodiment of the control center transfer process, a connection request received by the FANS CPDLC application of the aircraft from a valid NEXT DATA AUTHORITY establishes an inactive connection with the next center, regardless of whether the FANS CPDLC application has an active connection with another center.

Figure 3 is a schematic representation of an embodiment of a database system 300 that can be used to determine whether a center is a FANS center or an ATN center. It can also be used to determine the address information of a particular ATN air traffic control center. As depicted in Figure 3, the database system 300 includes a database management component 304. An initial database 302 is loaded into the system and coupled to the database management component. 304. The data in database 302 can typically be stored in a non-volatile memory (NVM) 306. A component of ATS applications 308 uses the data stored in NVM 306 to obtain address information. A secondary change of the AFN protocols to allow the use of the 4-character ATC center identifier, instead of a 7-character ACARS address, is necessary for the implementation of database system 300. In addition, the system ground should also use appropriate default values for ATN addresses when the Context Management message specifies a FANS center.

In some embodiments, database 302 and NVM 306 may be updated by information contained in Context Management (CMA) contact messages received by database management component 304. Database 302 and NVM 306 can also be updated by blind contact messages, that is, a contact message received without the equipped aircraft having initiated a Context Management communication establishment with an Air Traffic Services Unit (ATSU). The reloading of database 302 or the data link application software would erase any updated information, and the airplane would start with the data in the loaded database 302.

Figure 4 is a schematic representation 400 of a transfer from an ATN center (ATSU transfer) 402 to a FANS center (ATSU transfer) 404, according to an embodiment of the invention. As illustrated in Figure 4, FANS CPDLC messages are represented by solid lines, for example, step 420. AFN messages are represented by dotted lines, for example, step 414. Context Management messages are represented by short dashed lines, for example, step 412. Finally, ATN CPDLC messages are represented by long dashed lines, for example, step 424.

The process begins in step 408, when the ATN 402 sends an ATN CPDLC message "NEXT DATA AUTHORITY". (uplink message 160) to an airplane, where it is received by the avionics of aircraft 406. The next control center designated by this message (in this case, the FANS 404 center) is treated by the FANS CPDLC applications and ATN of the avionics of the 406 aircraft as a next data authority. It will be appreciated that if the next control center has an ICAO identifier of more than 4 characters, the avionics of aircraft 406 will identify the next control center as an ATN center. This is because the FANS center identifiers are limited to 4 characters. In response to the message of step 408, the avionics of aircraft 406 respond with a Logical Acknowledgment (if not prohibited) in step 410.

Then, in step 412, the ATN 402 center sends a CM Contact Request message to the plane. The address on the uplink will be all zeros, and the installation identifier will contain the 7-character ACARS address of the next control center. Once the avionics of aircraft 406 determine (from the address of all zeros) that the identified center is a FANS center, in this case the FANS 404 center, the avionics of aircraft 406 sends an AFN Contact message to the FANS center 404 using the 7 character installation identifier in the message in step 414. In turn, the FANS 404 responds with an AFN Receipt in step 416. In addition, once the aircraft receives the AFN Receipt. , and with the knowledge that this is responding to an AFN Contact message sent as a result of a CM Contact Request message, the aircraft avionics 406 sends the Contact Response message to the ATN initiation center 402 at the stage

418

The process continues when the FANS ground center sends a CPDLC Connection Request (CR1) to the avionics of aircraft 406 in step 420. In response to the connection request, the aircraft responds with a Connection Confirmation (CCl), in the same way that you would acknowledge the receipt of any other FANS connection request, in step 422. At this time, the ATN application has an active CPDLC connection, and the FANS application has an inactive connection (next center). It will be appreciated that at this time, the reception of another NEXT DATA AUTHORITY message will interrupt the inactive connection.

However, if the transfer process continues from step 422, the ATN center 402 sends a CPDLC Request for Completion message at step 424. This interrupts the existing ATN connection (resulting in the Confirmed End message to the ATN center. in step 426), and converts the inactive connection with the FANS center, established in step 420, into an active one. Once step 424 is complete, the aircraft reacts simply as in a transfer from a FANS center to the next FANS center. Both the avionics of the 406 aircraft and the FANS 404 center can now initiate CPDLC messages, as shown in step 428. It will also be appreciated that the usual procedure in the FANS airspace is to send a position report when crossing an FIR limit , to indicate that communication with the new center has been established.

In another embodiment of the invention, steps 408 and 412 can be reversed from the perspective of the aircraft. The only requirement from the perspective of the aircraft is that Stage 408 must be completed before Stage 420. In another embodiment, steps 412, 414, 416 and 418 may be replaced by an advisory transaction of AFN ground-to-ground contact, without involvement of the avionics of airplane 406. In other words, if the ATN 402 center chooses to do this, the ATN 402 center can replace steps 412, 414, 416 and 418 with a direct AFN contact advisory transaction to indicate to the FANS 404 center that it can begin the transfer of control process and start the stage

420.

It will be appreciated that when an airplane is transferred from one control center to another, the uplinks and open downlinks, that is, those that have a response allowed by the definition standards, (i.e., ROGER, WILCO / UNABLE, or AFFIRMATIVE / NEGATIVE) are automatically aborted. As a result, there are no problems for a transfer of control from FANS-1 / A to ATN, or vice versa, with respect to these links. However, there are other situations in which an uplink request can result in a report that is transmitted. If this has not occurred before the transfer of control, existing systems (i.e., FANS to FANS or ATN to ATN) will transmit the report (if sent manually by the crew or automatically when programmed) to the new center. However, with respect to a transfer of control FANS-1 / A to ATN, or vice versa, different data link standards can potentially result in an automatically transmitted report that is not defined for a set of messages from a new center. or a report that is subtly different. Therefore, for a transfer from FANS-1 / A to ATN, or vice versa, “open” reports must be aborted. Finally, in a final embodiment of the transfer process of the control center, a connection request received by the ATN CPDLC application of the aircraft from a valid NEXT DATA AUTHORITY establishes an inactive connection with the next center, regardless of whether the application ATD CPDLC has an active connection with another center.

The embodiments of the present invention can be used in very diverse airplanes. For example, Figure 5 is a side elevation view of an aircraft 500 according to an embodiment of the present invention. In general, except for one

or more systems according to the present invention, the various components and subsystems of the aircraft 500 may be of known construction and, for the sake of brevity, will not be described in detail herein. As shown in Figure 5, the aircraft 500 includes one or more propulsion units 504 coupled to a fuselage 502, a cabin 512 in the fuselage 502, wing assemblies 506 (or other bearing surfaces), a tail assembly 508 , a landing assembly 510, a control system (not visible), and a host (host) of other systems and subsystems that allow proper handling of the aircraft 500. At least one ATC 514 data link transfer system formed according to the present invention is located within the fuselage 502. However, an additional ATC 514 data link transfer system and components thereof may be distributed throughout all the various parts of the aircraft 500.

Although the aircraft 500 shown in Figure 5 is representative, in general terms, of a commercial passenger aircraft, including, for example, the 737, 747, 757, 767, 777 and 787 models available in the Boeing Company market of Chicago, Illinois, the apparatus and methods of the invention described herein can also be used in the assembly of virtually any other type of aircraft. More specifically, the teachings of the present invention can be applied to the manufacture and assembly of another passenger aircraft, cargo plane, gyroplane, and any other type of aircraft, including those described, for example, in The Illustrated Encyclopedia of Military Aircraft by Enzo Angelucci, published by Book Sales Publishers, September 2001, and in Jane's All the World's Aircraft published by Jane's Information Group of Coulsdon, Surrey, United Kingdom, texts that are incorporated into this document as a reference. It can also be appreciated that alternative embodiments of systems and procedures according to the present invention can be used in other manned aerial vehicles.

The embodiments of systems and procedures according to the present invention can provide significant advantages over the prior art. For example, since the data link transfer system allows automatic transfers of an airplane from an ATC center to the next ATC center without interaction with the flight crew, it facilitates the implementation of multiple control data link technologies. Air traffic in a single plane. More significantly, the data link transfer system advantageously allows greater flexibility in the deployment of airspace aircraft in different geographical regions.

Although embodiments of the invention have been illustrated and described above, many changes can be made without departing from the scope of the invention. Therefore, the scope of the invention is not limited by the description of these embodiments. Instead, the invention must be determined entirely in reference to the following claims.

Claims (15)

1. A system for transferring control over an airplane (500), comprising: a receiving component configured to receive at least one designation message of a new air traffic control center (208, 210, 408, 412) from an original air traffic control center (202, 402) through an active connection, in which the active connection is based on a first ATC data link standard; an identifier component configured to determine a second ATC data link standard, which is different from the first ATC data link standard, of the new air traffic control center (204, 404) from at least the message of designation of the new air traffic control center (208, 210, 408, 412); a communication establishment component configured to cause the aircraft to communicate with the new air traffic control center (204, 404); a connection component configured to establish an inactive connection between the new air traffic control center (204, 404) and the aircraft (500) after a connection request, in which the inactive connection is based on the second standard of data link; a confirmation component configured to provide confirmation of an inactive connection to the new air traffic control center (204, 404); Y a switching component configured to interrupt the active connection between the original air traffic control center (202, 402) and the aircraft (500) after a request from the original air traffic control center (202, 402).

2.

The system of claim 1, wherein the receiving component is further configured to receive an AFN Contact Advisory Message (210) and a CM Contact Request message (412), and wherein the identifying component is further configured to determine a second data link standard from one of the AFN Contact Advisory Message (210) and the CM Contact Request Message (412).

3.

The system of claim 1 or 2, wherein the communication establishment component is further configured to cause the aircraft (500) to communicate with the new air traffic control center (204, 404) using one of a process CM contact and an AFN contact consultative process.

Four.

The system of claim 1, 2 or 3, wherein the first data link standard is one of a FANS standard and an ATN standard, and wherein the second data link standard is one of a FANS standard and an ATN standard.

5.

The system of any of claims 1-4, wherein the second data link standard is the ATN standard, and wherein the switching component is further configured to send a message confirming an active ATN connection from the aircraft to the new one. air traffic control center (204, 404) after activation of the inactive connection between the aircraft and the new air traffic control center (204, 404).

6.

The system of any of claims 1-5, wherein the communication establishment component is further configured to determine an address for the new air traffic control center (204,404) from a database (300) if the second Data link standard is an ATN standard.

7.

A method for transferring air traffic control over an airplane (500), using a system according to any of claims 1-6, comprising:

receive a new air traffic control center designation from an original air traffic control center (202, 402) through an active connection, in which the active connection is based on a first ATC data link standard ; initiate the transfer of control through at least one of an airplane communication establishment with a new air traffic control center (204, 404) and a contact between the original air traffic control center (202, 402) and new centers air traffic control (204, 404); establish an inactive connection between the new air traffic control center (204, 404) and the airplane (500) based on a second ATC data link standard different from the first ATC data link standard; confirm the establishment of an inactive connection from the airplane (500) with the new air traffic control center (204, 404); and interrupt the active connection between the original air traffic control center (202, 402) and the plane (500).

8.

The method of claim 7, wherein the interruption of an active traffic control connection between the original air traffic control center (202, 402) and the aircraft activates the inactive connection between the aircraft and the new control center of air traffic (204, 404).

9.

The method of claim 7 or 8, wherein the initiation of the transfer of control by means of a communication establishment of an aircraft includes using one of a CM contact process (412) to induce the aircraft (500) to perform an establishment AFN communication with the new control center (204, 404), and use an AFN contact consultative process (210) to induce the aircraft to establish a CM communication establishment with the new air traffic control center (204, 404 ).

10.

The method of any of claims 7, 8 or 9, wherein initiating the transfer of control by a contact between the original control center (202, 402) and new air traffic control centers (204, 404) includes one to complete an advisory AFN contact transaction between the original air traffic control center (202, 402) and the new air traffic control center (204, 404), and complete a CM contact transaction between the air control center original air traffic (202, 402) and the new air traffic control center (204, 404).

eleven.

The method of any of claims 7-10, wherein the second data link standard is a FANS standard when the first data link standard is an ATN standard, and wherein the second data link standard is an ATN standard when the first data link standard is a FANS standard.

12.

The method of any of claims 8-11, wherein the second data link standard is the ATN standard, and wherein activating the inactive connection between the aircraft (500) and the new air traffic control center ( 204, 404) includes sending a message confirming an active ATN connection from the airplane (500) to the new air traffic control center (204, 404).

13.

The method of any of claims 8-12, wherein making the aircraft (500) establish communication with the new air traffic control center (204, 404) includes determining an address for the new air traffic control center (204, 404) from a database (300) if the second data link standard is an ATN standard.

14.

The system of any of claims 1-6, wherein the method of any of claims 7-13 is used.

fifteen.

An aircraft (500), comprising a system according to any one of claims 1-6 or 14.