Aircraft data transmission method and system based on security network

Abstract

The invention relates to an aircraft data transmission method and system based on a security network. The method comprises: receiving data from an airborne device via an avionics network, where the data is unidirectionally received via the avionics network over an interactive network bus, and where the unidirectional receiving is effected by the information system configuring an interactive network port as a receiving port; an acknowledgement message or a negative acknowledgement message of the data is transmitted to the onboard device via a peer-to-peer bus.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of aviation, and particularly to a method and system for aircraft health management parameter transmission based on a secure network. BACKGROUND

[0002] Aviation safety is an eternal issue of aircraft. With the rapid development of civil aviation technology, the massiveness of important parameter data in aircraft, the diversity of data security levels, and the difference of transmission interfaces are rapidly growing, which puts higher performance requirements on the safety and reliability of air-ground data transmission. Based on the traditional HF / VHF (high frequency / very high frequency) narrowband air-ground transmission system and the ARINC429 digital transmission bus architecture, the requirements of aircraft health monitoring and management cannot be met.

[0003] At present, there is no important aircraft parameter big data air-ground transmission system and device based on a general bus, and there is a lack of important aircraft parameter big data air-ground transmission system based on a general bus.

[0004] The present disclosure is improved in view of, but not limited to, the above factors. SUMMARY

[0005] To this end, the present disclosure proposes an air-ground integrated data communication network to realize fast, reliable, and efficient information services end to end. The present disclosure provides a method and system for aircraft data transmission based on a secure network, which not only increases the amount of real-time collected data, but also guarantees the security of data transmission, thereby making up for the defects of QAR and ACARS in collecting and transmitting data.

[0006] According to a first aspect of the present disclosure, a method for aircraft data transmission based on a secure network performed by an information system is provided, comprising: receiving data from an onboard device via an avionics network, wherein the data is received unidirectionally via the avionics network through an interactive network bus, and wherein the unidirectional reception is achieved by configuring an interactive network port of the information system as a receiving port; transmitting an acknowledgement message or a negative acknowledgement message of the data to the onboard device via a point-to-point bus.

[0007] According to an embodiment, the method further comprises receiving a data transmission request from the onboard device via the avionics network, and transmitting an acknowledgement of the data transmission request to the onboard device via the point-to-point bus.

[0008] According to another embodiment, the data and the data transmission request are received via a message comprising a packet length field for indicating the length of the message in bytes, a packet sequence number field for indicating the sequence number of the message, a packet type field for indicating whether the message is a data message or a transmission request message, a data location field for indicating the location where the data comprised in the message is to be stored, a file name field for indicating the file name where the data comprised in the message is to be stored, a check bit field for detecting whether an error occurred during data transmission, and a data area field for accommodating the data to be transmitted.

[0009] According to yet another embodiment, the packet length field occupies two bytes, the packet sequence number field occupies two bytes, the packet type field occupies one byte, the data location field occupies two bytes, the file name field occupies four bytes, and the check bit field occupies two bytes.

[0010] According to yet another embodiment, the acknowledgement message comprises a check bit field for detecting whether an error occurred during data transmission, an SSM field for indicating the data status, a packet sequence number field for indicating the sequence number of the acknowledged message, a message type field for indicating that the message is an acknowledgement message, a message address field and a message tag field for jointly indicating the destination airborne device of the acknowledgement message.

[0011] According to yet another embodiment, the acknowledgement message further comprises a reserved bit field, and wherein the check bit field occupies one bit, the SSM field occupies two bits, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, the message tag field occupies eight bits, and the reserved bit field occupies one bit.

[0012] According to yet another embodiment, the negative acknowledgement message comprises a first message and a second message, wherein the first message comprises the following fields: a parity field for detecting whether an error occurred during data transmission, a SSM field for indicating a data status, a packet sequence number field for indicating a sequence number of the message being negatively acknowledged, a message type field for indicating whether the message is a negative acknowledgement message, a message address field and a message tag field for jointly indicating a destination airborne device of the first message, and a reserved bit field, and wherein the second message comprises the following fields: a parity field for detecting whether an error occurred during data transmission, a SSM field for indicating a data status, a reserved bit field, an error code field for indicating an error type of the message being negatively acknowledged, a message type field for indicating whether the message is a negative acknowledgement message, a message address field and a message tag field for jointly indicating a destination airborne device of the second message.

[0013] According to yet another embodiment, for the first message: the parity field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies one bit, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits; and for the second message: the parity field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies fourteen bits, the error code field occupies three bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits.

[0014] According to yet another embodiment, the method further comprises storing the received data in a file server module of the information system.

[0015] According to yet another embodiment, the method further comprises transmitting the received data to a ground system via a space-to-ground link at predetermined intervals.

[0016] According to yet another embodiment, the space-to-ground link comprises a 5G ATG network and / or a space-to-ground broadband satellite link.

[0017] According to a second aspect of the disclosure, there is provided a method of secure network based aircraft data transmission performed by an on-board device, comprising: transmitting data of the on-board device to an information system via an avionics network, wherein the data is unidirectionally transmitted to the information system via the avionics network by an interactive network bus; receiving an acknowledgement message or a negative acknowledgement message of the data from the information system via a point-to-point bus.

[0018] According to an embodiment, the method further comprises transmitting a data transmission request to the information system via the avionics network, and receiving an acknowledgement of the data transmission request from the information system via the point-to-point bus.

[0019] According to a third aspect of the disclosure, there is provided a secure network based aircraft data transmission system, comprising: one or more on-board devices, each of the one or more on-board devices being adapted to perform the method according to the second aspect of the disclosure; an information system, the information system being adapted to perform the method according to the first aspect of the disclosure.

[0020] According to a fourth aspect of the disclosure, there is provided an aircraft, comprising the system according to the third aspect of the disclosure.

[0021] Aspects generally include methods, apparatus, systems, computer program products, and processing systems, as substantially described herein with reference to and as illustrated by the accompanying drawings.

[0022] The foregoing has outlined rather broadly the features and technical advantages of examples according to the disclosure in order that the detailed description can be better understood. Additional features and advantages will be described hereinafter. The disclosed conception and specific examples can be readily utilized as bases for modifying or designing other structures for carrying out the same purposes of the present disclosure. Such equivalent constructions are not to be regarded as a departure from the scope of the appended claims. The illustrative examples disclosed herein are not meant to be limiting but merely to be illustrative and to provide a clearer explanation of the principles of the present disclosure. The features, benefits and advantages of the concepts disclosed herein will be apparent in view of the teachings provided herein. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order that the above-recited features and advantages of the above- stated aspects of the present disclosure can be understood in detail, a more particular description can be had of the aspects, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only some typical aspects of this disclosure and are therefore not to be considered limiting of its scope, for the description can admit to other equally effective aspects. Like reference numerals in the various drawings can designate the same or similar elements.

[0024] Figure 1A schematic diagram of a secure network based aircraft data transmission method performed by an information system according to an example embodiment of the present disclosure is shown;

[0025] Figure 2 A schematic diagram of a secure network based aircraft data transmission method performed by an onboard device according to an example embodiment of the present disclosure is shown;

[0026] Figure 3 A schematic diagram of an aircraft according to an example embodiment of the present disclosure is shown;

[0027] Figure 4 A schematic diagram of an aircraft according to an example embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0028] The inventors have realized that important parameters of an aircraft, such as health management parameters, are currently transmitted to the ground mainly in two ways, one is first sent to an onboard QAR (Quick Access Recorder), and then transmitted to the ground system after the aircraft lands; the other is downlink through an ACARS (Aircraft Communications Addressing and Reporting System) data link, in which a time node can be set, such as a transmission time interval can be small (for example, 2 seconds) or long (for example, 2 hours).

[0029] However, these ways have several problems, for example, the real-time performance of transmitting aircraft parameters through QAR is poor, and only specific data collection is limited, such as engine parameter files cannot be transmitted; the types of ACARS data are very limited and the transmission cost is high, so only some specific parameters can be provided to the ground; ACARS data is collected in the form of snapshots, only a few state points in the flight process can be selected, and the data sample is very small. The above problems are not conducive to the long-term health monitoring and management requirements of the aircraft.

[0030] In order to improve the real-time health monitoring and management level of the aircraft, reduce the operating cost, and facilitate the improvement of aircraft troubleshooting efficiency and fault prediction ability, the present disclosure proposes an air-ground integrated data communication network to realize fast, reliable and efficient information service end to end. The present disclosure provides a secure network based aircraft data transmission method and system, which not only can increase the amount of real-time collected data, but also can guarantee the security of data transmission, thereby making up for the defects of QAR and ACARS data collection and transmission.

[0031] In the method and system of the present disclosure, in different operating scenarios and flight mission phases, each airborne system and device sends data that affect the safety and health status of the aircraft to the avionics network through the common bus, and the information system (IS) collects these data in real time through the customized interactive network bus and stores them in the file server module (FSM) of the information system, and sends the acknowledgement (ACK) or negative acknowledgement (NAK) signal through the point-to-point transmission mode. By setting the time node, the data in the file server module of the information system are packaged and sent to the ground system through the air-ground link to realize data transmission in the air. For this purpose, the method and system of the present disclosure also design the message format between the avionics network and the information system to realize the above communication process.

[0032] The detailed description set forth below, in connection with the appended drawings, is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein can be practiced. The detailed description includes specific details for the purpose of providing a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details.

[0033] Reference Figure 1 which shows a schematic diagram of a safety network based aircraft data transmission method 100 performed by an information system according to an example embodiment of the present disclosure.

[0034] As shown, the method 100 can include, at block 110, receiving data from airborne devices via an avionics network.

[0035] In an embodiment of the present disclosure, the data from the airborne devices can be data that affect the safety and health status of the aircraft, important parameters, and the like, which can be used to monitor aircraft failures, the health status of each airborne device, and the like. In this embodiment, the data from the airborne devices are working status data that are more abundant than flight status values such as flight altitude, speed, heading, engine temperature and pressure, and parameter values such as meteorological conditions (e.g. temperature, humidity, wind speed), and are usually of the order of magnitude of at least tens of megabytes (e.g. engine files from the engine). Considering that the current ACARS system uses VHF frequency band for communication, the transmission rate is fixed at 2400 bps, which limited rate makes the ACARS system unable to be used to transmit the data from the airborne devices that affect the safety and health status of the aircraft of the present disclosure.

[0036] In yet another embodiment of the present disclosure, the data from the on-board devices is unidirectionally received via the avionics network through the interactive network bus. In this embodiment, the "unidirectional reception" is achieved by configuring the interactive network port as a receive-only port by the information system, which enables the information system to only receive data from the avionics network through the interactive network port, but not send data to the avionics network. In this way, by customizing the interactive network, the method of the present disclosure customizes the originally bidirectional transmission protocol into a unidirectional transmission, where the data from the on-board systems and on-board devices can only be unidirectionally sent to the information system through the avionics network, and the information system and external network data cannot enter the avionics network, thereby ensuring the security of the avionics network.

[0037] With continued reference to Figure 1 , the method 100 can include transmitting an acknowledgement message or a negative acknowledgement message for the data to the on-board device via the point-to-point bus at block 120. In an embodiment of the present disclosure, when the information system correctly receives the data from the on-board device, it returns an acknowledgement message to the on-board device, otherwise it returns a negative acknowledgement message to the on-board device. In this embodiment, the acknowledgement message or the negative acknowledgement message is transmitted via the point-to-point bus, rather than via the avionics network. In this way, the method of the present disclosure ensures that the avionics network is only used to unidirectionally forward the data from the on-board systems and on-board devices to the information system, and the information system and external network data cannot enter the avionics network, thereby further ensuring the security of the avionics network.

[0038] In yet another embodiment of the present disclosure, before receiving the data from the on-board device via the avionics network, the method 100 can also optionally include receiving a data transmission request from the on-board device via the avionics network, and transmitting an acknowledgement for the data transmission request to the on-board device via the point-to-point bus. In this way, the information system can first confirm the data transmission request from the on-board device, and then receive the data transmitted by the on-board device.

[0039] In yet another embodiment of the present disclosure, to achieve the above-mentioned communication between the on-board devices and the information system, the message format as shown in Table 1 below is defined:

[0040]

[0041] Table 1

[0042] In this embodiment, the data from the on-board devices and the data transmission request are all transmitted and received through the above-mentioned format of messages.

[0043] As shown in Table 1, the defined message format includes a packet length field for indicating the length of the message in bytes, a packet sequence number field for indicating the sequence number of the message, a packet type field for indicating whether the message is a data message or a send request message, a data location field for indicating the location where the data included in the message is to be stored, a file name field for indicating the file name where the data included in the message is to be stored, a check bit field for detecting whether an error occurs in the data transmission process, and a data area field for accommodating the data to be transmitted. In this embodiment, the values of the data location field and / or the file name field in the message from the onboard device can be used by the avionics network as an indication of the destination address for forwarding the message to the information system.

[0044] In the specific example shown in Table 1, the packet length field occupies two bytes, the packet sequence number field occupies two bytes, the packet type field occupies one byte, the data location field occupies two bytes, the file name field occupies four bytes, and the check bit field occupies two bytes. It will be appreciated that the number of bytes N occupied by the data area is the value of the packet length field minus the number of bytes occupied by all other fields excluding the data area field.

[0045] It will also be appreciated that the message format shown in Table 1 is merely shown as an example, and the format of the communication messages between the onboard device and the information system can be in any other suitable form, and the fields can occupy other lengths. For example, the packet type field can occupy half a byte, the check bit field can occupy one half byte, etc.; the message can also not include a message type field, but the value of the packet length field can be used to determine whether the message is a data send request message or a data message, for example, the packet length of a data send request message can be small due to the absence of data in the data area, which can be used to determine that the message is a data send request message; and the like, which will not be described here in detail.

[0046] In yet another embodiment of the present disclosure, in order to implement the above communication between the onboard device and the information system, an acknowledgement message format as shown in Table 2 below is also defined:

[0047]

[0048] Table 2

[0049] In this embodiment, the acknowledgement message is transmitted and received through the message in the above format.

[0050] As shown in Table 2, the defined acknowledgement message format includes a parity bit field for detecting whether an error has occurred in the data transmission process, an SSM (sign state matrix) field for indicating the data state, a packet sequence number field for indicating the sequence number of the acknowledged message, a message type field for indicating that the message is an acknowledgement message, a message address field and a message tag field for jointly indicating the destination airborne device of the acknowledgement message. In this embodiment, the data state indicated by the SSM field represents whether the data itself in the corresponding message is invalid (as opposed to an error occurring in the data during transmission, which is indicated by the parity bit).

[0051] It can be seen that, in the specific example shown in Table 2, the acknowledgement message further includes a reserved bit field, and wherein the parity bit field occupies one bit, the SSM field occupies two bits, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, the message tag field occupies eight bits, and the reserved bit field occupies one bit.

[0052] It will be appreciated that the acknowledgement message format shown in Table 2 is merely shown as an example, and the format of the acknowledgement message between the airborne device and the information system can be any other suitable form, and the fields can occupy other lengths. For example, the message address and message tag fields can be combined into a destination field; the message address field can occupy more bits; and the like, which will not be described here again.

[0053] In yet another embodiment of the present disclosure, in order to implement the above communication between the airborne device and the information system, a negative acknowledgement message format as shown in Tables 3-4 below is also defined:

[0054]

[0055] Table 3

[0056]

[0057] Table 4

[0058] In this embodiment, the negative acknowledgement message is transmitted and received by the first format message shown in Table 3 above and the second format message shown in Table 4. Thus, the negative acknowledgement message can include a first message of the first format (e.g., shown in Table 3) and a second message of the second format (e.g., shown in Table 4).

[0059] As shown in Table 3, the defined first format of the negative acknowledgement message includes a parity bit field for detecting whether an error has occurred during data transmission, an SSM field for indicating a data status, a packet sequence number field for indicating a sequence number of the message being negatively acknowledged, a message type field for indicating whether the message is a negative acknowledgement message, a message address field and a message tag field for collectively indicating a destination airborne device of the first message, and a reserved bit field.

[0060] As shown in Table 4, the defined second format of the negative acknowledgement message includes a parity bit field for detecting whether an error has occurred during data transmission, an SSM field for indicating a data status, a reserved bit field, an error code field for indicating an error type of the message being negatively acknowledged, a message type field for indicating whether the message is a negative acknowledgement message, a message address field and a message tag field for collectively indicating a destination airborne device of the second message. For example, different values of the error code field can be used to indicate a timeout, a parity error, a disk shortage, etc.

[0061] It can be seen that in the specific example shown in Table 3, in the defined first format of the negative acknowledgement message: the parity bit field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies one bit, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits. In the specific example shown in Table 4, in the defined second format of the negative acknowledgement message: the parity bit field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies fourteen bits, the error code field occupies three bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits.

[0062] It will be appreciated that the formats of the negative acknowledgement messages shown in Tables 3 and 4 are merely shown as examples, and the format of the negative acknowledgement message between the airborne device and the information system can be any other suitable form, and the fields can occupy other lengths. For example, the message address and message tag fields can be combined into a destination field; the message address field can occupy more bits; and the like, which will not be described herein again.

[0063] In yet another embodiment of the present disclosure, the method 100 can further include storing the received data in the information system file server module, and transmitting the received data to the ground system through the air-to-ground link every predetermined time. In this way, the method of the present disclosure can enable the ground system to timely analyze the data affecting the safety and health status of the aircraft, ensuring real-time monitoring and health assessment of the operational status of the aircraft.

[0064] In alternative embodiments, the method 100 can further transmit the received data to the ground system through the air-to-ground link every time new data is received from the onboard device.

[0065] In these embodiments, the air-to-ground link can include a 5G ATG (5G Air to Ground) network and / or an air-to-ground broadband satellite link. The bandwidth of these communication links is high enough to be used to transmit a large amount of data in the present disclosure.

[0066] In yet another embodiment of the present disclosure, transmitting an acknowledgment message for the data to the onboard device via the point-to-point bus can include an accumulated acknowledgment mechanism, i.e., a single acknowledgment for multiple consecutive data packets, to reduce the number of acknowledgment messages that need to be transmitted, reducing network overhead.

[0067] In still further embodiments of the present disclosure, the method 100 can further include determining whether the current data transmission ends according to the size of the received message. For example, when the onboard device starts sending data, the value of the packet length field in the message it sends will be the maximum length and the data area field will be full of data. In most cases, the data to be sent by the onboard device will not be an exact multiple of the maximum message length, so that the value of the packet length field of the last message will not be the maximum length, so that the information system can determine through this field that this message is the last message in the current data reception.

[0068] In the case where the data to be sent by the onboard device is an exact multiple of the maximum message length, i.e., the value of the packet length field of the last message is also the maximum length, the information system can determine that this message is the last message in the current data reception through a timeout mechanism. For example, if the information system does not receive a new message from the onboard device within a predetermined duration (also referred to as timeout time) after receiving the message, it can be determined that the current data reception is over.

[0069] Of course, any other suitable means can also be used to notify the information system that the data transmission is over. For example, the packet sequence number field can take a specific value (e.g., all 0s), which can indicate to the information system that this data packet (message) is the last one; and the like, which will not be described here.

[0070] Reference Figure 2FIG. 1, which shows a schematic diagram of a secure network-based aircraft data transmission method 200 performed by an onboard device, according to an example embodiment of the present disclosure.

[0071] As shown, method 200 can include sending, at block 210, data of the onboard device to the information system via the avionics network. In an example of the present disclosure, the data of the onboard device is unidirectionally sent to the information system via the avionics network through the interactive network bus. In this example, the "unidirectional sending" is achieved by having the information system configure its interactive network port as a receiving port, which allows the information system to only receive data from the avionics network through the interactive network port, but not send data to the avionics network.

[0072] With continued reference to Figure 2 , method 200 can include receiving, at block 220, an acknowledgement message or a negative acknowledgement message from the information system for the data via the point-to-point bus. In an embodiment of the present disclosure, when the information system correctly receives the data from the onboard device, the onboard device will receive an acknowledgement message from the information system, otherwise it will receive a negative acknowledgement message from the information system. In this embodiment, the acknowledgement message or the negative acknowledgement message is transmitted via the point-to-point bus, rather than via the avionics network.

[0073] In yet another embodiment of the present disclosure, before the onboard device sends the data via the avionics network, method 200 can also optionally include sending a data sending request to the information system via the avionics network, and receiving an acknowledgement for the data sending request from the information system via the point-to-point bus. In this way, the onboard device can only start sending the data after receiving the acknowledgement for the data sending request from the information system.

[0074] In yet another embodiment of the present disclosure, to achieve the above-mentioned communication between the onboard device and the information system, message formats as shown in Tables 1-4 above are defined. The definitions of the various fields of these formatted messages are as described above in connection with Tables 1-4, and will not be repeated here.

[0075] With reference to Figure 3 , which shows a schematic diagram of a secure network-based aircraft data transmission system 300, according to an example embodiment of the present disclosure.

[0076] As shown, system 300 can include an onboard device 301 and an information system 303. In an embodiment of the present disclosure, onboard device 301 can be adapted to perform the secure network-based aircraft data transmission method of the present disclosure (such as method 200 shown and described in connection with Figure 2 , and information system 303 can be adapted to perform the secure network-based aircraft data transmission method of the present disclosure (such as method 200 shown and described in connection with Figure 1The method 100) is shown and described. Thereby, the onboard device 301 and the information system 303 can communicate with each other, as indicated by the arrows in Figure 3

[0077] It will be appreciated that although only a single onboard device 301 is shown in Figure 3 , this is merely for the sake of simplicity and example, the system 300 can include multiple onboard devices, which will not be described again here.

[0078] In yet another embodiment of the present disclosure, the system 300 can also include a ground system (not shown in Figure 3 ). In this embodiment, the information system 303 can also be adapted to store the received data in the information system file server module, and transmit the received data to the ground system through the air-ground link every predetermined time. In this way, the system 300 can enable the ground system to analyze the data affecting the safety and health status of the aircraft in time, ensuring real-time monitoring and health assessment of the operating status of the aircraft. In this embodiment, the air-ground link can include a 5G ATG (5G Air to Ground, 5G air-ground communication) network and / or an air-ground broadband satellite link. The bandwidth of these communication links is high enough to be used to transmit a large amount of data in the present disclosure.

[0079] Referring to Figure 4 , a schematic diagram of an aircraft 400 is shown according to an example embodiment of the present disclosure. In an embodiment of the present disclosure, the aircraft 400 can include a safety network-based aircraft data transmission system according to the embodiments of the present disclosure, such as the system 300 described in conjunction with Figure 3 .

[0080] Thereby, in the method and system of the present disclosure, the aircraft various onboard systems and devices output data such as important parameters affecting the safety and health status of the aircraft to the avionics network through the general bus; the information system transmits data with the avionics network through the interactive network and the point-to-point transmission bus, wherein the information system configures the interactive network port as a receiving port, which can only receive data from the avionics network, but cannot send data to the avionics network, and the information system feeds back ACK or NAK to the onboard systems and devices through the point-to-point transmission bus after receiving the data. The information system stores the received data (from the interactive network port under the constraint of the port configuration file) to the FSM. This data collection process is carried out in real time with the operation of the aircraft. In the information system file import and export software configuration file, it is specified that every predetermined time (for example, several minutes), the received data can be packaged and downloaded to the ground system in real time by means of the 5G ATG network (or the air-ground broadband satellite link).

[0081] ​In the method and system of the present disclosure, the data transmission message format and transmission protocol are defined: the interactive network is used when sending data to the information system via the avionics network, and the point-to-point bus is used when the information system sends the acknowledgement / negative acknowledgement to the airborne equipment. This achieves safe and reliable aircraft data transmission, because the transmission channel combining the specially configured interactive network (one-way) and the point-to-point transmission bus has high security. In this way, the information system is used as a medium for aircraft data acquisition and air-ground transmission, and the one-way transmission interactive network configuration breaks through the security barrier of the front cabin data, ensuring that non-safe data is not introduced, and ensuring communication security.

[0082] The above detailed description includes references to the accompanying drawings, which form a part of the detailed description. The drawings show, by way of illustration, specific embodiments that can be practiced. These embodiments are also referred to as "examples." Such examples can include elements in addition to those shown or described. However, the examples also contemplate examples that do not include, among other elements, those shown or described. Moreover, the examples also contemplate examples using any combination or permutation of the elements shown or described, or any other elements.

[0083] In the appended claims, the terms "including," "containing," and "comprising," and the like, are meant to be broad terms in an inclusive sense. That is, when the specification states that a system, device, article, or process "includes" or "comprises" one or more elements, the specification also contemplates that the system, device, article, or process can include or comprise additional elements not expressly stated. Moreover, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to impose numerical or sequential order upon their objects.

[0084] In addition, the order in which the operations are illustrated in the specification is exemplary. In alternative embodiments, the operations can be performed in different order, or combined with one another, or split into multiple operations.

[0085] The above description is intended to be illustrative, and not restrictive. For example, the above-described examples (or one or more aspects thereof) can be used in combination with other examples. Other embodiments can be used, such as by one of ordinary skill in the art upon reviewing the above description. The Abstract allows a reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Also, in the above Detailed Description, various features can be grouped together or described in a single embodiment for the purpose of streamlining the disclosure. This disclosure is not to be interpreted in determining the scope of the claims. Rather, the claims are to take their broadest scope in accordance with the requirements of the law, and to this end, the claims are drafted using the broadest language possible. Furthermore, the use of the terms "a," "an," "the," etc. and "comprises," "comprising," "has," "having," "includes," "including," "contains," "containing," "consists," "consisting," "consists essentially," "consisting essentially of," "provides," "providing," "may," "might," "could," "would," "should," "can," "can," "like" (and the derivatives thereof), "having" (and the derivatives thereof), and "including" (and the derivatives thereof) are open-ended transitions used to introduce one or more non-exclusive features, and should not be construed as "consisting only of" or "consisting essentially of" the listed features. It is intended that each of the claims is understood not to be a disclaimer of additional claim elements.

Claims

1. A method for transmitting aircraft data based on a secure network, executed by an information system, comprising: Data is received from airborne equipment via an avionics network, wherein the data is received unidirectionally via the avionics network through an interactive network bus, and wherein the unidirectional reception is achieved by the information system configuring the interactive network port as a receiving port; The system transmits a confirmation message or a denial message of receipt of the data to the airborne equipment via a point-to-point bus.

2. The method according to claim 1, characterized in that, It also includes receiving data transmission requests from the airborne equipment via the avionics network, and transmitting confirmation of receipt of the data transmission requests to the airborne equipment via the point-to-point bus.

3. The method according to claim 1 or 2, characterized in that, The data and the data sending request are received via a message that includes the following fields: A packet length field, wherein the packet length field is used to indicate the length of the message in bytes; A packet sequence number field, wherein the packet sequence number field is used to indicate the sequence number of the message; A packet type field, which indicates whether the message is a data message or a send request message; A data location field, which indicates the location where the data included in the message is to be stored; A filename field, which indicates the filename to which the data included in the message is to be stored; A check bit field, which is used to detect whether an error has occurred during data transmission; A data area field, which is used to hold the data to be transmitted.

4. The method according to claim 3, characterized in that, The packet length field occupies two bytes, the packet sequence number field occupies two bytes, the packet type field occupies one byte, the data location field occupies two bytes, the file name field occupies four bytes, and the checksum field occupies two bytes.

5. The method according to claim 1 or 2, characterized in that, The confirmation message includes the following fields: A check bit field, which is used to detect whether an error has occurred during data transmission; The SSM field is used to indicate the data status. The packet sequence number field is used to indicate the sequence number of the received message; A message type field, which indicates whether the message is a confirmed message; The message address field and the message tag field are used together to indicate the destination airborne equipment of the received message.

6. The method according to claim 5, characterized in that, The confirmed message also includes a reserved bit field, wherein the check bit field occupies one bit, the SSM field occupies two bits, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, the message tag field occupies eight bits, and the reserved bit field occupies one bit.

7. The method according to claim 1 or 2, characterized in that, The negative confirmation message includes a first message and a second message. The first message includes the following fields: A check bit field, which is used to detect whether an error has occurred during data transmission; The SSM field is used to indicate the data status. The packet sequence number field is used to indicate the sequence number of the message that was denied receipt; A message type field, which indicates whether the message is a confirmed or denied message; The message address field and the message tag field, together, are used to indicate the destination airborne equipment of the first message. Reserved bit field, And the second message mentioned therein includes the following fields: A check bit field, which is used to detect whether an error has occurred during data transmission; The SSM field is used to indicate the data status. Reserved bit field, An error code field, which indicates the error type of the message that was denied acceptance; A message type field, which indicates whether the message is a confirmed or denied message; The message address field and the message tag field are used together to indicate the destination airborne equipment of the second message.

8. The method according to claim 7, characterized in that, Regarding the first message: The checksum field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies one bit, the packet sequence number field occupies sixteen bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits; and Regarding the second message: The checksum field occupies one bit, the SSM field occupies two bits, the reserved bit field occupies fourteen bits, the error code field occupies three bits, the message type field occupies two bits, the message address field occupies two bits, and the message tag field occupies eight bits.

9. The method according to claim 1 or 2, characterized in that, It also includes storing the received data in the file server module of the information system.

10. The method according to claim 9, characterized in that, It also includes transmitting the received data to the ground system via an air-to-ground link at predetermined intervals.

11. The method according to claim 10, characterized in that, The air-to-ground link includes a 5G ATG network and / or an air-to-ground broadband satellite link.

12. A method for transmitting aircraft data based on a secure network, performed by airborne equipment, comprising: Data from the airborne equipment is transmitted to the information system via the avionics network, wherein the data is transmitted unidirectionally to the information system via the avionics network through an interactive network bus; The system receives confirmation or denial messages of receipt of the data from the information system via a point-to-point bus.

13. The method according to claim 12, characterized in that, It also includes sending a data transmission request to the information system via the avionics network, and receiving confirmation of the data transmission request from the information system via the point-to-point bus.

14. An aircraft data transmission system based on a secure network, comprising: One or more airborne devices, each of which is adapted to perform the method according to claim 12 or 13; An information system adapted to perform the method according to any one of claims 1-11.

15. An aircraft comprising the system according to claim 14.

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