WO2002046877A2 - Digital signal route determination method - Google Patents

Abstract

In a method of routing digital signals based on criteria defined by the user all messages receive a prioritization based on the criteria defined by the individual user. Based on this guidance, each digital message is Tagged (10) so that Overlay software (20, 30, 40, 50) can determine the prioritization that will be applied to the message and subsequently which media or route (60) will be used and when a message should be sent. The Overlay software (20, 30, 40, 50) uses embedded look-up tables (80), which define available routes so that prioritization decisions can be made, real-time, based on route status (2, 3, 4) or cost (1), and prioritization algorithms or a combination of both to determine the most appropriate media or route (60) to send a message. The Overlay software (20, 30, 40, 50) also counts each message, the route used, and the time sent to enable accounting verification at an appropriate time in the future.

Description

Digital Signal Route Determination Method

Field of the Invention:

The invention relates to digital signal routing and more

particularly to a method of choosing a Digital or Datalink Service

Provider (DSP) based on factors unique to the user.

Background Of the Invention

Currently in the aviation industry, the state of the art for providing

a DSP consists of installing software in various pieces of equipment

that sends the message solely to the service provider who holds the

contract for that user. All messages are then sent through that provider

regardless of any priorities associated with the message and without

considering any other competing service that might be available. This

software normally resides in a Communications Management Unit

(CMU) in aircraft and in some type of communications router for ground

side operations. The software directs all messages to be sent over a

single digital service provider network. The digital signal routing

decisions are made almost solely on the basis of which Digital Service

Provider (DSP) a user chooses to contract with as shown in Fig. 1.

Historically, this has been sufficient since there was minimal overlap in services, limited competition, and a

relatively limited number of digital messages. All of these paradigms

are changing and the limited number of digital service providers is

increasing. As the number of messages increases, the competition will

increase. This will cause a definite change in the availability of choices.

Not only will there be additional competitors, but eventually the two

major DSPs will have significant overlap of capabilities and service,

certainly from a geographic perspective. This overlap, as well as the

introduction of new providers, will enable a dramatic increase in

competition for those DSPs that can distinguish their offering and

provide analysis of information for the user, leading to various user

advantages at any given time. This increase in competition creates a

need for real time or near-real time ability to choose or change the route

by which a digital message travels to maximize the economic

advantage of one route over another. Another failing of the current

system is that it does not consider that some messages require special

handling. It is possible that a given user may place a higher value on

security or latency or even the guaranteed integrity of the message

rather than mere expediency.

The present state of the art is the ARINC system located at

http://www.dominium.com/messaqe.html which discloses a system that

only uses a single provider and is not prioritized by any factors. The system teaches a ground transportation product and uses one network

unless it is out of range and then allows the user to choose a satellite

media if the message is a priority. It can be programmed to default to

this option for certain messages if desired. Neither of these methods

continually considers several factors and multiple routes when available

before choosing the most appropriate route based on the customer's

criteria.

U.S. Patent No. 5,570,417 discloses a system that is focused on

fixed, ground-based telecommunications infrastructure. In addition, it

assumes a model whereby the rate structures are fixed, based on a

predetermined route. It also assumes a fixed initiation and receiving

point as opposed to one or more of those points being dynamic.

U.S. Patent No. 5,661 ,792 also discloses a fixed, ground-based

telecommunications infrastructure. As with Patent No. 5,570,417, it

assumes a model whereby the rate structures are fixed, based on a

predetermined route. It considers reliability but only from the

perspective that should the primary carrier be unavailable, the database

will identify an alternate carrier.

To date, there have been no new proposed solutions to deal with

this problem. In the current aeronautical business model as shown in

Fig. 1 , current user discussions continue to focus on negotiating optimal

rates with one DSP. If a user contracts with only one DSP and then uses another DSP's service, due to lack of regional service for

example, the existing structure assumes the receiving DSP will deliver

the message and bill the DSP which has a contract with the user. The

DSP holding a contract with the specific customer will then turn around

and bill the customer for the service along with additional handling

charges. Even though some users contract with more than one DSP,

this is done primarily with the intent to use a specific DSP within specific

regions of the world. With software installed in the CMU when an

aircraft is purchased or when a contract is negotiated, there is no way

to effect economics, security, latency or quality on a real-time basis. A

user is forced to use the sole source message route a DSP provides.

There are some existing digital service communications (though

not in aviation) that have introduced some portion of economics into this

problem. These existing ground solutions typically hold a message until

lower cost service is available. In actuality, this method only holds the

message until contracted service is available which avoids the double

fee charging as discussed above. The basis of the economic

advantage is that holding the message until contracted service is

available will ensure lower cost service.

However, none of the prior art devices introduce multiple priorities

into the decision making process, enabling the user, or initiator, to gain

this significant benefit. SUMMARY OF THE INVENTION

My invention defines a method of providing the user with the

ability to choose various digital message routes based on his particular

needs at any given time. My method for Digital Signal Route

Determination (DSRD) addresses the short comings of the prior art by

installation of overlay software anywhere a message is initiated,

whether that is on a vehicle, user initiation facility, or government

control facility. Overlay software is envisioned simply as software

added to existing equipment that does not interfere with current

processing in any way, and only acts to filter the digital message to

understand its unique routing needs and subsequently to direct the

message to the appropriate route. This software is capable of

choosing:

the most economic route;

the most secure route if required;

the fastest (latency) route if required; and/or

the route that affords the highest integrity.

An asset of this invention is that it combines multiple priorities,

sorts the data according to programmed information from the customer,

and makes a decision based on that information. In addition, this

information can be updated near or near-real time as required depending on the application. A primary object of the present invention

is to provide a user with a choice of a DSP provider based on criteria

and priorities selected by the user.

Another object of the present invention is to provide a user with a

cost effective selection process for a DSP provider.

Yet another object of the present invention is to enable a level of

competition, leveraging growth in overlapping services, that does not

exist today.

A primary advantage of the present invention is that the invention

can be sold as a service to reduce cost for a user, increase the user's

efficiency, and enhance security. It can be used by any participant in

the aerospace community that sends or receives digital messages.

Another advantage of the present invention is the ability of the

user to choose a DSP depending on the user's criteria.

Yet another advantage of the present invention is that the user

can prioritize his criteria for the appropriate output from the invention.

Other objects, advantages and novel features, and further scope

of applicability of the present invention will be set forth in part in the

detailed description to follow, taken in conjunction with the

accompanying drawings, and in part will become apparent to those

skilled in the art upon examination of the following, or may be learned

by practice of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated into and

form a part of the specification, depict several illustrative of the present

invention and, together with the description, serve to explain the

principles of the invention. The drawings are only for the purpose of

illustrating a preferred embodiment of the invention and are not to be

construed as limiting the invention. In the drawings:

Fig. 1 shows the existing prior art model for digital signal routing;

Fig. 2 shows the model for the present invention;

Fig. 3 depicts the use of overlay software in accordance with an

aspect of my invention;

Fig. 4 demonstrates the concept of the preferred decision making

process; and

Fig. 5 shows an example of the preferred overlay process in

accordance with my invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

(BEST MODES FOR CARRYING OUT THE INVENTION)

The present invention leverages competing digital

communications services in a way that will allow benefit to incur to the

user. The invention identifies various priorities associated with a given digital message, tags this priority to the message, and subsequently

uses this information to control the media choice and/or the route within

a media. By enabling a priority system, the user will be able to effect

the economics of sending a message, or increase the security, increase

the speed of delivery, or guarantee a certain level of quality/integrity for

the digital message. Each of these factors are prioritized and chosen

by the user.

The method in accordance with my invention of provides the user

with the ability to choose various digital routes based on his particular

needs at any given time. Fig. 2 graphically portrays the general

concept of my invention, which can be compared to the existing model

described in Fig. 1. To accomplish the decision making required,

proprietary software comprising simple look-up tables and key

algorithms defined by the customer is introduced. "Overlay software" is

the name given to this proprietary software installed at any site where a

communication is initiated. This software contains the commands and

algorithms needed to choose the appropriate media route. "Tagged" is

the term used to define the process of adding software coding to an

individual message that defines priority of a specific message. Once a

message is Tagged, the Overlay software can determine the most

appropriate route, (see Figure 3). My method for digital signal route

determination addresses the problems of the past by installation of Overlay software anywhere a message is initiated, whether that is on a

vehicle, user initiation facility, or government control facility. Fig. 4

demonstrates how the sequence will work. This Overlay software is

capable of choosing:

the most economic route (step 1);

the fastest (latency) route if required (step 2);

the most secure route if required ( step 3); and/or

the route that affords the highest integrity (step 4).

Thus the Overlay software advantageously comprises one or

more of look up talbes, algorithmic calculation and real-tim information

or cost, available DSP route, and DSP route status information.

Further, the real-time information is advantageously updated, as by

time bases updates or by querying a DSP provided. For message

prioritization, my method allows the user to leverage all existing routes,

and through unique algorithms, choose the most appropriate route

based on a pre-determined hierarchy of needs (see steps 1-4 in Fig.

4). This hierarchy of needs (steps 1-4) can be adjusted for each

potential user of my DSRD method. As a simplistic example, each of

the four criteria (steps 1 -4) might be weighted using a scale of 1-10,

with 1 being of minimal importance and 10 being most important. Each

user then defines the priority of each criteria that user wants to assign

to each type of message. The number and complexity of prioritization are primarily dependent on two factors: first, the complexity and

quantity of different messages the user needs to send; and, second, on

the number of available routes the software will be able to choose from.

The actual weighting of priorities is negotiated with each customer

according to their unique needs. The step of closing the DSP route

could be performed at a vehicle, a user installation facility, or a

government control facility.

Fig. 5 is offered as an example of how the process will work. In

this example the "customer" has defined cost as the highest priority.

Each message type will preferably be Tagged, step 10, when it is

created so that the Overlay software, steps 20-50, can determine the

priorities that are applicable and then choose an appropriate route, step

60. The Tagging of a message, step 10, can be accomplished in a

variety of ways. These include a simple manual input from the user,

automatically based on where it originates or how it is created. The

updating of the information used in the tables and algorithms is also

shown, step 80.

In real use, the Overlay software for my DSRD method will use a

combination of lookup tables and real or near-real time information on

cost, available routes, and route status updates from the DSPs to

determine which route is most appropriate for any given message (see

Figs. 3, 4 & 5). Updates to rates and/or system status can be provided in various ways, from a time-based method to an aircraft power-up

method to a real time, in-air update as a message is sent (not shown).

Primarily the user community and the DSPs will determine the update

need as the number of digital messages and competition increases,

and integrity and latency begin to have added impact to the user. The

model is defined in such a way as to evolve to accommodate any or all

of the potential update solutions, as they are needed.

A time-based update assumes that changes will occur on a

predetermined, scheduled basis. For example, monthly each vehicle

participating in the use of my DSRD method would be provided with the

latest rates and status of the actual system. For example, a Ground

Earth Station (GES) might be down for repair or a new one may have

come on-line. On the other end of the update spectrum, a vehicle

would query each provider to determine the best instantaneous rate

given the aircraft position when it desires to send a message. In this

case, the method would determine the most appropriate route based on

the newly up-linked or downloaded rate structure. This method would

also enable a simplified auction for service, i.e. the user could allow

each provider to bid for the service in near real time.

If desired, for certain messages, the user could establish a

predetermined rate. If this rate were not met, the message would not

be sent until the vehicle arrived at a location where the service could be provided at the predetermined cost. An intermediate solution might

function in a manner such that when the vehicle powers up, it would

initiate a status message querying the system to compare current

information on-board with the master database. If the master database

detects out of date rates it would automatically download the current

rate structure.

Included in my method is an accounting infrastructure whereby

the DSPs would bill the system controller who would then bill the

respective users on a periodic basis (or as negotiated). Part of the

purpose of the Overlay software is to count the number and addresses

of sent messages to enable verification of service use (see step 70 in

Fig. 5). The only way this type of accounting is accomplished today is

to have the operator manually note the time, date, and address of a

message as it is sent. There are few vehicle operations that have the

luxury of allocating the time to track accurately digital messages.

Certainly in the future, this will become even less likely as numerous

status messages are envisioned to be sent automatically. My DSRD

method not only provides for consolidated billing, but will also ensure

accuracy by enabling user tracking even though it is likely that traffic will

be sent over multiple DSP networks.

It is possible to take one priority such as economics and choose

message routing based entirely upon this single criterion. The method of my invention would still work, just not provide as many advantages to

the user. From the same perspective, it is possible to have two criteria

or three without all four and still be useful.

My DSRD method also has potential uses outside of the aviation

industry. Literally, any wireless communication usage could benefit

from my invention as a way to enhance economics, latency, security,

integrity or combinations of these criteria. The invention is applicable

wherever digital messages or information are sent where there is more

than one potential route that the message/information can be sent over

and each route potentially has a different cost. An example might be

the need to identify a hierarchy for messages sent on a battlefield. The

present invention can be used for any digital message transmitted to

another party, such as cell phones, existing telephone lines, other

transportation industries (bus, rail, truck, taxi, etc.). There is no

question that latency and security are key elements of the modern

battle. Another example might be ground transportation networks that

have a business need to minimize cost while still considering critical

messages that will affect efficiency.

The method of my invention can be further illustrated by

considering that on a flight from New York to Frankfort, Germany, an

airliner receives a digital message requesting a deviation from their

planned route of flight to avoid an aircraft traveling from Miami to Boston. Since the potential for a midair collision would exist if neither

airliner makes a change to their route of flight, this becomes a priority

message where speed is most important. The proprietary software

would tag the message as a speed or latency priority and subsequently

send the message over the most expedient route (the example in Fig. 5

is applicable with the exception that cost and latency flip flop in

importance). In this example, both airliners are inside of line-of-site

range allowing the use of a Very High Frequency (VHF) message. For

this reason, the proprietary software chooses to send the message over

a VHF route. Two SATCOM networks are available at comparable

delivery speeds but at greater cost. The message is sent

acknowledging receipt of the original request and notifying Air Traffic

Control (ATC) that the air liners will make the requested deviation. At

the same time that the message is sent, the proprietary software stores

the time, location, length of message, and routing for future accounting

purposes. When ATC confirms that the transoceanic airliner will

deviate, they also request notification of any significant weather

encountered by the airliner. Since the airliners acknowledgment of the

message is no longer a priority, the proprietary software tags the

message with the appropriate low priority (the example in Fig. 5 is

appropriate but now cost again becomes the priority since time is no

longer an issue). The proprietary software then sends the message over a SATCOM network because it is the only available route (as the

New York to Frankfort plane has continued eastward during the

example, it has moved out of not only VHF coverage but also the

second SATCOM coverage area). In this case, even though cost was

the priority there was only one route available for use so the Overlay

software chose that route. As in the first response, the proprietary

software stores location, time, length of message, and route for future

accounting purposes.

Although the invention has been described in detail with particular

reference to these preferred embodiments, other embodiments can

achieve the same results. Variations and modifications of the present

invention will be obvious to those skilled in the art and it is intended to

cover in the appended claims all such modifications and equivalents.

Claims

CLAIMSWhat is claimed is:

1. A method for selecting a DSP route for a digital message,

the method comprising the steps of:

a) providing a unique prioritization tag for the digital

message;

b) supplying prioritized criteria from the user to an

overlay software;

c) choosing the DSP route by evaluating the prioritized

criteria in the overlay software; and

d) routing the digital message through the chosen DSP

route.

2. The method of claim 1 further comprising the step of

tracking the chosen DSP route for accounting purposes.

3. The method of claim 2 further comprising the step of

preparing a billing record of the chosen DSP route.

4. The method of claim 1 further comprising repeating steps

a) through d) for a next user.

5. The method of claim 1 further comprising repeating steps

a) through d) for a next digital message.

6. The method of claim 1 wherein said prioritized criteria

comprises at least one of the following criteria:

a) cost of sending the digital message;

b) speed of delivery of the digital message;

c) security of the digital message; and

d) integrity of the digital message.

7. The method of claim 1 wherein the step of choosing a DSP

route is performed at a member of the group consisting of a vehicle, a

user initiation facility, and a government control facility.

8. The method of claim 1 wherein the step of tagging

comprises manual tagging.

9. The method of claim 1 wherein the step of tagging

comprises automatic tagging.

10. The method of claim 1 wherein said overlay software

comprises at least one of the following:

lookup tables;

logarithmic calculations and real-time information on cost;

available DSP routes; and

DSP route status information.

11. The method of claim 10 further comprising the step of

updating the real-time information.

12. The method of claim 11 wherein the step of updating

comprises time-based updates.

13. The method of claim 11 wherein the step of updating

comprises querying at least one DSP provider.

14. An avionics routing method for digital messages, the

method comprising the steps of:

a) providing a unique prioritization tag for a digital

message;

b) supplying prioritized criteria from the user to an

overlay software;

c) evaluating the prioritized criteria by the overlay

software;

d) choosing a DSP route from at least two DSP service

providers by the overlay software; and

e) transmitting the digital message through the chosen

DSP route.

15. The method of claim 14 further comprising the step of

tracking the chosen DSP route for accounting purposes.

16. The method of claim 14 further comprising repeating steps

a) through e) for a next digital message.

17. The method of claim 14 wherein said prioritized criteria

comprises at least one of the following criteria:

a) a cost of sending the digital message;

b) speed of delivery of the digital message;

c) security of the digital message; and

d) integrity of the digital message.

18. The method of claim 14 wherein said overlay software

comprises at least one of the following:

lookup tables;

logarithmic calculations and real-time information on cost;

available DSP routes; and

DSP route status information.