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.