Patent Description:
<CIT> discloses methods and systems for terrestrial data transmission between aircraft and external networks, such as airline networks and/or airport networks. While an aircraft is landed, various data domains may need to be transmitted between the aircraft and such networks using two or more communication channels available to the aircraft. These channels may include wired and/or wireless channels, such as broadband over power line channels, Ethernet channels, Wi-Fi channels, and cellular channels. The available communication channels are allocated to transmit particular data domains based on the security levels of these channels. For example, aircraft control domains may be transmitted using a more secure communication channel than passenger information domains and/or entertainment systems domains. In some embodiments, multiple communication channels may be used to transmit the same domain parsed into multiple transmission packets. The packets are recombined back into the data domain after the transmission.

<CIT> discloses a method and system for data communications is provided. The method reduces the overall transmission time of the information to a destination by simultaneously sending different segments of the information over a plurality of data connections. The method comprises presenting information content for transmission to a destination entity, and simultaneously sending different segments of the information over a plurality of data link connections. All segments of the information are received from the plurality of data link connections at the destination entity, and the data segments are reconstructed back into the information content at the destination entity.

<CIT> discloses a reconfigurable aircraft radio communication subsystem is provided comprising a first radio communication unit communicatively coupled to a first antenna and a second antenna, and a second radio communication unit communicatively coupled to a third antenna and the first or second antenna. The first, second, and third antennas are operable in a first frequency band. The subsystem includes a first antenna subsystem coupled to the first radio communication unit and a fourth antenna operable in a second frequency band, and a second antenna subsystem coupled to the second radio communication unit and the fourth antenna. The first and second radio communication units include reconfigurable voice/data functions operating in the first frequency band, voice/data functions operating in the second frequency band, and a radio communications system management function. Cross-connecting buses couple the first radio communication unit and the second radio communication unit.

<CIT> discloses a radio transceiver includes an alternate channel searching algorithm that reduces alternate channel search times. The alternate channel search algorithm determines the actual availability of alternate channels by receiving squitter messages. The alternate channels are ranked according to signal-to-noise ratios and displayed for selection by an operator. The squitter messages are received while the radio is not communicating on the main channel.

A method is defined by claim <NUM> A system is defined by claim <NUM>.

Understanding that the drawings depict only exemplary embodiments and are not therefore to be considered limiting in scope, the exemplary embodiments will be described with additional specificity and detail through the use of the accompanying drawings, in which:.

In accordance with common practice, the various described features are not drawn to scale but are drawn to emphasize specific features relevant to the exemplary embodiments. Reference characters denote like elements throughout figures and text.

Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding background and summary, or the following detailed description.

For pedagogical purposes, a vehicle may be described hereinafter as an aircraft. However, it is understood that the teachings herein are applicable to other types of vehicles including without limitation space craft, ships, automobiles, buses, trains, and any other vehicle. Thus, a pilot of an aircraft is more generically referred to as an operator of a vehicle <NUM>. An airline is more generically referred to as an owner of a vehicle. A flight plan of an aircraft is more generically referred to as a travel path of the vehicle.

<FIG> illustrates one embodiment of a multichannel vehicle communications system <NUM>. The multichannel vehicle communications system <NUM> is configured to simultaneously receive communications in two or more channels, e.g. corresponding to two or more communications links. In another embodiment, the multichannel vehicle communications system <NUM> is also configured to transmit over a single channel, e.g. one communications link, at any time while simultaneously receiving one or more channels. Communications channel, or channel, means a frequency band, e.g. a frequency.

The multichannel vehicle communications system <NUM> comprises a vehicle <NUM>, a datalink system <NUM>, a vehicle traffic control center (VTC) <NUM> (e.g. an air traffic control center), and a vehicle operations center (VOC) <NUM> (e.g. an airline operations center). In one embodiment, the datalink system <NUM> is a terrestrial system. The vehicle <NUM> includes a communications management system <NUM> (CMS; also known as a communications management unit) coupled to a multichannel transceiver <NUM>. The multichannel transceiver <NUM> is configured to simultaneously (a) receive on at least two channels and (b) transmit on at least one channel. In another embodiment, the multichannel transceiver <NUM> receives on a second channel, while alternating between simultaneously receiving or transmitting on a first channel. In a further embodiment, the channels are in the VHF band; alternatively the channels may be in other bands. In yet another embodiment, as will be further exemplified, the vehicle traffic center <NUM> and vehicle operations center <NUM> are coupled through the same or different datalink network systems to both the first datalink transceiver station 114A and the second datalink transceiver station 114B, and e.g. thus to the vehicle <NUM>.

The vehicle <NUM>, e.g. the multichannel transceiver <NUM>, is coupled to the datalink system <NUM> by at least two communications links, e.g. a first communications link 112A and a second communications link 112B, corresponding to two different channels. Although, two communications links 112A and 112B are illustrated in <FIG> and described elsewhere herein, more than two communications links may be used. The multichannel transceiver <NUM>, and hence the corresponding communications links <NUM>, may be a HF, VHF, satellite, cellular network, Wi-Fi, Wi-Max, and/or AeroMACs transceiver and corresponding communications links.

Data is communicated between the vehicle <NUM> and the vehicle traffic control center <NUM> and the vehicle operations center <NUM> through the datalink system <NUM>. For example, for aircraft, the datalink system <NUM> includes datalink transceiver stations and datalink networks, e.g. part of Rockwell Collins' ARINC network and/or SITA's network. In one embodiment, the datalink system <NUM> may communicate using an aircraft communications addressing and reporting system (ACARS) protocol, and/or an aeronautical telecommunication network (ATN) / open system interconnection (OSI) and/or an Internet Protocol (IP) protocols.

In one embodiment, the vehicle <NUM> can communicate with the vehicle traffic control center <NUM> and/or the vehicle operations center <NUM> through at least two different network service providers. For example, the at least one datalink network system <NUM> comprises two datalink network systems each of which are operated by different service providers. Each datalink network system is coupled to a unique datalink transceiver station which is also operated by the corresponding service provider. In another embodiment, each datalink network system is coupled to both the vehicle traffic control center <NUM> and the vehicle operations center <NUM>. Alternatively, in a further embodiment, the vehicle traffic control center <NUM> and the vehicle operations center <NUM> are each uniquely coupled to one of the datalink transceiver stations.

The datalink system <NUM> includes at least one datalink transceiver station (e.g. a ground datalink transceiver station or ground transceiver station that forms a communications link with the vehicle <NUM> such as an aircraft) coupled to at least one datalink network system <NUM>. <FIG> illustrates one embodiment of a datalink system <NUM> including a first datalink transceiver station 114A and a second datalink transceiver station 114B each coupled to the at least one datalink network system <NUM>. In another embodiment, each datalink transceiver station includes a radio transceiver configured to transmit and receive data respectively to and from the vehicle <NUM>. In a further embodiment, the at least one datalink network system <NUM> is a ground network which routes data between the vehicle <NUM>, and the vehicle traffic control center <NUM> and/or the vehicle operations center <NUM>.

In one embodiment, the first datalink transceiver station 114A and the second datalink transceiver station 114B are operated by the same or different service providers, e.g. Rockwell Collins and/or SITA. In another embodiment, the first datalink transceiver station 114A and the second datalink transceiver station 114B operate on different channels, e.g. frequencies, even if operated by the same service provider.

In one embodiment, each datalink network system includes one or more routers to facilitate the routing of such data between vehicles, and the vehicle traffic center <NUM> and/or vehicle operations center <NUM>. In another embodiment, the one or more routers include an ACARS router, an ATN / OSI router, and/or an IP router such as an ATN/IP router. In a further embodiment, each datalink network system includes one or more communications links that couple the datalink network system to at least one datalink transceiver station, the vehicle traffic center <NUM> and/or the vehicle operations center <NUM>.

The datalink system <NUM> including a first datalink transceiver station 114A, a second datalink transceiver station 114B, and at least one datalink network system <NUM>. Thus, the at least one datalink network system <NUM> can be a one, two, three, or more datalink networks. In one embodiment, the datalink system <NUM> includes three or more datalink transceiver stations.

<FIG> illustrates one embodiment of a vehicle <NUM> including a multichannel transceiver <NUM>. The vehicle <NUM> comprises the communications management system (CMS) <NUM> coupled to the multichannel transceiver <NUM>. In another embodiment, the communications management system <NUM> is coupled to the multichannel transceiver <NUM> by at least one bus <NUM>, e.g. a data bus. In another embodiment, the at least one bus <NUM> is one or more ARINC <NUM> buses.

In one embodiment, the vehicle <NUM> includes at least one sensor <NUM> which may be an inertial management unit and/or a global satellite navigation system, e.g. GPS, receiver. In another embodiment, the at least one sensor <NUM> is coupled to the communications management system <NUM>, e.g. through the at least one bus <NUM>.

In one embodiment, the multichannel transceiver <NUM> includes a receiver 210A and transmitter 210B coupled to an antenna 210C. The receiver 210A and the transmitter 210B may be coupled to the antenna 210C in different ways, e.g. to reduce interference in the receiver 210B from simultaneous transmission by the transmitter 210B. In another embodiment, the antenna 210C may comprise a transmit antenna and a receive antenna which are respectively coupled to the transmitter 210B and the receiver 210A. Alternatively or in addition, a portion of a transmission signal and/or wideband noise generated by the transmitter 210B may be fed back to an interference canceller in the receiver 210A to suppress interference arising from the transmission signal an/or the wideband noise.

In one embodiment, the receiver 210A, or the receiver 210A and the transmitter 210B, are software defined radios. In another embodiment, the software defined radio receiver includes a low noise amplifier coupled to an analog to digital converter (ADC); the ADC is coupled to a digital signal processor (DSP). In a further embodiment, the software defined radio transmitter includes a DSP coupled to a digital to analog converter (DAC); the DAC is coupled to a power amplifier. In yet another embodiment, a software defined radio receiver and transmitter share a common DSP.

The multichannel transceiver <NUM> is configured to simultaneously receive communications in two or more channels, e.g. corresponding to two or more communications links. In one embodiment, the multichannel transceiver <NUM> is also configured to transmit over a single channel, e.g. one communications link, at any time while simultaneously receiving one or more communications channels. In another embodiment, if the power amplifier is linear enough to avoid creating interference, e.g. intermodulation distortion products, the multichannel transceiver <NUM> is also configure to transmit two or more channels simultaneously, even while the receiver 210A is receiving on other channels. In a further embodiment, the power amplifier can be linearized by using pre-distortion.

In one embodiment, the communications management system <NUM> comprises a processing system 208A. In another embodiment, the processing system 208A includes a memory 208B coupled to a processor 208C. In a further embodiment, the memory 208B includes a datalink management system 208D. In yet another embodiment, the datalink management system 208D includes a mode control system 208D-<NUM>, a frequency management system 208D-<NUM>, and a data management system 208D-<NUM>.

In one embodiment, the processor 208C and memory 208B comprise in whole or in part a state machine or a field programmable gate array. In another embodiment, the datalink management system 208D, including its constituents, is software stored in the memory 208B that is executed by the processor 208C.

In one embodiment, the communications management system <NUM> routes messages through at least one datalink system <NUM> between components of the vehicle <NUM>, and the VTC <NUM> and VOC <NUM>. Vehicle components including the communications management system <NUM> itself and other components such as travel management system (or flight management system for aircraft) and a central maintenance computer.

In yet a further embodiment, the communications management system <NUM> includes at least one router 208E which performs the routing function in the communications management system <NUM>. In one embodiment, the at least one router 208E includes an ACARS router, an ATN/OSI router, and/or an IP router such as an ATN/IP router. In another embodiment, the communications management system <NUM> controls and sets the frequencies, e.g. of the channels to facilitate reception and transmission, of the multichannel transceiver <NUM>; in other words, the communications management system <NUM> controls the channels used by the multichannel transceiver <NUM>.

In one embodiment, the datalink management system 208D provides mode control, frequency management and data management services as shall be further described. In another embodiment, the datalink management system 208D selects at least one datalink network system and at least one datalink transceiver station through which to send and receive data, e.g. messages, respectively to and from a vehicle traffic control center <NUM> and/or a vehicle operations center <NUM>. In a further embodiment, the datalink management system 208D selects the at least one datalink network system and the at least one datalink transceiver station based on cost (e.g. costs of different service providers), communications link availability, communications link performance, datalink security, ability to communicate vehicle traffic control safety service messages, instructions from a service provider, and/or other factors, e.g. as described elsewhere herein.

The mode control system 208D-<NUM> determines the mode of operation of the multichannel transceiver <NUM>, e.g. voice or data, and/or the corresponding modulation format. In another embodiment, the mode control system 208D-<NUM> also determines the rate at which data is send and received by the multichannel transceiver <NUM>. In a further embodiment, for a VHF radio, the data modes include Mode A, and Mode <NUM> which operates at a higher data rate of <NUM> kbps.

In one embodiment, the frequency management system 208D-<NUM> determines the frequencies or channels through which the multichannel transceiver receives and/or transmits, e.g. through at least one datalink system <NUM> to a vehicle traffic control center <NUM> and a vehicle operations center <NUM>. In another embodiment, the frequency management system 208D-<NUM> stores different sets of frequencies, for different geographic regions, used to communicate with ground datalink stations coupled to vehicle traffic control centers <NUM> and vehicle operations centers <NUM>.

In one embodiment, the data management system 208D-<NUM> determines which communications links <NUM> and datalink network system(s) <NUM> will be used to transmit and receive messages from vehicle traffic control centers <NUM> and vehicle operations centers <NUM>. The data management system 208D-<NUM> also assembles and dissembles messages based on industry standards, e.g. ARINC <NUM>, including into blocks or Internet Protocol packets.

In one embodiment, the data management system 208D-<NUM> determines the geographic location of the vehicle <NUM> from the at least one sensor <NUM>. In another embodiment, the data management system 208D-<NUM> selects the at least one datalink network system and the at least one datalink transceiver station in the geographic region based upon, e.g., the factors described above with regards to the selection of the at least one datalink network system and the at least one datalink transceiver station. In a further embodiment, the data management system 208D-<NUM> provides geographic region, the selected at least one datalink network system, and/or the selected at least one datalink transceiver station to the frequency management system 208D-<NUM>. In yet another embodiment, the frequency management system 208D-<NUM> selects the corresponding set of frequencies for the selected at least one datalink network system and the at least one datalink transceiver station based upon the geographic region, the selected at least one datalink network system, and/or the selected at least one datalink transceiver station. In another embodiment, the frequency management system 208D-<NUM> then commands the multichannel transceiver <NUM> to tune to the selected set of frequencies to communicate with the selected at least one datalink network system and the at least one datalink transceiver station. For example, the frequency management system 208D-<NUM> commands the receiver 210A to receive signals on two channels (or frequencies) respectively corresponding to a vehicle traffic control center <NUM> (and a first datalink transceiver station 114A) and a vehicle operations center <NUM> (and a second datalink transceiver station 114B); the frequency management system 208D-<NUM> tunes the transmitter 210B to either the frequency corresponding to the vehicle traffic control center <NUM> or the vehicle operations center <NUM> depending upon to which end point the multichannel transceiver <NUM> is transmitting.

In one embodiment, the multichannel transceiver <NUM> is used to establish at least two channels with the vehicle traffic control center <NUM> and the vehicle operations center <NUM> through at least two communications links, at least two datalink transceiver stations, and at least one datalink network system <NUM>. In this embodiment, data, e.g. messages, are transmitted to and received from both the vehicle traffic control center <NUM> and the vehicle operations center <NUM> over the first channel and first communications link 112A. Until commanded otherwise, the transmitter 210B transmits to the first datalink transceiver station 114A through the first communications channel 112A. The second channel and second communications link 112B also permits transmission to and reception from both the vehicle traffic control center <NUM> and the vehicle operations center <NUM>, but are backups only used in the event communications are disrupted over the first channel and the first communications link 112A. Such disruption may occur when the vehicle <NUM> leaves the operating range of the first datalink transceiver station 114A, because the first datalink transceiver station 114A becomes disabled, or because an interfering signal makes transmission to or reception from the first datalink transceiver station 114A unreliable.

In one embodiment, if the communications management system <NUM>, e.g. the datalink manager 208D, detects such disrupted communications, e.g. due to no acknowledgements for messages being received, then the communications management system <NUM> commands the transmitter 210B to alter its frequency of transmission from a frequency of the first communications link 114A to a frequency of the second communications link 114B. Further, the receiver 210A and communications management system <NUM> will begin utilizing data, e.g. messages, received through the second communications channel and the second communications link 114B. In another embodiment, the communications management system <NUM> then selects a new first channel and first communications link 114A to serve as a backup for the second channel and second communications link 114A which have become the primary channel and communications link.

In one embodiment, the multichannel transceiver <NUM> is used to establish at least two communications links <NUM> with at least two datalink transceiver stations, at least one datalink system <NUM>, and the vehicle traffic control center <NUM> and the vehicle operations center <NUM>. In this embodiment, messages are transmitted to and received from both the vehicle traffic control center <NUM> and the vehicle operations center <NUM> respectively over a first communications channel and the first communications link 112A, and a second channel and the second communications link 112B. Thus, the first datalink transceiver station 114A transmits and receives messages to and from the vehicle traffic control center <NUM> over the first channel and the first communications link 112A; the second datalink transceiver station 114B transmits and receives messages to and from the VOC <NUM> over the second channel and the second communications link 112B. In this embodiment, the receiver 210A simultaneous receives and processes messages received over the first communications link 112A and the second communications link 122B. The transmitter 210B transmits messages through the first communications link 112A and the second communications link 122B one communications link at a time. This approach has the benefit of reducing message congestion on each of the communications links, and effectively increasing communications bandwidth.

In one embodiment, the multichannel transceiver <NUM> receives information simultaneously from one or both of the vehicle traffic control center <NUM> and the vehicle operations center <NUM> over both the first communications link 112A and a first channel, and the second communications link 112B and the second channel. This approach also has the benefit of reducing message congestion, and effectively increasing communications bandwidth.

<FIG> illustrates another embodiment of a multichannel vehicle communications system <NUM>. The multichannel vehicle communications system <NUM> is configured to be able to simultaneously receive communications over two or more communications links. In one embodiment, the multichannel vehicle communications system <NUM> is also configured to transmit over a communications link while receiving over one or more other communications links.

The multichannel vehicle communications system <NUM> comprises a vehicle <NUM>, a datalink system <NUM>, a vehicle traffic control center (VTC) <NUM> (e.g. an air traffic control center), and a vehicle operations center (VOC) <NUM> (e.g. an airlines operations center). The vehicle <NUM> includes a communications management system <NUM> coupled to a multichannel transceiver <NUM>. The vehicle <NUM> is coupled the datalink system <NUM> by at least two communications links, e.g. a first communications link 312A and a second communications link 312B. Although, two communications links 312A and 312B are illustrated in <FIG> and described elsewhere herein, more than two communications links may be used. Each communications link may be a HF, VHF, satellite, cellular network, Wi-Fi, Wi-Max, an AeroMACs, and/or any other communications links.

The datalink system <NUM> includes at least two datalink transceiver stations (e.g. ground datalink transceiver station or ground transceiver station each of which forms a communications link between the vehicle <NUM> and a datalink network system. <FIG> illustrates one embodiment of a datalink system <NUM> including a first datalink transceiver station 314A and a second datalink transceiver station 314B each of which is respectively coupled to a first datalink network system 316A and a second datalink network system 316B. However, the datalink system <NUM> can include more than two pairs of datalink transceiver stations and datalink network systems. In another embodiment, each datalink transceiver station includes a radio transceiver configured to transmit and receive data from the vehicle <NUM>. In a further embodiment, each datalink network is a ground network which routes data to and from the vehicle <NUM> to the vehicle traffic control center <NUM> and/or the vehicle operations center <NUM>. Each datalink network includes one or more routers to facilitate the routing of such data.

In this embodiment, the receiver 210A is simultaneously coupled (a) through the first communications link 312A to the first datalink transceiver station 314A, the first datalink network system 316A, and the vehicle traffic control center <NUM>, and (b) through the second communications link 312B to the second datalink transceiver station 314B, the second datalink network system 316B, and the vehicle operations center <NUM>. In another embodiment, the transmitter 210B transmits on the frequenc(ies) of the first channel. Upon the first communications link 312A becoming disrupted, the communications management system <NUM> commands the multichannel transceiver <NUM> to re-establish another communications link via different frequenc(ies) for the first channel while continuously transmitting and receiving on the frequenc(ies) of the second channel.

<FIG> illustrates one embodiment of a method <NUM> for utilizing a multichannel transceiver to maintain communications with a vehicle traffic center and/or a vehicle operations center. To the extent that the embodiment of method <NUM> shown in <FIG> is described herein as being implemented in the systems shown in <FIG>, it is to be understood that other embodiments can be implemented in other ways. The blocks of the flow diagrams have been arranged in a generally sequential manner for ease of explanation; however, it is to be understood that this arrangement is merely exemplary, and it should be recognized that the processing associated with the methods (and the blocks shown in the Figures) can occur in a different order (for example, where at least some of the processing associated with the blocks is performed in parallel and/or in an event-driven manner).

In block <NUM>, select a primary receive channel and a primary transmit channel with a communications management system <NUM> of a multichannel transceiver <NUM> in a vehicle <NUM> that corresponds to a primary communications link coupling the vehicle <NUM> with a vehicle traffic control center <NUM> and/or a vehicle operations center <NUM> through a first datalink transceiver station 114A of at least one datalink system <NUM>. In one embodiment, the primary receive channel and the primary transmit channel may be the same channel and thus on the same frequenc(ies). In another embodiment, the primary receive channel and the primary transmit channel are different channels and are on different frequencies. In a further embodiment, the primary receive channel and the primary transmit channel are selected based upon the geographic location of the vehicle <NUM>; the signal strength of the signals on a channel received by the vehicle <NUM> from the at least one datalink network <NUM> and/or received by the at least one datalink network <NUM> from the vehicle <NUM>; operational cost of a relay network system; instructions received from a service provider, and/or any other factor, e.g. the factors described above with regards to the selection of the at least one datalink network system and the at least one datalink transceiver station. In block <NUM>, transmit and receive data, e.g. messages, between the vehicle <NUM> and the vehicle traffic control center <NUM> and/or the vehicle operations center <NUM> over the primary channel(s). In one embodiment, transmit and receive data using the multichannel transceiver <NUM>. In another embodiment, send messages in ACARS, ATN/OSI and/or ATN/IP formats.

In block <NUM>, scan, with the multichannel transceiver <NUM>, other receive channels searching from other viable communications links coupled to the vehicle traffic control center <NUM> and/or the vehicle operations center <NUM> that have better signal characteristics than the primary communications link. Viable communications links are communications links that can be used to facilitate communications with the vehicle traffic center <NUM> and/or the vehicle operations center <NUM>. In one embodiment, the signal characteristic is a signal to noise ratio (SNR) and/or a received signal strength indicator (RSSI).

Claim 1:
A method, comprising:
selecting, with a communications management system configured to be installed on a vehicle (<NUM>), at least one primary channel on a multichannel transceiver (<NUM>) configured to be installed in the vehicle;
at least one of transmitting and receiving, with the multichannel transceiver, data between the vehicle and a vehicle traffic control center (<NUM>) and/or a vehicle operations center (<NUM>) over the at least one primary channel (<NUM>);
searching, with the multichannel transceiver, for other viable communications links (<NUM>); and
selecting, with the communications management system, a new at least one primary channel (<NUM>) for the multichannel transceiver based upon the new at least one primary channel corresponding to a new communications link having a signal to noise ratio, SNR, below an SNR threshold level and/or a received signal strength indicator, RSSI, below an RSSI threshold level;
communicating, with the multichannel transceiver, over both the at least one primary channel and the new at least one primary channel, wherein the multichannel transceiver is configured to simultaneously receive data on the at least one primary channel and the new at least one primary channel.