Note: Descriptions are shown in the official language in which they were submitted.
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AIRCRAFT DATA MANAGEMENT SYSTEM
This invention relates to a system for managing the
distribution of power and data to a plurality of users, for
example, passengers on-board a commercial aircraft. Preferably
such a system includes an integrated seat box (ISB) located
proximate to a seat ciroup that contains plug-in modules to
support desired functions. The function modules may support,
without limitation, an in-seat power supply, video, telephony,
audio, noise cancellation and data transfer.
Passengers on extended travel, such as a long distance
commercial aircraft flight, seek an assortment of in-flight
diversions to make travel time more enjoyable and/or
productive. Pre-proqrammed audio tracks are presently
available to commercial aircraft passengers. In some audio
system embodiments, an audio playback apparatus housed on-board
the aircraft reproduces simultaneously multiple audio programs
from optical compact discs (CDs) and/or magnetic audio tapes.
The multiple audio programs are transmitted to individual seat
locations where a desired audio channel may be selected by the
passenger for individual listening.
Some aircraft also provide a single video channel, such as
an in-flight movie. The audio portion of the movie is usually
transmitted along with the other audio programs that may be
selected by the individual user. The video signal is
separately transmitted to video transmitters strategically
positioned throughout. the aircraft for viewing.
Multi-channel video is presently available in premium
flight classes on certain aircraft. Multi-channel video is
provided by a method analogous to multi-channel audio. A
plurality of video programs embedded in either a CD or magnetic
audio tape are simultaneously played by a video transmitter and
delivered to individual seat locations. The passenger may then
select a desired video channel for viewing.
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For both video iind audio, on-board data servers can
receive multi-megabil: per second downloads of video and
entertainment data through network connections while the
aircraft is still at the jetway. This capability enables the
storage and subsequent retransmission of near real time audio
and video broadcasts. An on-aircraft data server stores and
compresses digital aiidio and video streams, retrieves the video
and audio data, merges it into a continuous stream, and
delivers it seamlessly to the in-flight distribution network.
operating much like a conventional local area network (LAN),
the multiplexed audic), video, and other digital data are
distributed over a multiplexed data link (MUX) in digital
format. These links may be comprised of conventional wire or
of a single strand of fiber optic material. Data transmission
of video data in MPEG (Moving Picture Expert Group, a standard
for digital audio and video compression) format is typically
delivered in the 1.2-.4.0 Megabit per.second range. Typical in-
flight entertainment systems take advantage of data compression
both at the point of storage and during transmission. Fiber
optic communication, and high speed data servers are routinely
configured to provide: multiple channels of video and audio
programming to up to 300 passengers at a time.
In addition to entertainment, some passengers elect to
increase productivity by working on the aircraft. These
passengers typically possess a small personal computer,
commonly referred to as a notebook or laptop computer. These
personal computers may be battery operated, however, the
battery operating life is somewhat limited, typically on the
order of 1-5 hours of continuous service. Many types of
personal computers are equipped with an adapter that converts a
15 volts dc power supply to a form useful to power the
computer. As disclosed in U.S. Patent No. 5,754,445, an
electric power supply may be delivered to the individual seats
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of a passenger aircraft and, provided that sufficient power is
available for use by that particular passenger, allow that
passenger to work with his/her personal computer using the
electric power of the aircraft.
In addition, passengers may utilize telephony on-board an
aircraft, either to communicate with family or office or for
the receipt or sending of facsimile messages. Through the use
of a modem, personal computer users may also utilize the
telephony system to :receive and send email through their
personal computers. Many aircraft already provide a telephony
system whereby an individual handset is located with each group
of seats and an individual caller may contact ground-based
telephone numbers via one of a number of commercial telephony
satellite systems. 'rypically, such telephony systems are
separate from and ut:ilize components distinct from the audio
and video systems on the aircraft.
As the passenger electronics requirements become more
varied and sophisticated, comparable better hardware to support
such individual applications is required. This may greatly
increase the complexity of circuitry delivered to individual
passenger seats. For safety purposes, seats containing
electrical systems miist be certified by appropriate
governmental agencies. Further, any changes in electrical
systems provided to t:hese seats may require additional
certifications. Sti:Ll further, the area available both within
the seat structure aiid under the seats of a passenger aircraft
is quite limited and preferably must remain available for the
stowing of carry-on :Luggage.
There remains, t:herefore, a need for an aircraft data
management system wit:h sufficient flexibility to support and
integrate the entertainment, power and data needs of commercial
aircraft passengers, both for the present and the future.
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Accordingly, one aspect of the present invention is
directed to a data management system for supplying data to
selected ones of identifiable seats comprising:
a) a plurality of data sources;
b) at least one power source;
c) a network controller capable of managing the
plurality of data sources;
d) a seat-to-seat cable having therein data
communication lines and power supply lines
whereby both data from the plurality of data
sources and power from the at least one power
source are routed to seats on the aircraft.
One embodiment of this aspect includes an integrated seat
box that is disposed proximate to a group of identifiable
seats. This integrated seat box converts the data and/or the
power to a form usealble by a requesting passenger. A number of
independently removable function modules are contained within
the integrated seat box. Exemplary functions supported by
these modules include in seat power supply, data network
interface, audio, vi(ieo, noise cancellation, telephony and the
like as well as combinations thereof.
Another aspect of the present invention is directed to a
method for the operation of a data management system including
a passenger having the ability to select one or more of
multiple options. The passenger communicates with the network
controller via a netvvork interface module in the integrated
seat box disposed proximate the passenger.
Both the system and the method for operation of the system
are particularly suitable for use on passenger aircraft.
Figure 1 illustrates in top planar view a portion of an
aircraft fuselage adapted to use the data management system of
the present inventioii.
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Figure 2 illustrates a seat-to-seat cable in cross-
sectional representat:ion.
Figure 3 schemat:ically illustrates the interconnection of
integrated seat boxe:; located within a column of seats.
Figure 4 illustrates one embodiment of a fault-tolerant
architecture for an integrated seat box.
Figure 5 illustx-ates an integrated seat box in exploded
perspective.
Figure 6 schematically illustrates a number of function
modules that that may be utilized with the integrated seat box.
Figure 7 illustrates a digital passenger control unit used
to interface with an audio function module.
Figure 8 is a front planar view of the passenger side of
an outlet used to communicate with the function modules.
Figure 9 schematically illustrates the front end portion
of the aircraft data management system of the invention.
Figures l0a-101 illustrate ARINC standards, as known from
the prior art.
Figure 11 schematically illustrates an airborne Internet
server in accordance with the invention.
Figure 12 graphically illustrates communication between an
aircraft and a ground-based system.
Figure 1 illustrates in top planar view a portion of an
aircraft fuselage 10 adapted to use the data management system
of the invention. Contained within fuselage 10 is a first
column of seat groups 12 and a second column of seat groups 14.
The respective columns of seat groups are separated by a cabin
walkway 16. As illustrated, each member of the first column of
seat groups 12 is a set of three seats (A,B,C) and each member
of the second column ~of seat groups 14 is a set of three seats
(D,E,F). As a result, each individual seat is identifiable,
such as by a combination of a row number and position letter.
While this seat configuration is typical for a narrow body
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commercial aircraft such as a Boeing 727 or 737 series jet,
other seat configurations are equally amenable to the present
invention, including wide body jets having multiple parallel
running cabin walkways separating additional columns of seat
groups.
Located proximate to each set of seats is an integrated
seat box 18 that is capable of converting at least one of the
data and the power to a form useful to a passenger occupying
one of the identifiable seats. Preferably, this ISB 18 is
located under aisle seats C and D, or whatever seats are
located adjacent to t:he cabin walkway 16 for a particular
aircraft configuration. Alternatively, the ISB may be located
above the seats in the overhead storage compartment, or under
the aircraft floor, or within a hollow portion of a seat arm
rest, or any other convenient location. The ISB may utilize
flexible circuit boaz-ds and/or integrated semiconductor
circuitry.
A seat-to-seat cable 20 delivers both power and data to the
integrated seat boxes; 18 from a plurality of data sources and
at least one power saurce. In addition, the seat-to-seat cable
20 enables communication between passengers located in the
aircraft seats and a head end of the aircraft data management
system which includes a network controller that is capable of
managing the plurality of data sources and is described in more
detail hereinbelow.
Figure 2 illustrates in cross-sectional representation a
first preferred embodiment of the seat-to-seat cable 20. The
seat-to-seat cable contains both data communication lines and
power supply lines and transmits data and power from data
sources and power sources to selected identifiable seats by way
of the network controller. Among the requirements of the seat-
to-seat cable 20 are that it provide a sufficiently high band
width to support the various functions requested by the
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passenger. It should support high-speed data distribution to
provide real time data delivery for audio and video and
telephony.
Running through a central portion of the seat-to-seat
cable 20 is, preferably, an IEEE-1394 data bus 22, such as a
Quad Pack, although other wide bandwidth communication cables
may also be used. The IEEE-1394 data bus 22 has a plurality of
high speed communication lines 24,26,28,30. These high speed
communication lines are preferably 20 AWG (American Wire Gage,
nominal diameter of 0.97mm (.038 inch)) copper wires 32 that
are each surrounded by a dielectric, typically plastic,
insulating jacket 34. While four high speed communication
lines are illustrateci in Figure 2 and four lines are presently
preferred, it is witliin the scope of the invention for either
more or less high speed communication lines to be disposed
within the seat-to-seat cable. Preferably, the high speed
communication lines 24,26,28,30 support at least 400 megabytes
per second (Mbps)of data. Higher speed communication lines,
such as 800, 1600 or 3200 or higher Mbps communication lines,
may be preferred for certain applications. Typically, the four
high speed communication lines are twisted together to reduce
common mode noise, although other communication line
configurations effective for high speed communication may also
be utilized.
Dielectric fillers 36, typically plastic wires, are
disposed between the high speed communication lines 24,26,28,30
to maintain proper spacing. The IEEE-1394 data bus 22 is
encased in a flexible dielectric 38, such as a polymer.
Surrounding the flexible dielectric 38 is a cable shield 40
formed from an electrically conductive material such as
aluminum. The cable shield 40 electrically isolates the high
speed communication lines 24,26,28,30 from five power lines
42,44,46,48,50. The power lines provide an operating voltage
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to the integrated seat boxes. Typically, the operating voltage
is 3 phase, 115 volts AC at 400 Hz. The three phases are
conducted via power lines 42,44,46 with power line 48 being
neutral and power line 50 a ground.
Preferably, power lines 42,44,46,48,50 are each formed
from 16 AWG copper wire (nominal diameter 1.38mm (0.054 inch))
and are insulated with a flexible dielectric coating 52,
typically a plastic :jacket. Dielectric spacers 54, typically
plastic wires, are disposed between the power lines for
alignment.
Optionally, auxiliary power for the data bus is provided
via auxiliary power line 56. The auxiliary power line is
preferably a twisted pair of 20 AWG copper wires comprising a
power line 58 and a cjround line 60. The power line 58 and the
ground line 60 are encased in a flexible dielectric 62, such as
a plastic jacket for electrical isolation. Dielectric spacer
64 may be provided for alignment. Surrounding the power line
58 and ground line 60, and optional dielectric spacer 64 is an
auxiliary power jacket 66. The auxiliary power jacket may
comprise a flexible dielectric inner layer surrounded by a
metallic outer layer.
The auxiliary power line 56 transmits a voltage of between
8 volts dc and 40 volts dc with about 32 volts dc being
preferred.
An overall EMI (electromagnetic interference) shield 68,
formed from a metal, such as aluminum or an aluminum alloy
surrounds the high speed communication lines, power lines and
auxiliary power lineE;, Surrounding the overall EMI shield is a
flexible dielectric, such as a polymer jacket 70, to provide
abrasion resistance.
Figure 3 illustrates how the seat-to-seat cable 20
interconnects the integrated seat boxes located along a column
of seat groups. A daisy chain configuration is preferred with
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power and data being transmitted from a head end 72 down to a
forward integrated seat box 18 and then sequentially down the
length of a seat column through ISB 18' and 18''. Data is two-
way and is also transmitted up the daisy chain as well.
Preferably, the network supports daisy chain wiring with a
minimum of 30 hops per column.
The network supports a fault-tolerant architecture where a
local fault in any one integrated seat box or any one data
network interface mociule contained within the integrated seat
box, including the loss of power, does not cause the loss of
service to either adjacent or following integrated seat boxes
or data network interface modules. Referring to Figure 4, one
fault-tolerant architecture for the integrated seat boxes
includes a microprocessor 74 for carrying out the functions of
the data network interface module. Seat-to-seat cable 20
provides auxiliary dc power from the network controller (via
power line 58 in Fig., 2) that is used to power up a physical
layer 76 of an IEEE-1394 interface. The remainder of the
module, including microprocessor 74 and link 78 is powered by a
local power supply that converts power from the 115 volt AC
power (via power lines 42,44,46 in Fig. 2) in the seat-to-seat
cable 20 to a useable form. Galvanic isolation, as symbolized
by broken line 80, between the two grounds (50,60 in Fig. 2) of
these different power sources enables the physical layer 76 to
continue operation even if microprocessor 74 or the local power
supply should fail. As long as the physical layer is
operational, data will be sent to the next seat box in the
chain.
Figure 5 illustrates an integrated seat box 18 in exploded
perspective. A chassis 82 provides environmental protection
for a plurality of ir.Ldependently removable function modules
84a-84f and electrically isolates the function modules from
electrical noise within the passenger cabin of the aircraft.
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Typically, the chassis is formed from a metal, such as aluminum
or an aluminum alloy, and is electrically grounded to the
aircraft by a ground line of the seat-to-seat cable. For
safety, a redundant ground is preferably provided by physical
connection to the aircraft. This physical connection may be
made by bolting the chassis 82 to a metallic seat frame or by
grounding straps to the aircraft body if the seat frame is a
nonconductive composite as found in the Boeing 777 aircraft.
Six function modules 84a-84f is exemplary and not intended
to be limiting. Both more and less function modules are within
the scope of the present invention.
A back-plate 86 forms a portion of the chassis.
Connectors located on a back plane 92 receive the seat-to-seat
cable 20 as it enters the integrated seat box 18 through
ingress aperture 88 and exits through egress aperture 90. The
back plane 92 physically supports the function modules 84a-84f
and distributes the power and communication signals from the
seat-to-seat cable to the various function modules.
Each function module 84a-84f is independently slidable
into the chassis 82 eind may be varied depending on the
requirements of the aiircraft. Individual modules may also be
removed to change furictionality or to replace defective ones.
Figure 6 schematically illustrates a number of function
modules that that may be utilized with each integrated seat box
18. Preferred examples of these modules include the following:
ISPS Module
The in-seat power supply (ISPS) module 94 is described in
detail in the aforencited U.S. Patent No. 5,754,445. The ISPS
module 94 receives nominal 115 volt, 3 cycle AC power 96 from
the seat-to-seat cable 20. A power converter 98 converts the
AC power 96 into a form useable by personal computers,
exemplary is 11-16 volts dc with 15 volts dc, 75 watts being
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preferred. The converted dc power 100 is provided to a
passenger outlet interface 168 located at each seat location.
The AC power co:nducted through seat-to-seat cable 20 is
utilized in critical aircraft functions such as navigation and
control. A certain ininimum threshold of power must remain
available for these critical functions. A control circuit 104
is in communication with a master control unit (illustrated in
Figure 9) in the heaci end that determines if the satisfaction
of another passenger's personal electric power needs causes the
aircraft power to drop below the minimum threshold power
requirement. The ma:,"ter control unit informs the in-seat power
supply 94 of the in-seat power availability via the ISPS enable
signal 108 and the ISPS system available signal 106. These
signals 108, 106 are communicated to the ISPS via a data
network interface module 114. ISPS enable signal 108 is used
to disable the systent in situations where the entire system
must be kept off. For example, the ISPS may not be enabled if
the aircraft is at ar- elevation of less than 3048 meters
(10,000 feet) or if the flight crew manually disables the
system. ISPS system enable signal 106 is used to control the
power management feat.ure of the system. If, for example, the
minimum threshold power demand has been met, this signal will
be asserted to prevenLt any more outlets from providing power
until additional power becomes available, typically by other
passengers terminating their personal electric power demand.
A BITE (built-in. test equipment) circuit 110 monitors the
status of the ISPS module 94 and transmits ISPS BITE status 112
information to the data network interface module 114 for
transmission to the head end. This enables identification of
defective modules for removal from service as well as
replacement or repair.
Data Network Module
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The data network interface module 114 simulates a modem
interface between a:passenger's personal computer (laptop,
notebook, and the like) and the data management system. The
data network interface module 114 transfers data from the head
end to the passenger's personal computer or other data
recipient via the IEEE-1394 data bus 22, or equivalent.
The data network interface module 114 assigns a seat group
routing tag to the d,ata transmitted and determines if the seat
group routing tag corresponding to a seat member supported by
the instant integrated seat box 18 has been received and, if
so, provides the datia to passenger outlet interface 168. The
data network interface module includes a network interface card
(illustrated in Figure 12) that utilizes a real time operating
system (RTOS) for real time transfer of data. One suitable
RTOS is VxWORKs, mant.ifactured by Wind River Systems of Alameda,
California, USA.
The data ports of the passenger outlet interface 168 are
typically an RS 232 serial port for low speed data transmission
and/or a Universal Serial Bus (USB) for high speed data
transmission. Although other computer standards for data
transfer may be util:Lzed as well.
The data network interface module 114 supports two way
communication and transmits data from the individual passenger
seat locations back t:o the head end controller that may contain
an airborne internet server. The data contains a seat group
routing tag to be directed to the proper location, such as
another passenger (ari on-aircraft intranet), video controller
(to select and watch a desired video) or off-aircraft (to
receive email from the passenger's home or business server).
The data network interface module 114 receives BITE status
'116 from the other function modules and transmits the BITE
status information to the head end via the IEEE-1394 data bus
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22 so that defective modules may be identified and replaced or
disabled.
Audio and Noise Cancellation Module
An audio module 120 receives multiple audio tracks through
IEEE-1394 data bus 22, or equivalent, and power is obtained
from auxiliary power line 56. The audio tracks are provided to
connector 102', that is typically a Universal Serial Bus. A
passenger'operated digital passenger control unit (DPCU) 124
may be utilized to select the desired audio track and
individual passenger headsets utilized to listen to the
selected audio track.
Referring to Figure 7, the DPCU 124 enables the passenger
to select between audio and video modes, when applicable,
utilizing audio/video toggle switch 126. A channel select
display 128 indicates whether the DPCU is in video or audio
mode and also the last user setting. Preferably the channel
select display 128 is in the form of a backlit liquid crystal
display (LCD) with a back lighting level that automatically
adjusts for the ambient lighting conditions. If there is no
activity with the DPCU for a fixed period of time, such as
sixty seconds, it wi:Ll automatically dim the display. The
airlines have the capability, through the head end controller
to select which audio or video program will play on a
particular channel and also to set a default volume level.
The DPCU interfaces with the audio module through
connector 102 and with a passenger's headset through either a
single stereo (i.e. :3.18mm (1/8 inch) diameter) headset plug
(not shown) or dual monaural plugs 130 having standardized
spacing such as 12.7mm (0.50 inch) spacing or 13.5mm (0.531
inch) spacing.
The covering 132 of the DPCU 124 is typically plastic in
the form of a customized overlay that may be selected to be a
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particular color and human interface design dependent on the
airline to facilitate a high degree of airline customization
without excessive additional cost.
A noise cancellation module 134, described below, may be a
component of the audio module 120 or constitute a separate
module within the integrated seat box. If a noise cancellation
module is present, tlae DPCU 124 may include a passenger
controlled noise cancellation on/off toggle switch 136.
Referring back to Figure 6, outlet 102 may also receive
data from the passenc3er through a personal microphone connected
through DPCU 124 headphone Jack 130. The data is transmitted
back to the head end and directed to a proper location by a
seat group routing tag. The audio data may be directed to a
flight attendant to request a service or transmitted off-
aircraft as audio data.
As with the preceding modules, the audio module 120
transmits BITE status information 138 through the IEEE 1394
data bus 22, or equivalent, back to the data network interface
module 114 and then on to the head end so that defective
modules may be replaced or disabled.
The audio module; 120 supports a minimum of 24 discrete
audio channels havinq a minimum of 8 stereo selections,
utilizing 16 channels, and 8 monaural selections. The systems
provides a 20Hz to 20KHz dynamic range from the audio source to
a headset plug 130 for providing "CD quality" audio.
The noise cancellation module 134 is compatible with noise
canceling headsets designed for this system. Ambient noise is
transmitted to the noise cancellation module by microphones in
the headset. The noi.se cancellation module then generates
"white noise" of a frequency and pitch effective to cancel the
ambient aircraft noise. This white noise is transmitted
through connector 102 to individual passenger's headsets. The
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headsets have an impedance compliant with standard aircraft
headsets, such as 300 ohms.
Electronics to support noise cancellation have been
described in U.S. Patent Numbers 5,440,642 and 5,481,615, both
to Noise Cancellation Technologies, Inc. The noise
cancellation features are designed to interface inline with the
audio system. The noise cancellation feature will generally be
passenger selectable on or off with the on position being a
default. However, noise cancellation will generally be
disabled when the flight crew is making an announcement.
Telephony Module.
Telephony module 142 receives power from the auxiliary
power line 56 and transmits telecommunication in the form of
data through the IEEE-1394 data bus 22, or equivalent. The
system supports a personal computer modem at rates of up to
56Kbps to provide high speed access to on-aircraft services
such as an intranet.
In a first telephony embodiment, there is a telephone
handset 144 interfacing with the telephony module 142 at each
seat group, visually appearing similar to the telephony system
now installed on most aircraft.
In a second telephony embodiment, the telephone handset
144 communicates through the data network interface module 114
over a universal ser:ial bus via connector 102'. The telephony
signal processing may either be handled by the data network
interface module, if adequate processing power is available, or
it may be transmitteci to the separate telephony module 142.
This embodiment supports portable telephones that are not
permanently affixed t:o each group of seats. The flight crew
may store a few telephones that would be available on request
of the passenger or these could be mounted in a central
location for passengers to pick up and bring to their seats.
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As an alternative to this second embodiment, a passenger
could utilize a personally owned cellular telephone interfaced
with connector 102' utilizing a suitable adapter. Since the
conventional use of c:ellular telephones on an aircraft may
interfere with other aircraft systems, the adapter may iriclude
a cradle that deactivates the cellular telephone antenna and
transmits the data via the adapter in a suitable format such as
USB to the data network interface module 114.
In a third telephony embodiment, the telephone
functionality is added as part of the audio system. In this
embodiment, the audio headset would include a microphone. The
DPCU 124 would support selection of numbers for dialing and
communication by means of headphones and microphone. By going
through the audio moclule, the noise cancellation module 134 may
be utilized enhancincr telephone communication.
Telephony module 142 includes telephony BITE status
information 148 that is transmitted to the head end via the
data network interface module 114 to enable identification of
defective modules.
Video Module
A video module 1.52 receives power from auxiliary power
line 56 and data from IEEE-1394 data bus 22, or equivalent.
The video module interfaces with a video display panel 154 via
an IEEE 1394 interface or a Universal Serial Bus through
connector 102". Video output may be displayed on the video
display panel 154 mounted in the aircraft. Alternatively, the
video data may be routed via the data network interface module
114 to provide this video to the passenger's personal computer
for viewing on the ccimputer monitor.
Video module 152 also transmits data back to the head end
via data network interface module 114 enabling the passenger to
select a desired video and the desired starting time (video on
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demand) or to select one of a number of videos that begin at
predetermined starting times (video partially on demand).
Selections are inputted through the DPCU 124. It is
anticipated the syst-em will provide passengers with a minimum
of 12 video channels. Each video channel will have a minimum
of 2 stereo audio channels to support dual language audio and
at least three channels will support trilingual audio tracks.
The audio tracks wil:l support noise cancellation technology as
described above.
Video module BI'TE status information 156 is transmitted
from the video modulte 152 to the head end via the data network
interface module 114 to enable identification of defective
modules.
Auxiliary Power Modu:L&
Auxiliary power module 160 converts aircraft power 162,
115 volts AC, 400 Hz, to dc power required for auxiliary power
line 56. Any suitable power converter may be utilized. One
particularly suitable power converter is a buck-boost
converter.
Auxiliary power module 160 BITE status information 164 is
transmitted to the head end via the data network interface
module 114 to enable identification of defective modules. The
AC fail signal 166 is transmitted to the data network interface
114 to warn the system that AC power has failed and DC power
will be gone shortly.
Figure 8 illustrates an exemplary passenger front view of
the outlets previous:Ly described for passenger connection, by
means of a cable forming an interface between the passenger's
personal computer anci the passenger outlet interface 168, with
the ISPS and the data network interface module. Alternative
configurations of plligs, pins and jacks may provide equally
functional.
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Passenger outlet interface 168 includes an enable light
170 that is electrically interconnected to the control circuit
of the in-seat power supply module. Any suitable enable signal
may be utilized. For example, enable light 170 may glow green
when power is available and be off when power is not available.
Alternatively, enable light 170 may glow red when power is not
available or to indicate a hardware fault with either the ISPS
module or the integrated seat box.
Power plugs 172 enable the passenger to access power for
personal use when enable light 170 indicates that such power is
available. Data plugs 174, 175 access the RS 232 ports and
Universal Serial Buses contained within the integrated seat box
and electrically interconnect to one or more passenger operated
devices, such as personal computer, telephone handset or an
airline provided tablet that allows passengers to utilize many
of the system features such as Internet access, email and video
and audio programming.
One exemplary pin sequence utilizes two plugs 172, 172a
for supplying power and two plugs 173, 173a to enable power
when available. Two plugs 174, 174a are utilized for low speed
data transmission via the RS-232 port and two plugs 175, 175a
are utilized for high speed data transmission via the USB.
Plug 176 is shared for low and high speed data transmission as
a common ground.
Figure 9 schema+tically illustrates the head-end 178 or
front end portion of the aircraft data management system of the
invention and is separated from the remainder of the system by
broken line 180. For reference to earlier presented figures, a
portion of the seat-to-seat cable 20 is illustrated. Aircraft
power 162 that may b(a generated during rotation of the turbine
engines of the aircraft is delivered to a master control unit
182. The master control unit 182 conducts the aircraft power
to the power lines of the seat-to-seat cable 20 if ISPS enable
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control circuit 184 indicates that power is available for
passenger use and may be safely provided. For example, the use
of on-board electron:ic devices is usually prohibited when the
aircraft is at an elevation of below 3048 meters (10,000 feet).
A network controller 186 has a software subsystem
programmed to contro:L multiple streams of data, recognize a
seat group routing tag applied to that data, and deliver the
data through IEEE-1394 data bus, or equivalent, to the
appropriate passenger. The network controller 186 is provided
with a sequence of seat group routing tags corresponding to the
seat configuration of the aircraft. If the seat configuration
is changed, network controller 186 is reprogrammed to reflect
the revised seat orientation.
Off aircraft cornmunication 188 is transmitted through an
aircraft antenna to an appropriate air-to-ground communication
system, such as prov:lded by the North American Telephone
Systems (NATS) or the terrestrial flight telecommunications
system (TFTS) in Europe or through a variety of appropriate
satellite communications systems. Data and telephony may then
flow to and from the aircraft according to the normal protocol
for these types of systems.
An onboard internet mass storage unit 190 is pre-loaded,
typically before the aircraft becomes airborne, with the
current content of a number, for example several thousand, of
the most common internet sites. Some time critical information
such as stock quotes, sporting scores, weather and news may be
updated dynamically ciuring flight via the air-to-ground
communications link :L88. During flight, the individual
passengers may access this content through the high-speed
communication lines of the seat-to-seat cable.
Preferably, the internet mass storage unit 190 contains
about 18 gigabytes of storage, enough to store approximately
10,000 internet sites. An internet server 192, interfaces with
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the network controller 186 to deliver the internet content to
the proper passenger.
A video reproducer unit 194 stores multiple videos in any
desirable format, such as tape or compact disc and transmits
the video input through the high-speed communication lines.
The high-speed communication lines have a band width
capable of supporting multi-channel video distribution. The
video signals may be distributed as a broadcast signal, as
video on demand or as near video on demand. It is anticipated
that multiple video reproducer units may be employed on the
same aircraft generating a digital output providing passengers
with a minimum of 12 video channels.
The video system is anticipated as providing a minimum of
2 stereo channels per video channel to support dual language
audio for each channel of video and at least one 3-channel
system for distributing tri-lingual stereo audio tracks.
Ambient noise cancellation may be provided to the audio portion
of the video tracks if desired.
One or more, and typically multiple, audio reproducer
units 196 generate urultiple, typically on the order of 24,
discrete audio channels. The audio output may be in analog
format in accordance with ARINC (Aeronautical Radio
Incorporated) 628 (Cabin Equipment Interfaces (CEI), Parts 1 -
4B, Cabin Management and Entertainment System) or, preferably,
in a digital format. Of the 24 discrete audio channels, it is
anticipated that 16 of the channels will constitute 8 stereo
audio programs and the remaining 8 channels 8 monaural
channels. The system provides sound in a dynamic range of from
20Hz to 20KHz such that the audio signal provided at the
passenger outlets wi:Ll be of CD quality.
ARINC Standards may be reviewed on the World Wide Web at
www.arinc.com, see F:igures l0a-101.
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Aircraft systems 198 provide data to the passenger
concerning the aircraft flight. Such data may include the time
of day, the flight number, the aircraft tail number, the
altitude, the air speed, the heading, temperature, position and
estimated time of arrival. Other information, such as the
status of connecting flights may also be provided.
Additional videc> inputs including a map of the flight
route with the aircraft superimposed over its present position,
television programs or a camera providing a view similar to
that of the aircraft pilot may be offered to the passenger.
An in-flight work station 200 is available for the flight
crew to select which programming is available to passengers.
Such in-flight programming may include the selection of video
and audio programs, enabling and disabling of laptop power and
the selection of passenger information such as flight safety
information, connecting flight gates and flight status. This
in-flight workstatior.L may also be used by the flight crew to
access several on and off aircraft services. Such services may
include access to the Internet, company and personal email,
airline operation databases and reporting to airline operation
centers. Another application for this workstation is as a
maintenance terminal to help identify faulty components of the
system for repair or replacement.
Figure 11 schematically illustrates the airborne Internet
server, a combination, of the network controller and the
Internet server, in more detail.
While there are many different methods to enable the
individual passengers to communicate with the head end
controller and, if necessary, communicate off aircraft, Figure
12 illustrates schematically one communication embodiment. The
passenger, through personal computer 226, transmits a request
using any software program that communicates utilizing point to
point protocol (PPP) and communicates with a serial line
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communications port such as an RS 232 port or USB. While not
intended to be all encompassing, suitable communication
programs include Outlook by Microsoft (Redmond, Washington,
USA), Outlook Express by Microsoft, Eudora Pro by Qualcomm (San
Diego, California, USA), Lotus CC: Mail by Lotus Development
Corporation (Cambridge, Massachusetts, USA), Netscape
Communicator by Netscape (Mountain View, California, USA) and
Internet Explorer by Microsoft.
Utilizing point to point protocol, the personal computer
226 communicates with network interface card 228. The network
interface card is a component of the data network interface
module located in an integrated seatbox. The network interface
card 228 facilitates by communication with the personal
computer by simulating a modem interface. An exemplary network
interface card operating as an RTOS is VxWORKs.
Among the functions of the network interface card are
identifying the seat group and appending a packet routing
number to the data generated by personal computer 226 so that
any response may be properly routed and managing the connection
between the personal computer and the data management system.
From the network interface card 228, the information is
transmitted in transrnission control protocol/internet protocol
(TCP/IP) over the hiqh-speed communication lines of the seat-
to-seat cable to network controller 186. The network
controller manages the routing of information and the
configuration of the network interface card 228. Additionally,
the network controller 186 may provide a maintenance portal to
the data management system.
If the informat~Lon sought by the personal computer
operator relates to t:he aircraft systems 198, then the desired
information is transmitted via ARINC 429/485 (Mark 33 Digital
Information Transfer System) back to the network controller for
transmission back to personal computer 226. If the information
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desired requires communication with the Internet or a ground
based server, the network controller 186 may route the
information a number of different ways. The information may be
transmitted 230 by either proprietary or standard air to ground
protocol such as Airnet (Redmond, Washington, USA) protocol
(ANETP) and transmitted to a ground server 232. The ground
server manages the communications between the aircraft and the
Internet and caches email and Internet data for transmission
back to the network ~controller 186 at the appropriate time
utilizing Linux, an operating system that transmits data
packets at spaced intervals, rather than in real time.
Alternatively, 'the network controller 186 communicates in
TCP/IP, preferably o=ver a 100 base T-line, to on-aircraft
internet server 192. The on-aircraft internet server 192
caches web pages and email until the appropriate time to
transmit the information off the aircraft. In addition, the
on-aircraft internet server can authenticate the information
coming on and off aircraft and also provide for the collection
of connection fees.
On-aircraft internet server 192 at the appropriate time
transmits the cached messages to a cabin telephony unit 234
over a standard telephony line such as CEPT-El, a world-wide
telephony standard, using ARINC 741 (Aviation Satellite
Communication System:l protocol. The cabin telephony unit 234
communicates with aircraft antenna 236 that transmits the
information to a commercial telephony ground-based system such
as the North American Telephone System (NATS) or the European
Terrestrial Flight Telecommunication System (TFTS). The
ground-based system transmits the data via a Public Switch
Telephone Network (PSTN) to an internet 238 provider.
In an alternative embodiment, on-aircraft internet server
192 transmits the in:Eormation via either a CEPT-E1 line, a
modem or an ARINC 429 line to a satellite communication data
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unit 240. The satellite communication data unit 240 transmits
the information by nieans of aircraft antenna 236' to a
commercial data trar.Lsmitting satellite grid such as INMARSAT. A
member satellite 242 transmits the data to a ground-base
station 244 for trar..smission to a PSTN 246 and from there to
the internet. As ir. the preceding embodiment, the ground
server 232 transmits information between the internet 238 and
the on-aircraft internet server 192.
While particularly described for the management of data on
an aircraft, the system of the invention is equally useful for
other venues in which a large number of people are positioned
in identifiable locations, such as on a passenger ship, bus or
train. In addition, the system may be used in fixed venues
such as auditoriums, class rooms, hotels and dormitories.
It is apparent that there has been provided in accordance
with this invention an aircraft data management system that
fully satisfies the objects, features and advantages set forth
hereinabove. While the invention has been described in
combination with the embodiments thereof, it is evident that
many alternatives, modifications and variations will be
apparent to those skilled in the art in light of the foregoing
description. Accordingly, it is intended to embrace all such
alternative modifications.and variations as fall within the
spirit and broad scope of the appended claims.
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