SECURITY SYSTEM FOR AN AIRCRAFT AND COMMUNICATION METHOD USING THE SECURITY SYSTEM

Abstract

Communication method for an aircraft (1) comprising the steps of: installing a security system (100 or IDDS) in a non-pressurized zone (2) of the aircraft (1), said security system (100) comprising a GPS localization device (101) with satellite link and an autonomous battery (102);detecting in the GPS localization device (101) at least one position (A) of the aircraft;sending the position (A) to a control station (200) interconnected with the satellite link; said steps of detecting and sending the position (A) being performed if an anomaly is detected.

Claims

1. Communication method for an aircraft (1) comprising the steps of: installing a security system (100 or IDDS) in a non-pressurized zone (2) of the aircraft (1), said security system (100) comprising a GPS localization device (101) with satellite link and an autonomous battery (102); detecting in the GPS localization device (101) at least one position (A) of the aircraft; sending the position (A) to a control station (200) interconnected with the satellite link; said steps of detecting and sending the position (A) being performed if an anomaly is detected.

2. Communication method according to claim 1, characterized in that said anomaly comprises: malfunctioning of an on-board device (3) of the aircraft or an unexpected flight path followed by the aircraft (1) or a descent of the aircraft below a predefined altitude or an interruption in a connection between a client communication system (1000) of the aircraft, previously connected to a server control system (2000) of the control station (200) via the satellite link or via a (3G, 4G) cellular network or UMTS or the Internet or VHF Land.

3. Communication method according to claim 2, characterized in that said anomaly is detected by said server control system (2000) and said security system (100) is activated by the server control system (2000), after detection of the anomaly.

4. Communication method according to claim 1, characterized in that said security system (100) is in standby mode in the absence an anomaly and is programmed to detect the anomaly in standby mode and to become completely operative, starting to send said position, after detection of the anomaly.

5. Communication method according to claim 2, characterized in that said security system (100) receives information from the server control system (2000) of the control station (200) or from an interceptor aircraft in flight close to said aircraft and in radio communication with the security system.

6. Communication method according to claim 5, characterized by displaying of the data received from the control station (200) on an electronic device (4) on-board the aircraft and interfaced with the security system (100), said data being sent in real time, if the electronic is not in an anomalous condition, or in recorded form, once the electronic system (4) is operational.

7. Communication method according to claim 5, characterized in that the said data received from the server control system (2000) or the interceptor aircraft comprises remote commands for flying the aircraft (1) and in that said security system (100) is programmed to exclude the on-board commands of the aircraft (1) and to steer to the ground the aircraft with said remote flying commands received from the server control system (2000) or from the interceptor aircraft, in the event of an anomaly or hijacking.

8. Communication method according to claim 7, characterized in that the security system (100) detects a distance at which the interceptor aircraft is flying at and executes the remote flying commands only if the detected distance from the interceptor aircraft is less than a predefined threshold.

9. Communication method according to claim 7, characterized in that said remote flying commands are: the same flying commands given by a pilot of the interceptor aircraft to the intercepted aircraft and are transmitted from the interceptor aircraft to the aircraft (1) via an analog or digital VHF/UHF transceiver system, or are sent from the server control system (2000) to the security system (100), if necessary after the interceptor aircraft has sent flight parameters to the control station (200) and the flight parameters have been encoded as remote flying commands at the control station (200).

10. Communication method according to claim 1, characterized by storage of at least said position transmitted from the security system (100) to the control station (200) in a memory (103) of the security system (100).

11. Communication method according to claim 1, characterized in that said control system (100) detects and communicates at least one speed of the aircraft and/or an altitude and/or a flight level.

12. Security system (100) of an aircraft (1), comprising a GPS localization device (101) with a satellite link and a battery (102), intended to be installed in an area of the aircraft which is not pressurized, and to transmit at least one position of the aircraft to a control station (200) with said satellite link, in the case of an anomaly.

13. Security system (100) according to claim 12, characterized in that it comprises a pneumatic sensor for detecting an altitude of the aircraft and is programmed to send the position to the control station (200), if the pneumatic sensor detects an altitude lower than an altitude predetermined and/or not envisaged for the aircraft position.

14. Security system according to claim 13, characterized in that it comprises a device for controlling the flight commands of the aircraft and entering into operation if said unexpected altitude is determined, said device adjusting autonomously the flight commands so as to bring the aircraft to a fixed safety level or altitude.

15. Security system (100) according to claim 12, characterized in that it comprises means for heating the non-pressurized zone in which it is installed.

16. Security system (100) according to claim 12, characterized in that said non-pressurized zone is situated below the flight deck instrumentation of the aircraft (1), said security system comprising means for wired or wireless transmission, preferably NFC, with the integrated or portable devices (3) on-board the aircraft (1).

17. Security system (100) according to claim 16, characterized in that said on-board devices (3) comprise a client communication system (1000) intended to communicate with a server control system (2000) of the control station (200) via the satellite link or via a cellular network (3G, 4G) or UMTS or the Internet or VHF Land and in that said security system is programmed to be activated for detection and sending of the position from the server control system (2000), after detection of the anomaly.

18. Security system according to claim 12, characterized in that it comprises a connection to a back-up battery (5) of said aircraft and/or to a system of main batteries (6) of said aircraft connected to said back-up battery (5) by a Battery Direct Bus and that it is powered by said system of main batteries (6) or by said back-up battery (5), if available, or by said autonomous battery, if the system of main batteries (6) or the back-up battery (5) are not available or if a temperature of the back-up battery (5) is greater than a predefined normal operating value.

19. Security system according to claim 18, characterized in that it comprises a photovoltaic generator and/or an emergency wind generator and means for activating said wind generator.

20. Security system according to claim 12, characterized in that it comprises an analog or digital VHF/UHF transceiver system, designed to communicate in radiofrequency with an interceptor aircraft flying close to said aircraft, said security system being programmed to receive remote flying commands from the interceptor aircraft, via said transceiver system, or to receive remote flying commands from said control station, and to exclude the on-board commands of the aircraft and guide the aircraft to the ground on the basis of said remote flying commands.

21. System according to claim 20, characterized in that the remote commands received by the transceiver system correspond to the commands given by the pilot of the interceptor aircraft to the aircraft.

Description

BRIEF DESCRIPTION OF THE ATTACHED FIGURES

[0035] FIG. 1 shows in schematic form the earth and an aircraft equipped with the security system according to the present invention, during operation when flying around the earth;

[0036] FIG. 2 shows in schematic form the aircraft according to FIG. 1.

[0037] FIG. 3 shows a block diagram of the security system according to FIG. 1.

DETAILED DESCRIPTION

[0038] FIG. 1 shows in schematic form an air space 10000 occupied by an aircraft 1 intended to travel along a flight path T-L predefined by a flight schedule. A control station 200 communicates with the aircraft 1 via known devices, for example a primary radar and a secondary radar.

[0039] The term control station 200 is used below in the description to refer not only specifically to a single station, but also to a plurality of stations which are associated with various geographical positions on the earth and which, via said devices, detect the aircraft when it enters into a predetermined range of the station.

[0040] In certain conditions, for example in the case of a hijacking, the aircraft 1 may be outside of the detection range of all the control stations 200 on the ground; the same thing may happen if the on-board devices of the aircraft are tampered with or are faulty, for example if a transponder no longer responds to the secondary radar of a control station.

[0041] In order to deal with these and other emergency conditions, a communication method according to the present invention envisages the steps of: [0042] installing a security system 100, below also referred to as IDDS, in a zone or section 2 of the aircraft which is not pressurized, said security system 100 comprising a GPS localization device 101 with satellite link and an autonomous battery 102; [0043] detecting in the GPS localization device 101 at least one position A of the aircraft; [0044] sending the position A to the control station 200 interconnected with the satellite link;
said steps of detecting and sending the position A being performed if an anomaly is detected.

[0045] In particular, the method consists in detecting, via the GPS localization device 101 or other technology designed to provide the aforementioned three-dimensional position data (geographical coordinates, speed and altitude), the position A of the aircraft, via the satellite link to satellites 6000 which can be reached by the aircraft 1 within the space 10000, and sending the position A detected to the control station 200 interconnected via the satellite link.

[0046] The anomaly comprises, for example, malfunctioning of an on-board device 3 of the aircraft 1 or an unexpected flight path followed by the aircraft 1 or the descent of the aircraft below a predefined altitude or an interruption in a connection between a client communication system 1000 of the aircraft (LASC client) previously connected to a server control system 2000 (LASC server) of the control station 200 via the satellite link or via a 3G, 4G cellular network or UMTS or via the Internet or VHF Land.

[0047] The client communication system 2000 is in the pressurized zone of the aircraft, where persons are free to move also while flying, and therefore risks possible damage, for example caused by hijackers.

[0048] The client communication system 1000 (LASC client) is portable or incorporated in the aircraft 1 and communicates with the server control system 2000 (LASC server) which is installed in a land or satellite station 200. The LASC client 1000 may be a portable device, for example a tablet, or may be incorporated in the on-board instrumentation, together with the remaining devices 3 of the aircraft and be connected via cable or wirelessly, for example by means of the NFC protocol, to the security system 100. As mentioned, the LASC client 1000 is also connected (during normal operating conditions) to the LASC server via the satellite link or the 3G, 4G cellular network or UMTS or the Internet or VHF Land, and form a network or LASC network. In one embodiment of the present invention, not limiting its scope of protection, the anomaly may be detected by the server control system 2000 (LASC server) and the security system 100 may be activated by the server control system 2000, after detection of the anomaly. Before said activation, the security system 100 is electrically powered, but in a standby operating mode where it uses little electric power and during which it may receive an activation command from the server control system 2000.

[0049] According to one aspect of the present invention, the client communication system 1000 is equipped with voice recognition means for detecting a human voice on the aircraft, especially in the cockpit, and is programmed to generate an anomaly signal, in the event that the human voice detected does not correspond to the (pre-recorded) voice of the aircraft commander or his/her subordinates or the persons who have been duly identified and recorded in the LASC client before take-off.

[0050] In the case where the LASC client determines a difference between the voice detected and the voices pre-recorded before take-off, the security system 100 is activated so as to communicate the position of the aircraft and receive any remote flying commands from the control station 200. In this way, the security system 100 may immediately react to possible hijacking attempts. In particular, according to the communication method of the present invention, the server control system 2000 or an interceptor aircraft, which has flown up alongside the potentially hijacked aircraft, may send flight information or parameters which constitute remote commands for flying the aircraft; the security system 100 is programmed to exclude the on-board commands of the aircraft 1 and bring the aircraft back down to the ground via the remote flying commands received from the server control system 2000 or from the interceptor aircraft, in the event of an anomaly or hijacking.

[0051] In particular, the remote flying commands may be the same flying commands given by a pilot of an interceptor aircraft to the intercepted aircraft, for example in a symmetrical manner as usually occurs with aircraft flying in formation, and transmitted in the immediate vicinity to the security system 100 of the potentially hijacked aircraft.

[0052] The remote commands are received by a transceiver system of the aircraft and correspond to the commands given by a pilot of the interceptor aircraft, for example a fighter aircraft equipped in turn with a transceiver system which automatically acquires the commands given by the pilot to the fighter aircraft and transmits them automatically to the aircraft.

[0053] Advantageously, according to this aspect of the invention, in order to bring the aircraft back down to the ground, it is not required to have a second pilot on-board the fighter aircraft sending remote commands, but merely one pilot who, via only the commands given to his/her own fighter aircraft, guides both aircraft (fighter and intercepted aircraft).

[0054] According to one aspect of the present invention, the interconnection between the commands of the interceptor aircraft and the intercepted aircraft may be encrypted and is any case authorized by means of an encoded electronic identification step performed prior to said interconnection between commands, this step being implemented so as to exclude that unauthorized interceptor aircraft may perform the abovementioned operations in the air space concerned.

[0055] In other words, only devices of the interceptor aircraft duly authorized by devices on the intercepted aircraft (and/or vice versa) may be electronically linked together, allowing remote control of the aircraft to be performed.

[0056] According to this embodiment, preferably, the security system 100 also comprises a lateral detector of the distance at which the interceptor aircraft is situated, for example based on an ultrasound, optical or magnetic detection method and/or detection of the electromagnetic emission power emitted by the flying object (interceptor plane); the security system 100 is programmed to receive and carry out the flying commands received instead of the pilot's commands, only if the detected distance from the interceptor aircraft is less than a predefined threshold value (for example 50 metres) and excluding therefore possible attempts at hijacking the aircraft based on the sending of flying commands from long distance, for example from a land station or from an aircraft situated far off and not effectively able to position itself alongside as an interceptor aircraft.

[0057] Alternatively, the remote commands may be flight parameters transmitted by the interceptor aircraft to the control station 200 and retransmitted by the latter to the security system 100 of the aircraft via the server control system 200, optionally after intervention by a pilot on-ground who converts the flight parameters of the interceptor aircraft into commands for the aircraft.

[0058] Obviously, said mode for remote flying of the aircraft 1 can be activated not only by means of the client communication system 1000 (LASC client), as in the example given above with reference to voice recognition, but also in the event of a plurality of other anomalous conditions which may be detected by the LASC client 1000 or by other on-board devices or by remote control systems, including the server control system 2000 (LASC server).

[0059] In this connection, the remote flying commands may be sent to the security system 100 also when the LASC client 1000 is not operational. In particular, the security system 100 is designed to receive input from the server control system 2000 (LASC server) even when it is isolated from the LASC client 1000 and, in the event of an anomaly or hijacking, to bypass the control instrumentation of the aircraft situated in the cockpit, for example the Flight Management Computer (FMC), Flight Controls Computer (FCC), Engine Control Computer (ECC), Landing Gear Computer (LGC) or Auto Brake Computer (ABC) or other instruments which, in normal flying conditions, are available to the pilot on-board the aircraft.

[0060] Advantageously, according to this aspect of the invention, the security system 100 can be remotely controlled, via the LASC server 2000 or using other systems able to interface with it and guide the aircraft 1 during landing, preventing any hijackers from impeding rescue of the aircraft, since these persons with criminal intent also do not have any possibility of entering and operating within the non-pressurized section in which the security system 100 of the present invention is installed.

[0061] According to another aspect of the present invention, the security system 100 is in standby mode, in the absence of an anomaly, and is programmed to detect actively the anomaly in standby mode and enter into an active and operative operating mode, i.e. starting to send the position to the server control system 2000 (LASC server), after detection of the anomaly.

[0062] For example, the anomaly in the on-board devices 3 is detected by the security system 100, following disconnection or malfunctioning or sabotage or a fault of one or more of the on-board devices 3 and in particular loss of connection with the client communication system (LASC client).

[0063] In particular, after the aircraft 1 has taken off and at predefined intervals, the security system 100 checks the capacity of the LASC platform 1000/2000 to transmit. The security system 100 communicates with the server control system 2000 (LASC server) via the satellite link and asks the server 2000 to check that the LASC client 100 on-board is correctly functioning; this check may be carried out at predefined intervals or, in the case where the security system 100 detects the absence of a (cable and/or wireless) connection with the LASC client 100 associated with it, and is performed substantially in order to exclude that the absence of communication on the aircraft between LASC client 1000 and security system 100 is due to a sabotage. If there is no real anomaly or hijack attempt, the control system 100 returns to standby mode since the position is any case provided by the LASC client; otherwise it starts to detect and transmit the position.

[0064] However, several anomalies may be detected in various ways and using various means. For example, an anomalous flight path of the aircraft 1 is detected by the control station 200, by means of a radar or the control system 2000 (LASC server) communicating via the satellite link with the LASC client 1000 of the aircraft 1, operating in non-anomalous conditions. The anomalous flight path is identified owing to its difference from the programmed flight path T-L of the aircraft.

[0065] It is also envisaged that the security system 100 can receive, and not only transmit, data from the server control station 2000 (LASC server) of the control station 200. The data received from the control station 200 is displayed on an electronic device 4 on-board the aircraft, for example on the portable device of the LASC client, and interfaced with the security system 100, and in particular is sent in real time, if the electronic device 4 is not in an anomalous condition, or in recorded form, once the electronic device 4 is operational.

[0066] At least one position transmitted by the security system 100 to the control station 200 (LASC server) during a malfunction of the LASC client is stored in a memory 103 of the security system 100. All the data thus stored in the memory 103 may be retransmitted onto the LASC client or other on-board devices, once the anomaly, for example the connection of the LASC client to the LASC network, has been resolved/restored. It is also possible for the control system 100 to detect other information, including a speed of the aircraft and/or an altitude and/or flight level, and to transmit it to the LASC server, after detection of the anomaly.

[0067] In other words, during the period occurring between isolation of the client communication system and the server control system and the subsequent restoration of the connection, the security system 100 stores a plurality of data received in real time from the server control system, via satellite link and, after said connection has been restored, transmits the data to the client communication system, which may display it in recorded form. This allows the level of security to be significantly improved, for example informing by means of recorded data the personnel on-board that interceptor aircraft have been launched or that action by the aircraft crew is required.

[0068] The data received from the control station 200 may be stored in an electronic device 4, incorporated or portable, on-board the aircraft and interfaced with the security system 100. The data may be sent in real time, if the electronic device is not in an anomalous state, or in recorded form, once the electronic system 4 becomes operational again.

[0069] The technical problem described above is also solved by a security system 100 according to the present invention, and in particular by a system 100 intended to be installed on an aircraft 1, in a non-pressurized zone, and comprising a GPS localization device 101 with satellite link and a battery 102, and to transmit at least one position of the aircraft to a control station 200 with said satellite like, in the case of an anomaly in the on-board devices.

[0070] The system 100 comprises a pneumatic sensor for detecting an altitude of the aircraft and may be programmed to send the position to the control station 200, if the pneumatic sensor detects an altitude lower than a predetermined altitude. The descent below the predefined altitude does not always constitute, per se, a fault or an anomalous flight condition, but activation of the security system 100 when this altitude is reached allows, however, very rapid identification of all the aircraft which are taking off or landing as well as identification of the aircraft which are potentially at said predefined altitude owing to a real problem affecting operation of the aircraft and forcing it to lower its height.

[0071] The security system also comprises a device for controlling the flight commands of the aircraft, intended to be mounted on-board the aircraft and to start functioning if an unexpected altitude of the aircraft is identified. The device adjusts autonomously the flight commands so as to guide the aircraft to an altitude or a fixed level, at least until an interceptor aircraft intervenes and escorts the aircraft back onto the ground. Preferably the device also controls the undercarriage of the aircraft and the automatic braking system and adjusts the power of the jet engines.

[0072] According to one aspect of the invention, the control device is controlled by a security system (IDDS) mounted on-board an interceptor aircraft which has positioned itself alongside the aircraft. In other words, the two security systems (IDDS) of the aircraft and the interceptor aircraft are electronically linked together during the flight, the commands given to the interceptor aircraft by its pilot are acquired by the security system (IDDS) of the interceptor aircraft and communicated to the security system of the intercepted aircraft (IDDS) which has operational priority, at least during the emergency/anomaly detected, over the commands which may be normally imparted to the aircraft by the flight deck. Said operational priority may be maintained until landing, thus allowing the aircraft to be steered to safety without any possibility of intervention, for example attempt at hijacking with intent to crash the plane, by the person on-board the plane.

[0073] The security system 100 comprises heating means, which have the function of preserving correct operation of its electronic components in the non-pressurized zone, where the temperature may be very low, during flying conditions.

[0074] The non-pressurized zone is for example a section of the aircraft situated below the flight deck instrumentation; advantageously, by installing the security system underneath this instrumentation, it is possible to obtain an optimum short-range wireless connection, for example via NFC, between the security system 100 and the instrumentation itself. By adopting a cable connection, it is possible to reduce the length of the electric connection cables and increase the precision of the signal.

[0075] The security system 100 comprises an interface for connection to the on-board devices 3 and in particular to a client communication system 1000 (LASC client) intended to communicate with a server control system 2000 of the control station 200 via the satellite link or via a 3G, 4G cellular network or UMTS or the Internet or VHF Land. The security system 100 is programmed to be operated to detect and send the position from the server control system 2000, according to the communication method of the present invention, and in particular after detection of the anomaly.

[0076] The security system 100 comprises a connection to a back-up battery 5 of the aircraft and/or to a system 6 of main batteries of the aircraft 1 connected to the back-up battery 5 by a Direct Battery Bus and is powered by the main power system 6 or by the back-up battery 5, if available, or by the autonomous battery, if the main battery system 6 or the back-up battery 5 are not available or if a temperature of the back-up battery 5 is higher than a predefined normal operating temperature.

[0077] Therefore, the security system 100 is always connected and powered and may always perform an operation for monitoring correct operation of the other on-board devices, including the batteries 102A and 102B, and may start to communicate with the control station 200 and in particular with the LASC server 2000, in the event of the anomaly being detected.

[0078] Advantageously, according to the communication method and the security system of the present invention, the aircraft may be always identified by the control station, even with the primary or secondary radar of the aircraft are not functioning or when the aircraft has been diverted outside of the radar range of the stations, since the stations and the aircraft are interconnected by means of a satellite network and since the security system of the aircraft is inaccessible, and therefore may not be interfered with, and is always electrically powered by one of the batteries of the aircraft or the integrated battery.