Aircraft wireless network air anti-opening system and method

Abstract

The invention discloses an aircraft wireless network air anti-opening system and method. The system comprises a wireless communication module and a power supply control module. The signal output end of a first logic control circuit in the power supply control module is connected with the signal input end of a power supply output control circuit; the power output end of the power output control circuit is connected with the power input ends of the two power control circuits of the wireless communication module, the power output end of the first power control circuit is connected with the power input ends of the second logic control circuit and the radio frequency switch, and the signal output end of the second power control circuit is connected with the signal input end of the first power control circuit. The signal output end of the second logic control circuit is connected with the signal input end of the radio frequency switch; the signal input ends of the first logic control circuit and the second logic control circuit are connected with an undercarriage system and an avionics system; and the signal input end of the second power supply control circuit is connected with the undercarriage system and / or the avionics system. Wireless communication is automatically started or closed according to the environment, so that flight safety is guaranteed.

Description

Technical Field

[0001] The invention belongs to the field of aviation communications and relates to an aircraft wireless network air anti-opening system and method. Background Art

[0002] Wireless data communication has been widely used in all aspects of national life and production. It can effectively reduce the construction of infrastructure through wireless data transmission and directly realize point-to-point and long-distance transmission of wireless data. In industrial production and transportation industries, there are a large number of examples of using wireless data transmission. This transmission method is fast, low-cost, large-capacity, and has many benefits. Using wireless methods for data transmission has greatly improved production efficiency.

[0003] In the aviation field, the information system is one of the systems that can benefit from wireless data transmission. The information system is an important system responsible for recording flight information, checking aviation flight quality, and exchanging air-ground data. In recent years, with the continuous development of aviation technology and aviation concepts, the tasks borne by the system are no longer limited to recording flight data and exchanging air-ground data. Through post-flight analysis of flight quality data, information systems have a large number of applications in flight quality assurance, route file management, flight teaching and other fields. These fields require the information system to upload and analyze the flight quality data stored therein. Due to the particularity of the task, the wireless transmission of information system data requires that the aircraft should be on the ground to perform wireless data transmission.

[0004] Therefore, ensuring that the information system can effectively use the wireless data transmission function on the ground, and prohibiting the use of the wireless data transmission function in the air to ensure the safety of normal aircraft operations, is the key to the effective application of the information system.

[0005] However, it is not possible to simply prohibit the use of the wireless data transmission function in the information system. This is because the information system is generally designed to use intelligent control methods to facilitate the use of wireless data transmission functions. However, when the aircraft is flying in the air, in order not to affect the many radio equipment installed on the aircraft, including radio altimeters, satellite positioning systems, weather radars, etc., these devices are often very sensitive, and any possible radio interference will affect their work and endanger flight safety. It is precisely because of this that, for the sake of flight safety, the use of wireless Internet devices such as mobile phones in the air is prohibited on civil aviation routes. However, the ground information system needs to use the wireless data transmission function to meet the needs of downloading flight quality data or uploading airborne databases. Therefore, the wireless data transmission used in the aircraft often requires intelligent control to ensure that the aircraft is prohibited from using the wireless data transmission function in the air. Manual operation will increase the workload of the flight crew and is not convenient for the normal and convenient use of the wireless data transmission function.

[0006] First, intelligent control must ensure the real-time transmission of signals. Wireless data can only be transmitted from air to ground after the aircraft has landed. The probability of mis-transmission in the air must be less than 10 per hour. -9 , this is not only because of the provisions of the current aviation regulations. It is also because when the signal system fails while the aircraft is in the air, it is very easy to induce an airborne mis-transmission, and at this time the pilot is often at a critical moment of communicating with the outside world to save the aircraft. At this time, the mis-transmission of the signal may have disastrous consequences. Secondly, the reliability of signal transmission must be guaranteed. If the prohibition of transmission is set too strictly, it can certainly ensure safety, but too strict transmission conditions will make the equipment often unable to automatically transmit wireless data when needed, and such a result is unacceptable. Finally, the convenience of signal transmission must be guaranteed. If the pilot or ground staff needs to operate too much to remove the function of disabling wireless data transmission in the air, it goes against the original intention of reducing the workload of personnel with electromechanical automation. However, the existing intelligent control method cannot meet the above requirements. Summary of the invention

[0007] The purpose of the present invention is to overcome the shortcomings of the prior art and provide an aircraft wireless network air anti-opening system and method, which can automatically open or close the wireless communication according to the environment, and the probability of falsely starting the wireless transmission is less than 10 per hour. -9 times to ensure flight safety.

[0008] In order to achieve the above object, the present invention adopts the following technical solutions:

[0009] An aircraft wireless network air anti-opening system includes a wireless communication module and a power control module;

[0010] The power control module includes a first logic control circuit and a power output control circuit, and the signal output end of the first logic control circuit is connected to the signal input end of the power output control circuit; the wireless communication module includes a first power control circuit, a second power control circuit, a second logic control circuit and a radio frequency switch, the power output end of the power output control circuit is connected to the power input ends of the first power control circuit and the second power control circuit, the power output end of the first power control circuit is connected to the power input end of the second logic control circuit and the radio frequency switch, the signal output end of the second power control circuit is connected to the signal input end of the first power control circuit, and the signal output end of the second logic control circuit is connected to the signal input end of the radio frequency switch;

[0011] The signal input ends of the first logic control circuit and the second logic control circuit are both connected to the landing gear system and the avionics system, and the signal input end of the second power supply control circuit is connected to the landing gear system and / or the avionics system.

[0012] Preferably, the input end of the wireless communication module is connected to an information system.

[0013] Preferably, the first power supply control circuit adopts a 12V control circuit, which receives and outputs a 12V voltage.

[0014] Preferably, the second power supply control circuit adopts a 28V control circuit and outputs an enable signal.

[0015] A method for preventing an aircraft wireless network from being opened in the air comprises the following steps:

[0016] The landing gear system outputs a landing gear load signal, and the avionics system outputs an aircraft door switch signal. When the landing gear load signal is on the ground and the aircraft door switch signal is in an open state, the first logic control circuit controls the power output control circuit to start. When the landing gear load signal is in the air, or the aircraft door switch signal is in a closed state, no matter what state the other signal is in, the first logic control circuit controls the power output control circuit to close or remain closed.

[0017] After the power output control circuit is started, power is supplied to the first power control circuit and the second power control circuit. When the landing gear load signal is on the ground and / or the aircraft door switch signal is in the open state, the second power control circuit controls the first power control circuit to start. When the landing gear load signal is in the air or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the second power control circuit controls the first power control circuit to close or remain closed.

[0018] After the first power control circuit is started, power is supplied to the second logic control circuit and the RF switch. When the landing gear load signal is on the ground and the aircraft door switch signal is in the open state, the second logic control circuit controls the RF switch to start. When the landing gear load signal is in the air, or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the second logic control circuit controls the RF switch to close or remain closed.

[0019] Preferably, after the radio frequency switch is started, the information system is connected to the Internet, and when the radio frequency switch is turned off, the information system is always disconnected from the Internet.

[0020] Furthermore, after the information system is connected to the Internet, the wireless communication module sends the flight data of the information system to a designated address of the Internet.

[0021] Preferably, the power output control circuit provides 12V power to the first power control circuit.

[0022] Preferably, the power output control circuit provides 28V power to the second power control circuit.

[0023] Preferably, the landing gear load signal and the aircraft door switch signal are transmitted in discrete quantity form.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] The present invention can accurately judge the ground status of the aircraft and the operation status of the route. Only when the aircraft lands normally and stops at the parking position and opens the cabin door, will the transmission conditions of the control module be met and the timing of accessing the wireless network will be determined. When the aircraft is in the air, after triple insurance, the probability of the system mistakenly starting the wireless transmission is less than 10 per hour. -9 times to ensure flight safety. If the signal system fails, the door signal or landing gear signal fails, or the wireless communication module does not work, the aviation safety requirements can be met. At the same time, when the aircraft lands and the front cabin door is opened, it means that the aircraft route operation has ended, and there is no need to add operations outside the normal operating process, which meets the requirements of reliability and convenience. Through the use of the system described in this application, the information system ensures that it will be connected to the Internet for automatic data transmission after the route ends. It not only ensures flight safety, but also improves the operating efficiency of aircraft and airports, and can also reduce the workload of ground staff. It is extremely practical in the field of air transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a connection diagram of the aircraft wireless network air anti-opening system of the present invention. DETAILED DESCRIPTION

[0027] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0028] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which the present invention belongs. The terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. The term "and / or" used in this article includes any and all combinations of one or more related listed items. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0030] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0031] The disclosure below provides many different embodiments or examples to realize different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplicity and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the present invention provides various specific examples of processes and materials, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0032] like Figure 1 As shown, the aircraft wireless network air anti-opening system of the present invention comprises a wireless communication module and a power control module.

[0033] The power control module includes a first logic control circuit and a power output control circuit. The first logic control circuit is used to receive an input signal and make judgments based on the input signal to output different control signals. The signal output end of the first logic control circuit is connected to the signal input end of the power output control circuit. The first logic control circuit is used to control the start or shut down of the power output control circuit. When the first logic control circuit makes a judgment based on the input signal that it passes, the first logic control circuit sends a start control signal and the power output control circuit starts. When the first logic control circuit makes a judgment based on the input signal that it fails, the first logic control circuit sends a shut down control signal and the power output control circuit shuts down or remains shut down.

[0034] In this embodiment, the first logic control circuit connects the landing gear system and the avionics system, and inputs the landing gear load signal and the aircraft door switch signal into the first logic control circuit. When the landing gear load signal is on the ground and the aircraft door switch signal is in the open state, the first logic control circuit determines that the result is passed, the first logic control circuit sends a start control signal, and the power output control circuit starts. When the landing gear load signal is in the air, or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the first logic control circuit determines that the result is not passed according to the input signal, the first logic control circuit sends a close control signal, and the power output control circuit is closed or remains closed. The judgment process here is a first-level insurance.

[0035] The input end of the wireless communication module is connected to an information system. The information system is a system on civil aircraft used to perform functions such as data recording and wireless data transmission. Civil aircraft generally classify this system as ATA Chapter 46. The output end of the wireless communication module is connected to the Internet. The wireless communication module includes a 12V control circuit, a 28V control circuit, a second logic control circuit and a radio frequency switch.

[0036] In this embodiment, the first power supply control circuit adopts a 12V control circuit, receives and outputs a 12V voltage, and the second power supply control circuit adopts a 28V control circuit. The power input ends of the 12V control circuit and the 28V control circuit are both connected to the power output end of the power output control circuit. The power output control circuit is used to provide 12V power supply and 28V power supply to the 12V control circuit and the 28V control circuit respectively after receiving the start control signal sent by the first logic control circuit. The signal input end of the 28V control circuit is connected to the landing gear system and / or the avionics system, and the signal output end of the 28V control circuit is connected to the signal input end of the 12V control circuit.

[0037] The 28V control circuit is used to receive input signals and make judgments based on the input signals to output different control signals. The 28V control circuit is used to control the 12V control circuit to start or shut down. When the 28V control circuit makes a judgment based on the input signal that it passes, the 28V control circuit sends a start control signal and the 12V control circuit starts. When the 28V control circuit makes a judgment based on the input signal that it fails, the 28V control circuit sends a shutdown control signal and the 12V control circuit shuts down or remains shut down.

[0038] In this embodiment, the signal input end of the 28V control circuit is only connected to the landing gear system. When the landing gear load signal is on the ground, the 28V control circuit determines that the result is passed, the 28V control circuit sends a start control signal, and the 12V control circuit starts. When the landing gear load signal is in the air, the 28V control circuit determines that the result is not passed, the 28V control circuit sends a shutdown control signal, and the 12V control circuit is closed or remains closed. The judgment process here is a secondary insurance.

[0039] The power output end of the 12V control circuit is connected to the power input end of the second logic control circuit and the radio frequency switch. The 12V control circuit is used to provide 12V power to the second logic control circuit and the radio frequency switch after receiving the start control signal sent by the 28V control circuit.

[0040] The second logic control circuit is used to receive an input signal and make judgments based on the input signal to output different control signals. The signal output end of the second logic control circuit is connected to the signal input end of the RF switch. The second logic control circuit is used to control the RF switch to start or shut down. When the second logic control circuit makes a judgment based on the input signal that it passes, the second logic control circuit sends a start control signal to start the RF switch. When the second logic control circuit makes a judgment based on the input signal that it fails, the second logic control circuit sends a shutdown control signal to shut down or keep shutting down the RF switch.

[0041] In this embodiment, the second logic control circuit connects the landing gear system and the avionics system, and inputs the landing gear load signal and the aircraft door switch signal into the second logic control circuit. When the landing gear load signal is on the ground and the aircraft door switch signal is in the open state, the second logic control circuit determines that the result is passed, and the second logic control circuit sends a start control signal, and the radio frequency switch is started. When the landing gear load signal is in the air, or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the second logic control circuit determines that the result is not passed according to the input signal, and the second logic control circuit sends a close control signal, and the radio frequency switch is closed or remains closed. The judgment process here is a three-level insurance.

[0042] The wireless communication module can access the Internet, and the aircraft wireless network air anti-opening system controls the access conditions of the wireless communication module and the Internet through built-in logic; the wireless communication module and the power control module are both connected to the landing gear system and the avionics system, and the landing gear load signal and the aircraft door switch signal are connected to the above-mentioned wireless communication module and power control module; when the landing gear load signal is on the ground and the aircraft door switch signal is in the open state, the wireless communication module and the power control module control the wireless communication module to access the Internet through built-in logic judgment; when the landing gear load signal is in the air, or the aircraft door switch signal is in the closed state, the wireless communication module and the power control module control the wireless communication module to disconnect from the Internet through built-in logic judgment.

[0043] In the implementation, the landing gear load signal is derived from the landing gear load signal of the aircraft landing gear control system. The aircraft cabin door switch signal is derived from the switch signal of the aircraft cabin door control mechanism. The landing gear load signal includes the load signal of the front landing gear of the aircraft. The aircraft cabin door switch signal refers to the switch signal of the cabin door of the aircraft.

[0044] During implementation, the wireless communication module and power control module of the information system are connected to the load signal of the aircraft's front landing gear and the opening signal of the front cabin door. When the conditions that the front landing gear is loaded and on the ground and the front cabin door is open are met, the power control module provides 12V power supply and 28V power supply to the wireless communication module. After the 28V power supply of the wireless communication module is normal, it drives the 12V power supply to the logic control circuit and the radio frequency switch. After normal, the logic control circuit sends a control instruction to the radio frequency switch, allowing it to try to connect to the Internet. The wireless communication module has a wireless transmission function, which can send the flight data of the information system to a designated address on the Internet.

[0045] During implementation, a signal line is drawn from the control unit of the aircraft landing gear control system to indicate whether the landing gear is bearing weight in the form of discrete quantities. When the landing gear is bearing weight, the line is connected and the landing gear load signal is output. A signal line is drawn from the front cabin door of the aircraft to send the cabin door status signal to the avionics system, which is processed by the avionics system and forwarded to the information system to indicate whether the cabin door is open in the form of discrete quantities. When the cabin door is open, the line is connected and the cabin door opening signal is output. These two signal lines are connected to the power control module and wireless communication module of the information system. The power control module and the wireless communication module use built-in logic to make judgments. When the front landing gear load signal is connected and the front cabin door opening signal is connected, it is considered that the aircraft is in a safe state and the wireless communication module will not interfere with other devices. The wireless communication module allows the wireless communication module to access the Internet only when it is considered that the aircraft is safe, otherwise the wireless communication module is prohibited from accessing the Internet.

[0046] The aircraft is in the three stages of takeoff preparation, flight, and landing taxiing. The RF switch will continue to prohibit the wireless communication module from accessing the Internet. If the signal system fails, sending an erroneous landing gear load signal or door opening signal will not cause a logical error in the wireless communication module. This is because the failure probability of the power control module that supplies power to the wireless communication module is 3.3E -5 ; The probability of failure of the wireless communication module to supply power to the internal second logic control circuit and the RF switch is 5E -8 ; The failure probability of the wireless communication module allowing the RF switch to be turned on is 5E -5 In order to make the wireless communication module open by mistake and start working, the above three conditions must be met. This makes the probability of wireless communication module logic error caused by signal failure as low as 0.825E -16 per hour. This can ensure that the probability of false launch of the air system is no more than 10 -9 Hourly requirements.

[0047] In actual use, this method has been proven to be effective and reliable, enabling the information system to stably connect to the wireless network for data upload and download after the flight, and also ensuring flight safety.

[0048] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0049] It should be understood that the above description is for illustration and not for limitation. Many embodiments and many applications beyond the examples provided will be apparent to those skilled in the art upon reading the above description. Therefore, the scope of the present teachings should not be determined with reference to the above description, but rather with reference to the foregoing claims and the full scope of equivalents to which such claims are entitled. For the purpose of comprehensiveness, all articles and references, including disclosures of patent applications and publications, are incorporated herein by reference. The omission of any aspect of the subject matter disclosed herein in the foregoing claims is not intended to be a waiver of such subject matter, nor should it be considered that the applicant has not considered such subject matter to be part of the disclosed inventive subject matter.

Claims

1. An aircraft wireless network air anti-opening system, characterized in that: including a wireless communication module and a power control module; The power control module includes a first logic control circuit and a power output control circuit, and the signal output end of the first logic control circuit is connected to the signal input end of the power output control circuit; the wireless communication module includes a first power control circuit, a second power control circuit, a second logic control circuit and a radio frequency switch, the power output end of the power output control circuit is connected to the power input ends of the first power control circuit and the second power control circuit, the power output end of the first power control circuit is connected to the power input end of the second logic control circuit and the radio frequency switch, the signal output end of the second power control circuit is connected to the signal input end of the first power control circuit, and the signal output end of the second logic control circuit is connected to the signal input end of the radio frequency switch; The signal input ends of the first logic control circuit and the second logic control circuit are both connected to the landing gear system and the avionics system, and the signal input end of the second power supply control circuit is connected to the landing gear system and / or the avionics system.

2. The aircraft wireless network air anti-opening system according to claim 1, characterized in that: The input end of the wireless communication module is connected with an information system.

3. The aircraft wireless network air anti-opening system according to claim 1, characterized in that: The first power supply control circuit adopts a 12V control circuit, which receives and outputs a 12V voltage.

4. The aircraft wireless network air anti-opening system according to claim 1, characterized in that: The second power supply control circuit adopts a 28V control circuit and outputs an enable signal.

5. A method for preventing an aircraft wireless network from being opened in the air based on the system described in any one of claims 1 to 4, characterized in that: The process includes: The landing gear system outputs a landing gear load signal, and the avionics system outputs an aircraft door switch signal. When the landing gear load signal is on the ground and the aircraft door switch signal is in an open state, the first logic control circuit controls the power output control circuit to start. When the landing gear load signal is in the air, or the aircraft door switch signal is in a closed state, no matter what state the other signal is in, the first logic control circuit controls the power output control circuit to close or remain closed. After the power output control circuit is started, power is supplied to the first power control circuit and the second power control circuit. When the landing gear load signal is on the ground and / or the aircraft door switch signal is in the open state, the second power control circuit controls the first power control circuit to start. When the landing gear load signal is in the air or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the second power control circuit controls the first power control circuit to close or remain closed. After the first power control circuit is started, power is supplied to the second logic control circuit and the RF switch. When the landing gear load signal is on the ground and the aircraft door switch signal is in the open state, the second logic control circuit controls the RF switch to start. When the landing gear load signal is in the air, or the aircraft door switch signal is in the closed state, no matter what state the other signal is in, the second logic control circuit controls the RF switch to close or remain closed.

6. The method for preventing an aircraft wireless network from being opened in the air according to claim 5, characterized in that: When the radio frequency switch is activated, the information system is connected to the Internet. When the radio frequency switch is turned off, the information system is always disconnected from the Internet.

7. The method for preventing an aircraft wireless network from being opened in the air according to claim 6, characterized in that: After the information system is connected to the Internet, the wireless communication module sends the flight data of the information system to a designated address of the Internet.

8. The method for preventing an aircraft wireless network from being opened in the air according to claim 5, characterized in that: The power output control circuit provides 12V power to the first power control circuit.

9. The method for preventing an aircraft wireless network from being opened in the air according to claim 5, characterized in that: The power output control circuit provides 28V power to the second power control circuit.

10. The method for preventing an aircraft wireless network from being opened in the air according to claim 5, characterized in that: The landing gear load signal and aircraft door switch signal are transmitted in discrete quantity form.

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