JP2012512492A - System and method for real-time data analysis - Google Patents

Abstract

  A data monitoring and analysis system for real-time monitoring of a vehicle information system mounted on a vehicle fleet and a method of manufacturing and using the same. The data monitoring / analysis system includes a road script system that establishes a communication connection with each vehicle information system. The road script system continuously receives performance data accumulated by the vehicle information system, authenticates and analyzes the performance data, and provides the resulting performance data to the database system for further analysis. By using a database system, fleet operators can report on consolidated performance data, categorize performance data based on one or more variables, or perform performance data to understand the root cause of system performance. You can drill down to a subset of Most of the performance data accumulated by the fleet can be displayed in a useful manner with rapid human intervention as needed.

Description

  The disclosed embodiments are generally related to data analysis systems, and not particularly in a limiting sense, but particularly to real-time performance data monitoring and analysis systems suitable for use with vehicle information systems mounted on passenger cars.

  Vehicles such as cars and airplanes often provide entertainment systems to satisfy passengers' desire for entertainment while traveling.

  Conventional vehicle information systems (or passenger entertainment systems) include an in-flight overhead viewing system and a seat-back viewing system, each having a control device for selecting viewing content. Content for viewing generally includes entertainment content such as audio and video materials, and can be obtained from various content sources. For example, recording / recording appreciation content such as movies and music can be provided from an internal content source installed in a vehicle such as an audio / video system. Similarly, an external content source can communicate viewing content, including satellite television programming and satellite radio programming, to a vehicle via a wireless communication system such as a cellular or satellite system.

  While vehicle information systems assist in editing system performance data on the move, currently available data analysis systems do not assist in monitoring and analyzing system performance in real time. Instead, system performance data accumulated during movement must be downloaded and analyzed from the vehicle information system only after the movement is completed. In other words, at present, inspections on the vehicle information system, and if necessary repairs, can only be started after the passenger has arrived at the destination. As a result, if an appropriate replacement member is not readily available, the vehicle information system cannot be used for an indeterminate period, and subsequent movement may be delayed.

  In view of the foregoing, there is a need for a system and apparatus for monitoring and analyzing vehicle performance information system performance data that is improved to overcome the aforementioned obstacles and drawbacks associated with currently available data analysis systems. .

  This application claims priority based on US Provisional Patent Application No. 61/122661, filed Dec. 15, 2008. The priority based on the provisional patent application is explicitly claimed, and the disclosure of the provisional patent application is hereby incorporated by reference in its entirety for all purposes.

  No description in the original text.

Exemplary top-level block diagram illustrating an embodiment of a performance data monitoring and analysis system suitable for use with a vehicle information system mounted on a vehicle Exemplary top-level block diagram illustrating an embodiment of the performance data monitoring and analysis system of FIG. 1 that can communicate with a selected vehicle information system at a predetermined geographic location. Exemplary top-level block diagram illustrating another embodiment of the performance data monitoring and analysis system of FIG. 2A comprising a file upload system for receiving manually offloaded download data from a selected vehicle information system. Exemplary top-level block diagram illustrating another embodiment of the performance data monitoring and analysis system of FIG. 1 that can communicate with a selected moving vehicle information system. Exemplary top level block diagram illustrating an embodiment of the vehicle information system of FIG. Exemplary top level block diagram illustrating another embodiment of the vehicle information system of FIG. 1 mounted on an airplane. Exemplary detail drawing illustrating a preferred embodiment of a distribution system for the vehicle information system of FIGS. 3A-B Exemplary top-level block diagram illustrating the vehicle compartment embodiment of FIG. 1 with the vehicle information system of FIGS. 3A-B installed. Exemplary top block diagram illustrating another embodiment of the cabin of FIG. 5A where the vehicle information system assists in communication with a personal media device. Exemplary detail drawing illustrating an embodiment of the performance data monitoring and analysis system of FIG. 1 with a user interface system for displaying download data including BITE sheet performance data Exemplary detail drawing illustrating another embodiment of the performance data monitoring and analysis system of FIG. 6A in which the user interface system may display BITE sheet usage data. Exemplary detail illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 6A where the user interface system may display the downloaded data in a tabular format. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 6A where the user interface system may display a BITE coverage calendar. Exemplary detail illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 6A in which the user interface system may display flight event analysis. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 6A in which the user interface system may display a flight overlay graphic. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 6A with an internal tool for performing a global search by LRU or MMN. Exemplary detail drawing illustrating another embodiment of the performance data monitoring and analysis system of FIGS. 6A-G where the user interface system may display detailed information based on the downloaded data. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A, where the user interface system may display a scatter plot for displaying airplane performance. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A, where the user interface system may display a flight table to provide the number of events in a predetermined interval. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A, in which the user interface system may display a placement summary at a predetermined interval. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A where the user interface system may display a single flight table. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A where the user interface system may display an analysis of selected system components categorized by resolution repair code. FIG. 7F is an exemplary detail drawing illustrating another embodiment of the user interface system of FIG. 7F, where analysis of selected system components is displayed as a time series of repair end dates Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 7A where the user interface system may display a repair shop history of the selected system component. Exemplary detail drawing illustrating another embodiment of the performance data monitoring and analysis system of FIGS. 7A-H, where the user interface system may graphically display the number of restart commands per fleet over time. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIGS. 7A-H, where the user interface system may graphically display fleet per-fleet BITE system performance over time. FIG. 9B illustrates another embodiment of the performance data monitoring and analysis system of FIG. 9A in which the user interface system may display BITE system performance over a selected combination of aircraft type and vehicle information system in graphical form over time. Detailed illustration Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 1 in which the user interface system may display a system report representative of BITE system performance by fleet over time in graphical form. Example illustrating another embodiment of the performance data monitoring and analysis system of FIG. 10A in which the user interface system may display a system report representing the BITE system performance in a selected combination of aircraft type and vehicle information system over a predetermined period of time. Detailed illustration An example illustrating another embodiment of the performance data monitoring and analysis system of FIG. 10B in which the user interface system may display a system report representing the BITE system performance for a selected combination of aircraft type and vehicle information system over a predetermined period of time. Detailed illustration Exemplary detail illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 10A where the user interface system may display a system report representing the number of restarts after takeoff. FIG. 10D illustrates another embodiment of the performance data monitoring and analysis system of FIG. 10D in which the user interface system may display a system report that represents the number of restarts after takeoff based on filtered data accumulated over a period of time. Detail view Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 1 in which the user interface system provides a reliability calculation system for further system reporting. FIG. 11A is an exemplary detail drawing illustrating another embodiment of a selected system report provided by the reliability calculation system of FIG. 11A. FIG. 11A is an exemplary detail drawing illustrating another embodiment of a selected system report provided by the reliability calculation system of FIG. 11A. FIG. 11A is an exemplary detail drawing illustrating another embodiment of a selected system report provided by the reliability calculation system of FIG. 11A. FIG. 11A is an exemplary detail drawing illustrating another embodiment of a selected system report provided by the reliability calculation system of FIG. 11A. Exemplary detail drawing illustrating yet another embodiment of the performance data monitoring and analysis system of FIG. 1 that provides an electronic diary for recording, repairing and tracking in-room faults and other conditions. Exemplary detail drawing illustrating an embodiment of the electronic diary of FIG. 12A that may display a new fault entry screen Exemplary detail drawing illustrating another embodiment of the electronic diary of FIG. 12A that can simultaneously display fault data and BITE fault data. Exemplary detail drawing illustrating yet another embodiment of the electronic diary of FIG. 12A that may display a maintenance action description entry screen. Exemplary detail drawing illustrating yet another embodiment of the electronic diary of FIG. 12A that may display replacement part information for associating repair data with inventory data Exemplary detail illustrating an embodiment of a maintenance process initiated via the performance data monitoring and analysis system of FIG. 1 due to a failure that occurs during movement Exemplary detail drawing illustrating another embodiment of the maintenance process of FIG. 13A, including a ground process for resolving faults

  The drawings are not drawn to scale, and for the purposes of illustration throughout the figures, components that are similar in structure and function are usually given the same reference numerals. Also, the drawings are merely for the purpose of simplifying the description of the preferred embodiments of the present invention. The drawings do not illustrate every aspect of the present invention and do not limit the scope of the invention.

  Traditional data analysis systems download and analyze performance data stored in the vehicle information system only after the move is complete, so all of the vehicle information system testing, the start of necessary repairs, and the subsequent departure of the move are all It was late. A performance data monitoring and analysis system that solves these obstacles and drawbacks can prove valuable. Furthermore, such a system can provide a basis for the use of a wide range of systems, such as passenger entertainment systems that are used on the move, for example, on automobiles, airplanes, and other types of vehicles. . This result can be achieved by one embodiment described herein. That is, a data monitoring / analysis system 1000 that communicates with one or more vehicle information systems 300 mounted on each of the vehicles 390 shown in FIG. 1 is used.

  Referring to FIG. 1, the data monitoring and analysis system 1000 may also include a comprehensive data analysis reliability tracking system that provides an internet-based online maintenance tool (OMT) for receiving download data 1510 from the vehicle information system 300. good. The comprehensive data analysis reliability tracking system can perform at least one performance report based on the received download data 1510, track the reliability of the vehicle information system 300, and track performance issues during operation. Download data 1510 may include passenger usage information, general performance information for vehicle information system 300, or performance information for one or more system components selected from vehicle information system 300. In this manner, the data monitoring / analysis system 1000 can track the performance report and the reliability of the vehicle information system 300 in whole or in part. In other words, the data monitoring / analysis system 1000 can track the performance report and the reliability of the vehicle information system 300 in whole or in system components selected from the vehicle information system 300.

  A data monitoring / analysis system 1000 shown in FIG. 1 includes a database system 1100 and a load script system 1200. The load script system 1200 may be provided via one or more hardware or software components, and in one embodiment comprises an application executed by the processing system. The road script system 1200 can establish at least one communication channel (or data pipe) 1500 that communicates with each vehicle information system 300 and further receives download data 1510 stored in the vehicle information system 300. A communication channel 1500 can also be utilized. The download data 1510 can be provided to the road script system 1200 in any conventional data format, preferably the same data format as the download data 1510 stored in the vehicle information system 300 or a pre-selected that is compatible. It is to provide by the data format.

  The load script system 1200 can authenticate the download data 1510 from each communication channel 1500. The authenticated download data 1510 is parsed and sent to the database system 1100 for further analysis. The database system 1100 can store the download data 1510 in any conventional manner, and in a preferred embodiment can support one or more other applications in addition to the data monitoring and analysis system 1000. Database system 1100 preferably comprises a conventional database system, such as an application executed by a processing system, and can be provided via one or more hardware or software components, as desired. In some cases, the load script system 1200 may be at least partially integrated. The processing system may be provided as one or more server systems based on a computer. In some embodiments, for example, the database system 1100 may comprise an aircraft ground information system (AGIS) code database system.

  The road script system 1200 preferably receives, recognizes, and analyzes the download data 1510 automatically, for example, when a communication channel 1500 with a pre-selected vehicle information system 300 is established. If desired, the data monitoring and analysis system 1000 may include an interactive user interface system 1400 (shown in FIGS. 6A-G). The user interface system 1400 can display at least one system status message (or failure message) for the data monitoring and analysis system 1000, for example, and respond to the system status message to the operator as needed. Can also give you the opportunity to do. Illustrative system status messages include a message indicating that the selected download data 1510 has been identified as invalid, and a message indicating that the download data 1510 has not been successfully received (or accumulated) by the database system 1100. It may be.

  In one embodiment, despite being identified as invalid, invalid download data 1510 is provided to the database system 1100 for storage. The database system 1100 can identify invalid download data 1510 as invalid. Subsequently, invalid download data 1510 is retrieved from the database system 1100 and manually modified to become valid download data 1510. The modified download data 1510 is sent to the database system 1100 for storage. The database system 1100 can identify that the modified download data 1510 has valid data. Optionally, invalid download data 1510 may be deleted from database system 1100 when valid download data 1510 is provided. If desired, the invalid download data 1510 may be further analyzed to improve the method of transferring the download data 1510 from the vehicle information system 300 to the data monitoring and analysis system 1000.

  The data monitoring / analysis system 1000 and the vehicle information system 300 communicate by any conventional method that allows the data monitoring / analysis system 1000 to receive the download data 1510 in near real time regardless of the geographic location or movement status of each vehicle information system 300. can do. For example, in FIGS. 2A-B, vehicle information system 300 is shown mounted on a vehicle located at a predetermined geographic location. The predetermined geographic location includes any geographic location suitable for accommodating the selected vehicle 390. If the selected vehicle 390 includes an automobile 390A (as shown in FIG. 3A), the predetermined geographic location may include an automobile parking facility such as a parking lot or a multi-level parking lot. Similarly, if the selected vehicle 390 comprises a mass transit vehicle 390, such as an airplane 390B (FIG. 3B), a bus, a train, a cruise ship, etc., the predetermined geographical location may be a passenger transportation terminal. Good. The predetermined geographic location generally includes, but is not limited to, the moving origin, destination, and transit point (or other location) of the selected vehicle 390.

  The selected vehicle 390 is located at a predetermined geographic location, but the associated vehicle information system 300 can communicate with the data monitoring and analysis system 1000 in real time by any conventional method including wired or wireless communication. Is preferred. As shown in FIG. 2A, the vehicle information system 300 can wirelessly communicate with the data monitoring / analysis system 1000 via an intermediate communication system (or pipe handler system) 370. The communication system 370 may comprise any conventional type of wireless communication system such as, but not limited to, a wideband satellite communication system 370A, a cellular communication system 370B, an aircraft ground information system (AGIS) communication system. In a preferred embodiment, the data monitoring / analysis system 1000 and the vehicle information system 300 can communicate by ARINC (ARINC Communications Addressing & Reporting System) provided by ARINC.

  Preferably, the road script system 1200 can establish a communication channel 1500 for communicating with the vehicle information system 300 automatically, as the selected vehicle 390 approaches (or arrives) at a predetermined geographic location, so that Download data 1510 can be received by the method described above in connection with FIG. Similarly, when the communication channel 1500 is established, the movement of the download data 1510 can be started manually or automatically. If desired, the road script system 1200 maintains the communication channel 1500 when the selected vehicle 390 is located at a predetermined geographic location, and the selected vehicle 390 departs from the predetermined geographic location. Sometimes the communication channel 1500 can be terminated. The road script system 1200 may terminate the communication channel 1500 even when the selected vehicle 390 is located at a predetermined geographic location. For example, the communication channel 1500 may be terminated when the movement of the download data 1510 is completed. The received download data 1510 can be processed by the load script system 1200 and provided to the database system 1100 by the method described above.

  If wired communication is desired, a communication cable assembly (not shown) may be placed between the data monitoring / analysis system 1000 and the vehicle information system 300. The communication cable assembly can be provided in any conventional manner, and the road script system 1200 can automatically establish a communication channel 1500 for communicating with the vehicle information system 300 when coupled to the vehicle information system 300. it can. Similarly, when the communication channel 1500 is established, the movement of the download data 1510 can be started manually or automatically. In this way, the load script system 1200 can receive the download data 1510 via the communication cable assembly in the manner described above, and it is preferably done in real time. The received download data 1510 can be processed by the load script system 1200 and provided to the database system 1100 by the method described above.

  Download data 1510 can also be downloaded manually from the vehicle information system 300. In other words, the vehicle information system 300 can store the download data 1510 on a removable medium (not shown). Removable media include, but are not limited to, conventional hard disks, floppy disks, optical disks, CDs, and flash media. The removable media can be removed from the vehicle information system 300 by the technician after the move is complete and can be physically (manually) transported to the data monitoring and analysis system 1000. Thus, the communication channel 1500 may include physical (manual) transport of removable media. The technician preferably installs another removable media so that the vehicle information system 300 can store additional download data 1510 during the next move.

  As shown in FIG. 2B, the data monitoring / analysis system 1000 includes a file upload system 1300 for facilitating reception of download data 1510 via physical transport of removable media. The illustrated file upload system 1300 is disposed between the road script system 1200 and the vehicle information system 300, and a system operator (not shown) moves manually offloaded download data 1510 to the database system 1100. Make it possible. The file upload system 1300 can receive the download data 1510 from the removable medium when connected to the removable medium and provide it to the load script system 1200. In this manner, the load script system 1200 can receive the download data 1510 by the method described above in connection with FIG. The file upload system 1300 can provide the selected part or the whole of the download data 1510 to the load script system 1200. The received download data 1510 can be processed by the load script system 1200 and provided to the database system 1100 by the method described above.

  In one embodiment for the data monitoring and analysis system 1000, the file upload system 1300 is similarly a mutual user interface system 1400 (FIGS. 6A-G) for assisting the system operator in moving download data 1510 from removable media. Can be provided. For example, the user interface system 1400 allows a system operator to select one or more download data 1510 files to move from removable media. If desired, the user interface system 1400 can display an appropriate message to the system operator when an error occurs during the movement / storage of the download data 1510 in the data monitoring / analysis system 1000. In other words, the file upload system 1300 provides the system operator with error feedback regarding the download data 1510, and the error regarding the database population in the database system 1100 that has passed the file upload system 1300 from the load script system 1200. It is also possible to provide feedback and assist with ATP (Acceptance Test Procedure) and other systems. In this way, the system operator can easily try to correct the error.

  The data monitoring and analysis system 1000 shown in FIG. 2C is designed to assist in communication with a selected vehicle information system 300. The road script system 1200 can communicate with the selected vehicle information system 300 by conventional methods, including direct methods and indirect methods via an intermediate communication system 370 (FIG. 2C). For purposes of illustration, satellite communication system 370A is shown, but communication system 370 can be provided by the method described above in connection with communication system 370 (FIG. 2A) and has been selected as road script system 1200. Conventional wireless communication with the vehicle information system 300 can be assisted. Thus, the road script system 1200 can establish a communication channel 1500 for communicating with the vehicle information system 300 and receive the download data 1510 in the manner described above in connection with FIG. The received download data 1510 can be processed by the load script system 1200 and provided to the database system 1100 by the method described above.

  The communication system 370 can maintain the communication channel 1500 together with the vehicle information system 300 continuously while the road script system 1200 is moving so that the download data 1510 can be provided to the data monitoring / analysis system 1000 in real time. It is preferable. However, if desired, the communication channel 1500 may be established intermittently according to predetermined criteria. For example, the road script system 1200 periodically establishes the communication channel 1500 at a predetermined interval, and the vehicle information system 300 detects that a predetermined condition such as a malfunction of a system component of the vehicle information system 300 occurs in the vehicle 390. It is also possible to activate the communication channel 1500. In this way, the vehicle information system 300 can provide the download data 1510 to the road script system 1200 during movement.

  As described above, the data monitoring / analysis system 1000 is a solution for enabling the owner or operator of the vehicle 390 to monitor the performance value of the vehicle information system 300 in real time at any time including before and after the movement and during the movement. Can provide a solution. For example, the vehicle 390 may be configured by a group of vehicles 390 (hereinafter, fleet). Vehicle 390 fleets include fleets of cars 390A driven by taxi companies and car rental companies (Fig. 3A), fleets of buses driven by bus companies, fleets of planes 390B driven by airlines (Fig. 3B), and shipping companies. Passenger ships to drive may be included, but are not limited to these. Since the data monitoring / analysis system 1000 can receive the download data 1510 accumulated by the vehicle information system 300, the road script system 1200 authenticates and analyzes the received download data 1510 in real time, and uses the resulting download data 1510 as a result. The standardized database system 1100 can be provided. Thus, most of the download data 1510 can be displayed by a useful technique such as a high content resolution graph displayed on one or more display systems as needed.

  Speaking of the fleet of airplanes 390B that are operated by the airline, each fleet is represented by a selected aircraft type, a seat shape in the selected aircraft type, a selected vehicle information system type, or selected vehicle information. It can be defined as a function such as the software version in the system type. Note that the airline can operate one or more fleets for airplane 390B. As described above, the online maintenance tool of the data monitoring / analysis system 1000 may be designed to be compatible with maintenance managers and maintenance engineers, and download data from the vehicle information system 300 mounted on the airplane 390B. You may design so that 1510 can be inspected. The inspected download data 1510 is preferably not limited to being used as BITE (byte in test equipment) data. In addition, according to BITE, the inclination resulting from a sudden turn can be almost eliminated. For example, in one embodiment, the airline, airplane 390B, and all of its fleet can be compared using at least one standardized metric.

  Not only is a constrained performance analysis where a specific contact period can affect the analysis of download data 1510, but online maintenance tools can also utilize BITE data to make one or more comparisons. good. For example, the online maintenance tool can compare airplanes 390B on a single fleet selected from an airline, compare airplane fleets on selected airlines, and compare airplane fleets on two or more airlines. It can be carried out. The online maintenance tool will also compare the performance of at least one row line switching unit (LRU) selected from the selected airlines, and perform a global comparison of the performance of the selected LRU. Can do. It is also possible to compare BITE messages from selected LRUs and MMNs. The online maintenance tool can also be targeted for BITE by the tail number of airplane 390B.

  Therefore, by using the data monitoring / analysis system 1000, the cost of ownership for operating the fleet of the vehicle 390 can be reduced as a result. The data monitoring / analysis system 1000 can, for example, assist the vehicle operator in preventing problems, quickly identify and correct problems, and effectively use technical resources. Similarly, the data monitoring / analysis system 1000 can promote the use of the download data 1510 to positively identify subtle performance trends prior to the impact on customers, The reliability of the entire system and the reliability of system components can be improved. For example, the accuracy of the BITE data can be improved by improving the quality of the BITE data, checking the message count, classifying the appropriate defect for each maintenance message, and improving the LRU level BITE design. On the other hand, reliability is improved by monitoring system performance live and responding to that trend. Therefore, the data monitoring / analysis system 1000 may include a tool that allows airline operators and other vehicle operators to transparently measure the performance of the vehicle information system 300 in multiple categories.

  The data monitoring and analysis system 1000 can answer various types of questions regarding the operation of the vehicle information system to a wide range of customers. For example, the data monitoring / analysis system 1000 includes seat usage in the fleet, the rate of seat decline in the fleet, the normality of the vehicle information system in one fleet of vehicles 390, performance comparison between different vehicle platforms, and fleet performance. Reports can be provided on the correlation of passenger satisfaction. These reports can be provided to maintenance workers to identify and correct problems that have occurred in the selected vehicle information system 300, while the administrator can also use the reports to analyze system performance trends. Can be used. Responsible personnel can review the report to understand the status of the fleet, and the manufacturer of the vehicle information system should use the report to maintain oversight of the performance of the vehicle information system. Can do.

  The data monitoring / analysis system 1000 is suitable for assisting in real-time monitoring of the performance of an information system located at a fixed location such as a building, but is preferably used for portable system applications. FIGS. 3A-B illustrate one embodiment of a vehicle information system 300 suitable for mounting on a wide variety of vehicles 390, for example. Representative types of vehicles include, but are not limited to, automobile 390A (FIG. 3A), airplane 390B (FIG. 3B), bus, entertainment vehicle, boat, train, or other vehicle. For example, when mounted on an airplane 390B shown in FIG. 3B, the vehicle information system 300 is used for conventional passengers such as Series 2000, 3000, eFX, eX2 manufactured by Panasonic Avionics (formerly Matsushita Avionics System). An in-flight entertainment system may be provided. For illustrative purposes, the data monitoring and analysis system 1000 described herein applies equally well to all types of conventional vehicles 390, although it has been described above for use with the vehicle information system 300 on board the aircraft 390B. Can be, but is not limited to these.

  The vehicle information system 300 can be provided by the methods described in co-pending applications in the United States. The co-pending application is an application filed on February 4, 2004: No. 10 / 772,565: Title of the invention “File Download System and Method”, filed on May 6, 2005: 1/123, No. 327: Title of invention “System and method for operating content on mobile platform”, application dated June 15, 2005 No. 11 / 154,749: Title of invention “To display content for viewing on the move” Portable media device ", filed November 7, 2005: 11 / 269,378: Title of invention" System and method for receiving broadcast content on mobile platforms while traveling across countries ", September 2008 Application dated 15th: No. 12 / 210,624: Title of invention “Portable media device as vehicle System and method for interfacing with an information system ", application filed September 15, 2008: 12 / 210,636: Title of invention" Media device interface system and method for vehicle information systems ", September 2008 Application dated 15th: 12 / 210,652: Title of invention "Media device interface system and method for vehicle information systems", application filed 15th September 2008: 12 / 210,689: invention "Portable and method for vehicle information system", application filed September 24, 2008: No. 12 / 237,253: Title of invention "System and method for receiving broadcast content on mobile platform on the move" "Application dated October 3, 2008: 1 / 245,521 Patent: "System and method for displaying advertising content on a mobile platform on the move," the name of the invention, there is. These applications are represented by the designated representative of the present application, the disclosure of each of which is incorporated herein by reference.

  As shown in FIGS. 3A-B, the vehicle information system 300 includes one or more user (passenger) interface systems 360 that communicate via at least one conventional content source 310 and a real-time content distribution system 320. The content sources 310 may include one or more internal content sources mounted on the vehicle 390, such as a media (content) server system 310A, or at least one remote (terrestrial) content source 310B that may be external to the vehicle 390. . The media (content) server system 310A may include an information system controller that provides a control function of the entire system to the vehicle information system 300, and further includes programmed viewing content and downloaded viewing content. A viewing content 210 such as 210D for selection / distribution / display may be provided. The viewing content 210 may include, but is not limited to, all kinds of conventional audio / video viewing content such as saved (time difference) viewing content and live (real-time) viewing content. If desired, the media (content) server system 310 </ b> A can similarly assist the vehicle information system 300 with respect to decryption and DRM (Digital Rights Management) functions.

  Designed to deliver and display viewing content 210 provided by one or more selected content sources 310, the vehicle information system 300 can be any conventional method including methods via wired and wireless communications. The method can communicate with content source 310 in real time. The vehicle information system 300 and the terrestrial content source 310B may be any conventional radio including, for example, a direct method or an indirect method (FIGS. 2A, 2C) via the intermediate communication system 370 described above in connection with the communication system 370. Communication can be performed according to the method. As described above, the vehicle information system 300 can receive the download viewing content 210D from the selected ground content source 310B and can transmit the upload viewing content 210U to the ground content source 310B. If desired, the terrestrial content source 310B may communicate with other terrestrial content sources (not shown). In FIG. 3B, the terrestrial content source 310B is shown as providing access to the Internet 310C.

  As shown in FIG. 3B, the vehicle information system 300 includes an antenna system 330 and a transceiver system 340 for receiving viewing content 210 from a remote (ground) content source 310B to facilitate communication with the ground content source 310B. May be provided. The antenna system 330 is preferably located outside the vehicle 390, such as a suitable outer surface 394 of the aircraft 390B airframe 392. The antenna system 330 may receive the viewing content 210 from the terrestrial content source 310B and provide the viewing content 210 processed by the transceiver system 340 to the computer system 350 of the vehicle information system 300. If desired, the computer system 350 may provide the received viewing content 210 to the media server system 310A and one or more user interfaces 360. Computer system 350 and media server system 310A are described as separate systems for illustration purposes only, but may be at least partially integrated if desired.

  FIG. 4 shows an exemplary content distribution system 320 in the vehicle information system 300. The content distribution system 320 of FIG. 4 connects between the headend system 310H and the plurality of user interface systems 360, and assists communication therebetween. Head end system 310H includes a content source 310. Although described somewhat differently, the components of the vehicle information system 300, including the content source 310 and the user interface system 360, are shown to communicate via the content distribution system 320. 4 is a US co-pending application dated March 29, 2006: 11 / 277,896: Title of Invention “Communication Signal Routing System and Method Through Data Distribution Network”, and US Patent Nos. 5,596,647, 5,617,331, 5,953,429: Title of invention “Integrated video / audio signal distribution system and method for use in commercial aircraft and other vehicles” It can be provided by the method described. These US patents are represented by the designated representative of the present application, the disclosures of each of which are incorporated herein by reference.

  The delivery system 320 is described in US co-pending application dated February 6, 2009: 12 / 367,406: Title of invention “Optical communication system and method for delivering content on mobile platform on the move” It may be provided by a method. This application is represented by the designated agent of the present application, the disclosure of which is incorporated herein by reference. Similarly, if desired, the distribution system 320 is a US co-pending application dated February 6, 2004: 10 / 773,523: title of invention “System and Method for Improving Network Reliability”; And a US Patent Application No. 11 / 086,510 dated March 21, 2005: network management system (not shown) provided by the method described in the title “System and Method for Improving Network Reliability” May be provided. These applications are represented by a designated representative of the present application, the disclosures of each of which are incorporated herein by reference.

  As shown in FIG. 4, the distribution system 320 includes a plurality of area distribution boxes (ADB) 322, a plurality of floor cutting boxes (FDB) 323, a plurality of sheet electronic boxes (SEB) (or video sheet electronic boxes (VSEB)). Alternatively, a premium sheet electronic box (PSEB) 324 may be provided. These communicate in real time via a plurality of wired / wireless communication connections 325. Similarly, the distribution system 320 may include a switching system 321 for connecting between the distribution system 320 and the headend system 310H. The switching system 321 may comprise a conventional switching system such as an Ethernet switching system and connects the headend system 310H to the area distribution box 322. Each area distribution box 322 is connected to the switching system 321 to perform communication.

  On the other hand, each area distribution box 322 is connected to at least one floor cutting box 323 for communication. Area distribution box 322 and its associated floor cut box 323 may be connected by any conventional configuration, but floor cut box 323 is arranged in a star network topology for area distribution box 322 as shown in FIG. It is preferable. Each floor cutting box 323 is connected to and acts on a plurality of daisy chains of the sheet electronic box 324. Meanwhile, the sheet electronic box 324 communicates with the user interface system 360. Each electronic sheet box 324 can assist one or more user interface systems 360.

  Switching system 321, area distribution box 322, floor cutting box 323, sheet electronic box 324, antenna system 330, transceiver system 340, content source 310, media server system 310A, headend system 310H, video interface system 362 (FIGS. 5A-B) ), The voice interface system 364 (FIGS. 5A-B), the user input system 366 (FIGS. 5A-B), and other resources (or components) of the vehicle information system 300 are provided as a column line switching unit (LRU) 326. It is preferable. By using the column line switching unit 326, the defective column line switching unit 326 can simply be removed from the vehicle information system 300 and replaced with a new (or different) column line switching unit 326, so that Maintenance is promoted. Thereafter, the defective column line exchange unit 326 can be repaired for further mounting. Further, if the column line switching unit 326 is used, the number, arrangement, and configuration of the system resources of the content distribution system 320 can be immediately corrected, so that flexibility in designing the content distribution system 320 is promoted. Can do. Similarly, by replacing the obsolete column line exchange unit 326 with a new column line exchange unit 326, the content distribution system 320 can be easily uploaded.

  If desired, the floor cut box 323 may be provided as a routing system and may be provided as a US co-pending application dated March 29, 2006: 11 / 277,896: title of the data distribution network. May be internally connected by the method described in “Communication Signal Routing System and Method Therefor”. The content distribution system 320 may include at least one FDB internal port bypass connection 325A and at least one SEB loopback connection 325B. Each FDB internal port bypass connection 325A is a communication connection 325 that allows floor disconnect boxes 323 associated with different area distribution boxes 322 to communicate directly. Each SEB loopback connection 325B is a communication connection 325 that directly connects the last sheet electronic box 324 in the daisy chain of the sheet electronic box 324 in the selected floor cutting box 323, as shown in FIG. . Thus, each SEB loopback connection 325B forms a loopback path between daisy chained sheet electronic boxes 324 connected to an associated floor cut box 323.

  FIG. 5A shows an exemplary cabin 380 of a vehicle 390, such as an automobile 390A (FIG. 3A) and an airplane 390B (FIG. 3B), on which the vehicle information system 300 is installed. Guest room 380 is shown as comprising a plurality of sheets 382, each sheet 382 being associated with a selected user interface system 360. Each user interface system 360 may include a video interface system 362 and an audio interface system 364. The exemplary video interface system 362 includes an overhead display system 362A that is centrally controlled, a seat back display system 362B or an armrest display system (not shown), each of which is individually controlled, a crew display panel, and a handheld video display system. You may prepare.

  The audio interface system 364 of the user interface system 360 may be provided by any conventional method, including headphones coupled to an audio plug placed on an overhead speaker system 364A, a handheld audio providing system, an armrest 388 of the seat 382, and the like. You may prepare. Similarly, one or more speaker systems may be associated with the seat 382, such as the speaker system 364B disposed within the base 384B of the seat 382 or the speaker system 364C disposed within the headrest 384C of the seat 382. Also good. In a preferred embodiment, the audio interface system 364 may comprise a selective noise cancellation system to further improve the quality of the audio produced by the audio interface system 364.

  Similarly, as shown in FIG. 5A, the user interface system 360 may include an input system 366 that allows a user (or passenger) to communicate with the vehicle information system 300. The input system 366 may be provided by any conventional method, and typically includes one or more switches (or push buttons) such as a keyboard or keypad, or an indicating device such as a mouse, trackball, or touch pen. If desired, the input system 366 may be at least partially integral with or separate from the associated video interface system 362 and audio interface system 364. For example, the voice interface system 362 and the input system 366 may be provided as a touch screen display system. Similarly, the input system 366 includes one or more peripheral communication connectors 366P for coupling peripheral input devices (not shown), such as a full-size computer keyboard, external mouse, and game pad, to the vehicle information system 300. May be.

  The at least one user interface system 360 may include a wired and wireless access point 368 that couples a personal electronic (media) device (FIG. 5B), such as a conventional COM port (or connector), to the vehicle information system 300. By doing so, a passenger (not shown) who moves on the vehicle 390 can enjoy the content for viewing that he / she has selected while moving. The access point 368 is located in the vicinity of the associated seat 382, but can be placed on any surface of the cabin, such as the seat back 386, wall 396, ceiling, bulkhead.

  In FIG. 5B, the vehicle information system 300 is shown as connecting to one or more personal electronic devices 200. Each personal electronic device 200 can store audio / video viewing content 210 and may be a laptop computer, palmtop computer, portable terminal (PDA), cellular phone, iPod, iPhone, or MP3 device. An exemplary personal electronic device 200 is disclosed in the above-mentioned document (Application filed on Feb. 4, 2004: No. 10 / 772,565: Title of “File Download System and Method”, dated Jun. 15, 2005. Application: 11 / 154,749: Title of Invention “Portable Media Device for Displaying Content for Viewing while Moving”, Application dated November 7, 2005: 11 / 269,378: Title of Invention System and method for receiving broadcast content on mobile platforms while traveling across countries ", application filed on September 15, 2008: 12 / 210,624: Title of invention" Portable media devices interface with vehicle information systems System and Method ", application filed September 15, 2008: 12 / 210,63 No .: Title of invention “Media device interface system and method for vehicle information system”, application filed on September 15, 2008: 12 / 210,652: Title of invention “Media device for vehicle information system” Interface system and method ", application filed Sep. 15, 2008: 12 / 210,689: title of invention" Portable and method for vehicle information system ").

  The personal electronic device 200 shown in FIG. 5B includes a video display system 240 that visually displays the viewing content 210 and an audio output system 250 that outputs the viewing content 210 so that it can be heard audibly. Similarly, each personal electronic device 200 may include a user operation system 260, which may be provided in any conventional manner, and typically includes one or more switches (such as a keyboard or keypad). Or a push button) or a pointing device such as a mouse, a trackball, or a touch pen. As described above, the personal electronic device 200 can select a desired viewing content 210 and control a method for receiving and displaying the selected viewing content 210.

  Similarly, each personal electronic device 200 may include at least one COM port (or connector) 270. The COM port 270 allows the personal electronic device 200 to communicate with the vehicle information system 300 via the access point 368 of the respective user interface system 360. For example, as shown for the personal electronic device 200A, the selected COM port 270 and access point 368 can assist in wired communication. Meanwhile, the communication cable assembly 387 assists in wired communication between the separately selected COM port 270 and the access point 368 associated with the personal electronic device 200B. The wired communication between the access point 368 and the COM port 270 in the personal electronic device 200B preferably includes the step of providing a power source 220 to the personal electronic device 200B.

  In other words, each personal electronic device 200 may include a device power connector (or port) 270P that may be coupled to a system power connector (or port) 368P, such as a conventional power outlet provided by an associated access point 368. . The system power connector 368P can be located near the associated seat 382 and from the vehicle information system 300 to the personal electronic device 200 when coupled to the device power connector 270P via the communication cable assembly 387. A power source 220 can be provided. If desired, the viewing content 210 and the power source 220 may be provided to the personal electronic device 200 via a separate communication cable assembly 387. When the COM port 270 and the access point 368 communicate, the vehicle information system 300 utilizes a user-friendly communication interface to provide a simple method for allowing the associated personal electronic device 200 to integrate with the vehicle information system 300. Assist.

  When the use is stopped or when direct physical contact with the personal electronic device 200 is no longer necessary, the personal electronic device 200 can be removed from the system power connector 368P and stored in the sheet 382. The sheet 382 may include a storage partition 389 for storing the personal electronic device 200. As shown with the sheet 382B, the personal electronic device 200 can be placed in a storage pocket 389B provided in the armrest 388 of the sheet 382B. Similarly, the storage partition 389 may be disposed on the seat back 386 or the headrest 384 of the seat 382. If desired, the storage partition 389 can be used in overhead storage partitions, door storage partitions, storage partitions provided below the seat 382, and in vehicles 390 such as glove boxes, trunks, and closets. Any conventional storage divider may be included.

  If vehicle 390 includes airplane 390B (FIG. 3B) as shown in FIG. 1, data monitoring and analysis system 1000 provides an online maintenance tool for receiving system performance data from vehicle information system 300, for example. A comprehensive data analysis reliability tracking system may be provided. The comprehensive data analysis reliability tracking system can track at least one performance report, track the reliability of the vehicle information system 300, and track performance issues during operation in the manner described above. The online maintenance tool may be provided by the method described above in connection with the data monitoring and analysis system 1000 (FIG. 1), in which the download data 1510 includes system performance data from the vehicle information system 300. May be. The system performance data may include, but is not limited to, conventional types of performance data, such as BITE data, repair shop data, and original equipment manufacturer (OEM) flight times. Similarly, if desired, the system performance data may include other types of performance data including observed system failures / adjustments and flight information provided from external websites.

  The data monitoring / analysis system 1000 can track the reliability of the vehicle information system 300 or the reliability of the mean time between failures (MTBF) and irregular average take-off average (MTBUR). Similarly, the data monitoring / analysis system 1000 may include a tracking device that tracks performance problems during operation, and may perform a performance report indicating the monitoring / analysis result of the system. Typical performance reports include system BITE usage reports, system BITE degradation reports, restart reports, command reports, email usage reports, short message service (SMS) reports, seat usage reports, and seat degradation measurement reports. However, it is not limited to these. The sheet usage report and the sheet decrease report may optionally include a report based on the observed failure. If desired, the data monitoring and analysis system 1000 can also provide an electronic diary (or file) 1600 (FIGS. 12A-E) of relevant performance data. The electronic diary 1600 can store fault data, and further, by correlating the stored fault data with the downloaded BITE data, it is possible to report performance that can be provided to an appropriate owner (or operator) of the airplane. Become.

  As described above, the data monitoring / analysis system 1000 provides a method by which the owner / operator of the airplane 390B can monitor the performance of the vehicle information system 300 in real time at any time, before, during and after the movement. . Also, the load script system 1200 can offload download data 1510 including BITE data and other performance data generated by the vehicle information system 300 by the method described above in connection with FIGS. 2A-C. As described above, the load script system 1200 can authenticate and analyze the offloaded download data 1510 and send the resulting download data 1510 to the standardized database system 1100. Thus, most of the download data 1510 can be displayed by a useful technique, such as a high content resolution graph displayed on one or more display systems, as needed.

  The data monitoring / analysis system 1000 can improve the accuracy of BITE through automatic analysis of BITE data by the MMN, the type of LRU, and the design. By incorporating proactive maintenance and technical approaches and identifying trends prior to customer impact, the data monitoring and analysis system 1000 can only perform on the performance of selected system elements in the vehicle information system 300, such as LRU. In addition, the overall system performance of the vehicle information system 300 can also be improved individually / overall. Similarly, the data monitoring and analysis system 1000 can provide vehicle operators with performance data ranging from summary to the lowest level of detail. That is, the airline uses the data monitoring and analysis system 1000 to observe a collection of BITE data in one fleet of an airplane 390B, one or more variables to understand the root cause of the performance of the vehicle information system. The BITE data can be classified according to the above and a BITE data subset can be drilled down.

  The data monitoring / analysis system 1000 can display the selected download data 1510 such as BITE data in various formats. For example, the data monitoring / analysis system 1000 can display airplane platform data, arrangement data related to a flight section, fault data, and restart data. Similarly, download data 1510 can be illustrated. Representative illustrations of the download data 1510 may include a BITE fleet performance graph, a restart command graph, and an electronic diary fleet performance BITE system performance graph. If desired, the data monitoring / analysis system 1000 displays reports such as BITE coverage calendar reports, fault count reports, restart command reports per hour per set, fleet performance comparison reports, etc. can do.

  6A-G, the data monitoring / analysis system 1000 is shown as including a user interface system 1400. FIG. The data monitoring / analysis system 1000 can display the user interface system 1400 by any conventional method including a method via a video display system (not shown). As shown in FIGS. 6A and 6C, the user interface system 1400 can display tabular BITE sheet performance data. Similarly, the user interface system 1400 can assist in column classification and color for analyzing BITE sheet performance data. For example, by analyzing the BITE sheet usage data, it is possible to identify the airplane 390B to be maintained in the fleet of the airplane 390B shown in FIG. 6B. The user interface system 1400 shown in FIG. 6D includes a BITE coverage calendar that indicates the number of flights when BITE data is available for a period of one day or longer. Also shown in FIG. 6E is a representative flight event analysis that displays selected events of the vehicle information system, such as system restart, in order of occurrence. Similarly, the user interface system 1400 can also make other internal tools available to system operators to assist in selected surveys of BITE data, such as an overall survey of BITE data based on information from LRU and MMN. .

  The user interface system 1400 of the data monitoring / analysis system 1000 can display the download data 1510 at any predetermined level of detail. That is, the user interface system 1400 can display an overview of the download data 1510 or display selected additional details in the download data 1510. If desired, the user interface system 1400 can display the download data 1510 in any suitable format including tabular and graphical formats. The user interface system 1400 shown in FIG. 7A is shown as having a graphical user interface having a selection display 1410 for selecting predetermined download data 1510. As shown in FIG. 7A, the selection display 1410 includes the name, date (or period) 1410B of the operating airline 1410A, and at least one tail sign of a particular plane 390B (FIG. 3B) in the fleet of the airline 1410A. (Tailsign) 1410C may be included.

  FIG. 7A shows the download data 1510 identified via the selection display 1410 displayed in a tabular format. For each selected tailsign 1410C, the user interface system 1400 may display detailed performance information 1420 based on download data 1510 accumulated by the airplane 390B identified by the tailsign 1410C within the selected period 1410B. it can. Typical download data 1510 that can be displayed via the user interface system 1400 includes the type of vehicle information system 1420A in the plane 390B, the number of flights 1420B in the plane 390B in the period 1410B, and the vehicle information system 300 installed in the plane 390B. The system failure count 1420C (FIG. 1), the vehicle information system 300 restart count 1420D, and the restart command count 1420E executed by the vehicle information system 300 may be included.

  If desired, user interface system 1400 can display detailed performance information 1420 in any suitable graphical format. For example, in the scatter diagram shown in FIG. 7B, the average number of failures 1420C 'per flight is plotted against the average number of restarts 1420D' per flight in the selected period 1410B. The data monitoring / analysis system 1000 obtains the average number of failures 1420C ′ per flight by dividing the number of system failures 1420C (FIG. 7A) by the number of flights 1420B of the plane 390B (FIG. 7A) for each tail sign 1410C. Can do. On the other hand, the average number of restarts 1420D 'can be obtained by dividing the number of restarts 1420D (FIG. 7A) by the number of flights 1420B. The resulting quotient for each tail sign 1410C is plotted in a scatter plot to analyze performance trends.

  In FIG. 7C, the user interface system 1400 is shown as displaying a flight table for providing an overview of the number of events in a predetermined period, such as the number of consecutive days. The selection display 1410 for selecting the predetermined download data 1510 may include a jump to the selected flight sector option 1410D, and the detailed performance information 1420 includes details related to the selected flight sector. Performance information 1420C-I may be included. Detailed performance information 1420 may include arrival data 1420F, departure / destination information 1420G, flight number 1420H, and flight time 1420I for each flight associated with the selected flight sector. Similarly, the detailed performance information 1420 includes the system failure count 1420C of the vehicle information system 300 (FIG. 1) mounted on the selected airplane 390B (FIG. 3B), the restart count 1420D of the vehicle information system 300, and FIG. 7A. The restart command count 1420E performed by the vehicle information system 300 described above in relation to the above may be included.

  The user interface system 1400 of FIG. 7D can display a configuration summary of one or more selected airplanes 390B (FIG. 3B) and a flight sector over a predetermined period of time. On the other hand, the user interface system 1400 shown in FIG. 7E displays a single flight table of the selected airplane 390B (FIG. 3B) and a flight sector (Flight Sector) in a predetermined period. In FIGS. 7F-G, user interface system 1400 is shown as displaying an analysis of the number of aircraft repair operations for the selected system component. For example, the selected system component can be associated with a particular vehicle information system 300 (FIG. 1) or other vehicle information system 300. The user interface system 1400 of FIG. 7F includes a repair code legend 1430 that identifies a predetermined repair code associated with an associated component repair type.

  For example, as shown in FIG. 7F, the repair code CH is associated with a chargeable hardware repair, and the repair code CHS is associated with a chargeable software repair. The repair code CI is shown as relating to customer-induced repairs due to misuse of system components by the customer. FIG. 7F shows another exemplary repair code. The repair code legend 1430 may include a repair code for any type of repair that is appropriate for the selected system component. The user interface system 1400 can display an analysis of the selected system component in any suitable manner. For example, the user interface system 1400 of FIG. 7F displays a graphical display format analysis, where detailed performance information 1420 is categorized by repair code. On the other hand, FIG. 7G shows detailed performance information 1420 provided as a time series of the repair date. As shown in FIG. 7H, the user interface system 1400 may display a repair shop history for the selected system component.

  FIG. 8 shows a typical use of the data monitoring / analysis system 1000. In order to maintain the maximum seat utilization rate as much as possible, it is necessary to restart the vehicle information system 300 (FIG. 1). These restarts can be performed individually on the seat 382 (FIGS. 5A-B) or simultaneously on all of the seats 382 on the airplane 390B (FIG. 3B). The restart can be started automatically or manually by the crew via the user interface system 360 (FIGS. 5A-B) of the vehicle information system 300.

  According to the hypothetical scenario, the airline administrator can grasp the fact that the number of restarts of the system has recently increased sharply. In this way, the airline manager can examine the data monitoring and analysis system 1000 regarding what is actually happening in the plane fleet. When the data monitoring / analysis system 1000 receives the download data 1510 from the vehicle information system 300 by the above-described method, the data monitoring / analysis system 1000 may display the exemplary graph shown in FIG. The graph shows detailed performance information 1420 regarding the number of restarts of different airplane platforms 300/390 in one entire fleet of airplanes. That is, the fleet generally includes one or more types of airplanes 390B and one or more types of vehicle information systems 300. Various combinations of airplane 390B and vehicle information system are illustrated by airplane platforms 300 / 390A-G in FIG.

  As shown in FIG. 8, the number of restarts initiated on an airplane platform 300/390, such as airplane platform 300 / 390A, is relatively stable over time. On the other hand, the number of restarts initiated on airplane platforms 300/390, such as airplane platforms 300 / 390B, 390C, varies significantly. The information shown in the graph of FIG. 8 allows the superior administrator to gain further insight into the location and cause of multiple restarts. Potential start-up theories can include major technical issues related to specific aircraft types and crew training issues. By displaying a large amount of download data 1510 in an effective manner, the data monitoring / analysis system 1000 can assist the higher level administrator to confirm whether or not a problem actually occurs. If so, it can help identify potential solutions to quickly resolve the problem.

  Other exemplary graphs that can be generated by the data monitoring and analysis system 1000 are shown in FIGS. 9A-B. FIG. 9A shows, for example, a representative BITE system performance graph. The graph of FIG. 9A shows how the aircraft fuselage 390B, the vehicle information system 300, and their placement are acting on another hypothetical fleet. As shown in FIG. 9A, seat utilization on some airplane platforms 300/390, such as airplane platform 300 / 390C, is relatively stable over time. On the other hand, seat utilization in other aircraft platforms 300/390, such as aircraft platform 300 / 390A, has significant fluctuations. This high level of observation makes it easier for senior managers to make maintenance funding decisions, and can further focus on the deployment of low performance aircraft platforms 300/390.

  If desired, similarly, the data monitoring and analysis system 1000 can make a system report as shown in FIGS. 10A-E. Typical system reports include BITE sheet usage report, BITE sheet degradation report, restart report, restart command report, email usage statistics report, short message service (SMS) statistics report, BITE accuracy report, failure sheet usage report country May be included. FIG. 10A illustrates a user interface system 1400 that can display, for example, a system report that graphically represents BITE system performance for each fleet. The system report provides BITE system performance for five exemplary airplane platforms 300 / 390A-E. The user interface system 1400 may display a system report representing the BITE system performance and BITE system performance degradation of the selected aircraft platform 300 / 390A for a predetermined time period / date shown in FIGS. 10B and 10C. FIG. 10D shows a system report expressing the number of restarts since takeoff, while FIG. 10E shows a system expressing the number of restarts since takeoff based on data accumulated and filtered over a predetermined period. Show the report.

  The user interface system 1400 can display system reports by any conventional method, including high content resolution and multidimensional methods. Reporting by a multidimensional method can improve system analysis assisted by the data monitoring / analysis system 1000. For example, the user interface system 1400 may display a system report that includes a multi-axis graphical display of fleet normality. By displaying the normality of the fleet via the multi-axis graphic display, many items related to the normality of the fleet such as BITE, failure data, restart, passenger use, etc. can be displayed in one graph.

  In FIGS. 11A-E, data monitoring and analysis system 1000 is shown as a reliability calculation system 1450 for making selected system reports for the fleet of airplane 390B (FIG. 3A). The reliability calculation system 1450 can be displayed via the user interface system 1400 and allows the system operator to make a wide range of system reports. These system reports may include a report of mean time between failures (MTBF) and non-regular inventory mean interval (MTBUR). The MTBF and MTBUR reporting can be done for selected column line switching units (LRUs), selected system components, or certain modifications of the vehicle information system 300 within a fleet.

  Similarly, the reliability calculation system 1450 can assist in performing system airplane performance reports, such as overall system performance reports. Typical system airplane performance reports include guaranteed mean time between failures (GMTBF) and actual mean time between failures (MTBF), guaranteed non-scheduled average take-off interval (MTBUR) and actual unscheduled take-off average interval (MTBUR). ), A comparison system report comparing the expected mean time between failures (PMTBF) and the actual mean time between failures (MTBF), or the expected mean unscheduled mean interval (PMBUR) and the actual mean unscheduled mean interval (MTBUR) May be included.

  If desired, the reliability calculation system 1450 can provide performance reports for selected system components of the vehicle information system 300. For example, the reliability calculation system 1450 can report the performance of the selected column line switching unit (LRU). The performance report of the selected column line exchange unit may include a comparison report comparing repair and shipment of the column line exchange unit and a performance report of the column line exchange unit over a period of time. Similarly, the reliability calculation system 1450 can perform a partial use report by a column line exchange unit or a customer. 11B-E shows a system report performed by the reliability calculation system 1450.

  12A to 12E, the data monitoring / analysis system 1000 is shown as including an electronic diary (or file) 1600. Electronic diary 1600 allows airplane crews and maintenance workers to record, repair and track in-flight faults and other situations. In some embodiments, the electronic diary 1600 can collect download data 1510 regarding equipment problems that could not be repaired during the flight and other events that could affect passengers. Maintenance workers can access download data 1510 to facilitate system repairs and to document the actions taken. Further, the crew can standardize the entries in the electronic diary 1600 using the electronic diary 1600 so that other system users can easily read the entries in the electronic diary 1600. On the other hand, the electronic diary 1600 allows maintenance workers to check and manage system failures during repair of the airplane 390B (FIG. 3B). Similarly, by using the electronic diary 1600, the administrator can analyze the download data 1510 for the purpose of grasping trends, lack of training, and passenger satisfaction, for example.

  The electronic diary 1600 is shown as comprising a user interface system 1650 for facilitating an interface with the electronic diary 1600. In certain preferred embodiments, the user interface system 1650 may be provided as a graphical user interface (or GUI) that can be displayed via a touch screen display system. The user interface system 1650 can easily visually classify log entries. Typical log entry types may include, but are not limited to, closed log entries, total log entries, and open log entries. If desired, different types of log entries can be displayed with corresponding background colors. Similarly, the user interface system 1650 may include an auto-fill function that assists the data entry by the system operator and a preview window that briefly describes the selected log entry. Further, the log entry may be associated with a priority tag for identifying a log entry with a high priority from a log entry with a low priority.

  Using the in-flight diary 1600 provides various benefits, including elimination of paper-based diaries and the difficulty of interpreting handwritten diary entries, and can also move in-flight diary data to the electronic database after the move is complete. It becomes unnecessary. Electronic in-flight log 1600 eliminates the need for technicians to read in-flight log data and authenticates the accuracy of BITE data by correlating faults recorded during movement with faults observed by humans Can do. Further, the electronic diary 1600 can be focused on the influence of obstacles to passengers up to the details. Similarly, the selected fault may be included in the download data 1510 so that the maintenance worker can prepare to repair the fault prior to arrival of the vehicle 390 so that maintenance of the vehicle 390 can be performed. Downtime due to is reduced.

  If desired, the electronic diary 1600 may include hardware and software modules (not shown) for the selected vehicle information system 300. If the vehicle information system 300 comprises an in-flight entertainment system, for example, the electronic diary 1600 is associated with the in-flight entertainment system and includes a fault description, preferably a passenger entertainment system (PES) or passenger service system (PSS). A module including the above may be provided. Similarly, the module may have BITE related and authentication functions related to the selected vehicle information system 300, and also includes a crew panel, crew terminal, seat electronic box, smart display unit (SDU), portable media device 200. (FIG. 5B). Therefore, the failure maintenance data can be input from the position of the seat in the cabin 380 (FIGS. 5A-B) of the vehicle 390 (FIGS. 5A-B). In addition, the module may include fault descriptions regarding problems that may occur in both the selected vehicle information system 300 and the cabin 380.

  In some embodiments, the electronic diary 1600 may be provided as a portable auxiliary module (not shown). That is, the electronic diary 1600 may be integrated with the portable media device 200 provided by the method described above in connection with FIG. 5B. The portable auxiliary module may include the functionality described above for the electronic diary 1600 and may include a compact video display system 240 (FIG. 5B) for displaying the user interface system 1650. In this way, maintenance operations performed via the portable auxiliary module can be input, edited, and confirmed.

  12B-E show representative screens displayed by the user interface system 1650 of the electronic diary 1600. FIG. For example, in FIG. 12B, user interface system 1650 is shown as including a crew interface system for use by crew members riding in vehicle 390 (FIG. 5B). The crew interface system is shown, for example, as displaying a new fault entry screen that allows the crew to enter a description (failure data) regarding faults discovered by passengers (or crew) during movement.

  As shown in FIGS. 12C-E, the user interface system 1650 may include a maintenance user interface system for use by crew members. According to the maintenance user interface system shown in FIG. 12C, the maintenance worker can view the fault data received from the vehicle 390. The maintenance user interface system can simultaneously display the failure data adjacent to the BITE failure data. The relationship between the failure data and the BITE failure data can be strengthened by the layout of the screen.

  FIG. 12D illustrates how the user interface system 1650 may display a maintenance action description entry screen. The maintenance operation explanation entry screen assists the use of the standardized maintenance operation explanation. The user interface system 1650 shown in FIG. 12E displays replacement part information. In this manner, replacement part information can be stored in the database system 1100 (FIG. 1) prior to departure of the vehicle 390. User interface system 1650 can associate replacement part information with repair data and inventory data.

  FIG. 13A illustrates an exemplary maintenance process that can be initiated via the data monitoring and analysis system 1000 if a system failure occurs during movement. The vehicle 390 starts at 1 and a failure occurs at 2 which is moving. When a failure is found, a passenger on the vehicle 390 can input the failure via the electronic diary 1600 (FIGS. 12A-E) (3). As a risk mitigation step, the discovered obstacles are printed on an airplane printer and bound in an airplane diary (4). Download data 1510 associated with the fault (FIG. 1) is manually transmitted from vehicle 390 to data monitoring and analysis system 1000 in the manner described above in connection with FIGS. 1 and 2A-C (5).

  The transmission of the download data 1510 to the data monitoring / analysis system 1000 may include a risk mitigation step, and may be performed by a real time or time difference method. Similarly, download data 1510 associated with a failure may be communicated alone or with download data 1510 associated with other failures. Similarly, if desired, download data 1510 related to the fault is automatically transmitted from the vehicle 390 to the data monitoring / analysis system 1000 (6). The electronic device diary 1600 manually backs up the already downloaded download data 1510 (7). Thereafter, the movement ends (8).

  FIG. 13B illustrates an exemplary maintenance process for resolving system failures that occur during travel. Before the vehicle 390 arrives, the maintenance worker utilizes the maintenance user interface system to receive trend data to improve performance (1) and prepare for airplane arrival (2). When the vehicle 390 approaches the destination, the data monitoring / analysis system 1000 receives download data 1510 related to the failure (3). A maintenance worker gets on the vehicle 390 (4) and manually downloads the download data 1510 including the download data 1510 related to the obstacle (5).

  Further, the maintenance worker uses the maintenance user interface system to input a maintenance operation to be taken to solve the failure (6). The maintenance operation is authenticated (7) and printed via the maintenance user interface system (8). When the failure is resolved, the maintenance operation data is offloaded to the data monitoring / analysis system 1000 (9). Maintenance operation data may be offloaded to the data monitoring and analysis system 1000 by any conventional method. The maintenance operation data is preferably transmitted to the data monitoring / analysis system 1000 by the method described above in connection with FIGS. 1 and 2A-C, wherein the download data is transmitted to the data monitoring / analysis system 1000.

  While the described embodiments are susceptible to various modifications and alternative forms, specific embodiments of the invention are shown by way of example in the drawings and are described in detail herein. However, the described embodiments are not limited to the specific forms or methods disclosed herein, but rather the disclosure encompasses all modifications, equivalents, and alternatives.

Claims (15)

A method for monitoring and analyzing data,
Establishing communication connections with multiple vehicle information systems mounted on each vehicle associated with a fleet;
Receiving performance data accumulated by the vehicle information system via a communication connection;
Authenticating the received performance data; and
Analyzing the certified performance data;
Integrating the analyzed performance data in the fleet;
Using integrated performance data to provide comprehensive reporting in the vehicle information system;
Making at least one lower level report for analyzing performance aspects of the vehicle information system by utilizing a selected subset of the integrated performance data;
A method in which performance data accumulated by the fleet is displayed in real time to facilitate prompt human intervention as needed.   The method of claim 1, wherein establishing a communication connection includes establishing a wireless communication connection with a vehicle information system.   The method of claim 2, wherein establishing a wireless communication connection includes establishing a wireless communication connection with a selected vehicle information system via an intermediate communication system.   The step of establishing a wireless communication connection includes the step of establishing a wireless communication connection via an intermediate communication system selected from the group consisting of a cellular modem communication system, a broadband satellite communication system, ARINC ACARS, and a Data3 communication system. 4. The method of claim 3, comprising.   The method of claim 1, wherein receiving performance data comprises continuously receiving performance data from a vehicle information system.   The method of claim 1, wherein receiving the performance data comprises receiving performance data manually from the selected vehicle information system.   Receiving performance data comprises receiving performance data selected from the group consisting of BITE data, repair shop data, OEM flight time data, fault and correction data, and flight information from an external website. Item 2. The method according to Item 1.   The method of claim 1, wherein receiving the performance data comprises receiving travel information from an external website. A computer program product for monitoring and analyzing data encoded on one or more machine-readable storage media,
Instructions to establish communication connections with multiple vehicle information systems mounted on each vehicle associated with a fleet;
A command to receive performance data accumulated by the vehicle information system via a communication connection;
A command to authenticate the received performance data;
An instruction to analyze the certified performance data;
Instructions to integrate the analyzed performance data in the fleet;
By using the integrated performance data, instructions for comprehensive reporting in the vehicle information system,
Using at least one lower level report for analyzing performance aspects of the vehicle information system by utilizing a selected subset of the integrated performance data; and
A computer program product in which performance data accumulated by the fleet is displayed in real time to facilitate rapid human intervention as needed. A system for monitoring and analyzing data,
A road script system that establishes communication connections with multiple vehicle information systems mounted on each vehicle associated with a fleet, and receives, authenticates, and analyzes performance data accumulated by the vehicle information systems via the communication connections; ,
The analyzed performance data is integrated in the fleet, and the integrated performance data is used to provide a comprehensive report in the vehicle information system, and further, the vehicle information is acquired using a selected subset of the integrated performance data. A database system that provides at least one lower level report for analyzing performance aspects of the system;
A system where performance data accumulated by the fleet is displayed in real time to facilitate rapid human intervention as needed.   11. The system of claim 10, wherein the database system comprises an aircraft ground information system (AGIS) code database system.   The system of claim 10, wherein receiving performance data is selected from the group consisting of BITE data, repair shop data, OEM flight time data, fault and correction data, and flight information from an external website.   The system of claim 10, wherein the performance data includes travel information received from an external website.   The system of claim 10, wherein the vehicle information system comprises a passenger entertainment system.   The system of claim 10, wherein the vehicle includes an airplane.