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    TITLE: Aircraft cabin control system, data distribution apparatus and airplane thus equipped Control system (1) having a main computing unit (2), at least one galley operator control apparatus (3) , 3A, 3C) and a physically different data distribution apparatus (4). The first computing unit (41) and the second computing unit (42) are autonomous. They (41, 42) are connected by an interface circuit (44) to exchange data. The first unit (41) takes the car output signal received by the main computing unit (2) as a basis for providing an operational signal of a car function. The second unit (42) takes an order received from a display device (31) of the apparatus (3, 3A3, 3C) as a basis for providing a switching signal that activates the power control device (32) to switch an electric charge (L); the second unit (42) takes a car output signal received by the first unit (41) as a basis for providing a display signal and reproducing the information on the display device (31).
    公开号:FR3079955A1
    申请号:FR1903601
    申请日:2019-04-04
    公开日:2019-10-11
    发明作者:Christian Riedel；Michael Netsler；Gerd Brüchmann
    申请人:Airbus Operations GmbH；
    IPC主号:
    专利说明:

    Description
    Title of the invention: Aircraft cabin control system, data distribution apparatus and aircraft thus equipped Technical field [0001] The present invention relates to an aircraft cabin control system as well as an apparatus for data distribution and an aircraft equipped with such means.
    PRIOR ART [0002] Current airplanes, in general commercial airplanes, generally have one or more pantries inside the cabin for the distribution and preparation of meals or for passengers and crew. These pantries or kitchens generally have cabinet equipment, i.e. installations with shelves, trays and other prefabricated elements. Next to the offices, there are toilets also equipped with appropriate equipment. The assembly formed by office equipment has multiple compartments or shelves. In general these compartments have containers for storing meals and drinks, trolleys or container trolleys (trolleys or office trolleys) and functional units such as ovens for heating, refrigerators, coffee machines or similar equipment. These functional units consist of electrical loads, the operator, operation control and electrical protections (overloads) with usually a control panel for this equipment in the installation.
    To leave passengers as much space as possible, we seek to integrate the equipment into the cabin of the aircraft in as little space as possible. This is why galleys are generally located near the entrances to the aircraft, where the space required for galleys and space equipment in general is reduced to reduce the space for cabin equipment. Particularly in passenger aircraft, the need for service and observation functions available in the cabin is increasing. For example, observation cameras are frequently installed in aircraft cabins. The images they give are reproduced on a control screen so that the cabin crew can constantly have an eye on the passengers. It also allows passengers to contact the flight crew at any time.
    To meet these requirements, document DE 20 2017 004 091 U1 provides cabin equipment in the form of a toilet / office combination, the installation of which includes a display for displaying the images recorded by an observation camera. . A network of control devices is normally provided to provide the observation functions, the service functions and other cabin functions such as, for example, the switching of the seat belt signals, in a space-saving and efficient manner. operator. For example, the document DE 10 2007 051 196 A1 describes the coupling of observation cameras to a network of operator control devices in the form of a bus system by a device for distributing or distributing data in the form of a switch; the network of the operator control unit also includes what is known under the name of "flight service panel" (FAP panel) for flight crews making it possible to adjust and control cabin functions such as the lighting and ventilation, and to respond to passenger reactions, usually service requests to the seats.
    GOAL OF THE INVENTION
    The present invention aims to develop an aircraft cabin system which economically uses the space available in the cabin for a galley and which improves the functionality of this part of the galley.
    DESCRIPTION AND ADVANTAGES OF THE INVENTION
    To this end, the invention aims to develop an aircraft cabin control system comprising a main calculation unit, at least one galley control device and a device distributing the data.
    More specifically, the invention relates to a control system for an aircraft cabin having a main calculation unit, a first interface for changing cabin data and a distribution interface , The main calculation unit being designed to supply cabin exit signals on the distribution interface based on cabin data and to receive cabin entry signals, at least [0013] a pantry operator control apparatus having a display device adapted to enter control commands and to output information from the display signals, and a power control device having a power input designed to be connected to an electrical power supply of the aircraft, having a set of power outputs designed to connect electrical charges of an office having a control interface, [001 6] the power control device being designed to establish or cut the electrical connection between each load output, separately and the input of the power supply, a data distribution device physically separate from the control device office operator having a first calculation unit having a first control interface connected to the distribution interface of the main calculation unit having a set of second control interfaces and having a first coupling interface , The first calculation unit being designed to take a cabin output signal received from the main calculation unit as a basis for supplying a signal to activate a cabin function from one or more second control interfaces and to supply the cabin output signals, received on the first coupling interface, and a second unit of calculation independent of the first re calculation unit, having a first interface connected to the display device, a second interface connected to the control interface of the power control device of the office operator control apparatus and a second coupling interface connected to the first coupling interface of the first calculation unit, the second calculation unit being designed to take orders received from the display device as a basis for supplying a switching signal to the second interface, this signal switching activating the power control device to close or open the electrical connection between one or more load outputs and the input of the power supply, the second calculation unit being designed to supply a display signal on the first interface, based on a car output signal received by the second coupling interface.
    In other words, the main HRE unit has a first interface designed to exchange cabin data and a distribution interface (distribution interface). Cabin data are, for example, orders that personnel have entered through an FAP in-flight service panel such as an order to switch the seat belt signals over the seats or communications data in the case of a phone call between different cabin crew. Cabin data can be read from a data memory and include, for example, information relating to the organization of the aircraft cabin or of the various galley shelving compartments occupied by the containers or the functional units. Similarly, the HRE unit can receive cabin data, for example a data record containing information indicating that a passenger is seated in a particular seat or that he is entitled to a particular service, through the server application through which passengers can choose services. The HRE unit is designed to provide car exit signals to the distribution interface, based on this car data and to receive car entry signals. This is done for example using the HRE unit consisting of one or more processors and a data memory having an operating system. Cabin exit signals are signals containing information regarding the state of a cabin component or the function to be performed in the cabin; they optionally include other treatments. For example, the car exit signals include information indicating whether a car signal, such as a light intended to be cut / switched on or off, communications data, status information concerning the 'office, in general the power consumed. Cabin exit signals are signals received from the cabin which include the information described above.
    At least one office operator control device comprises a display device designed to enter control orders and to output information as a function of the display signals as well as an ESE power control device . This ESE device comprises a power input intended to be connected to a power supply for the aircraft, a set of power outputs to be connected to the electrical charges of a galley as well as a control interface. This ESE device makes it possible to establish or cut the electrical connection between each of the load outputs and the power input. The display device thus firstly constitutes an input device. For example, the display device has a touch screen (touch screen) that can be used to manually enter specific orders. In addition, the display device is also an output or reproduction device making it possible to reproduce information or images as a function of the display signals. From a functional point of view, the ESE device constitutes a type of switch box for switching the different electrical loads in the office to cut or connect them. The information concerning the electrical connections between the different load outputs and the electrical input and which must be connected or cut, this information is contained in a signal received by the control interface; this signal will be explained below. Optionally, the ESE device can also protect against electrical overload, automatically opening the electrical connection between the power input and the respective power output when a current intensity threshold is reached at the power output respectively. The ESE device may include relays, for example relays in solid state technique, to perform the functions described above.
    The data distribution apparatus is physically separate from the office operator control apparatus. For example, the galley operator control apparatus can be integrated directly into the galley cubicle installation while the data distribution device is placed or integrated into the exterior wall of the cubicle. airline.
    The data distribution device (data distribution device) comprises a first calculation unit having a first control interface connected to the distribution interface of the main calculation unit, a set of second interfaces of control as well as a first coupling interface. The first calculation unit takes the cabin output signal received from the main base calculation unit used to provide an operating signal to activate a cabin function on one or more second control interfaces and provide the output signals received on the first coupling interface. The first calculation unit can thus receive from the main computer, for example on the first control interface, a signal containing the order to switch (connect) a cabin signal which is generally a seat belt signal. On the basis of this car exit signal, the first calculation unit generates an applicable operational signal and supplies it to the second applicable control interface. Conversely, for a signal from a smoke detection alarm indicating smoke detection; this signal can be received on the second control interfaces. The first computing unit generates a car input signal from this signal and sends it as an input signal to the distribution interface of the HRE unit through the first control interface. The HRE unit generates cabin data and transmits it to the FAP panel, for example, which outputs information concerning smoke detection.
    The data distribution apparatus further comprises a second calculation unit autonomous with respect to the first calculation unit and having a first interface connected to the display device, a second interface connected to the control interface of the power control device of the office operator control apparatus and a second coupling interface connected to the first coupling interface of the first computing unit. The second computing unit takes the control order received from the display device as the basis for providing a switching signal on the second interface; this switching signal activates the power control device to establish or cut the electrical connection between one or more load outputs and the input of the power supply, as well as the second calculation unit supplying a display signal on the first interface as a function of the cabin output signal received on the second coupling interface.
    The second calculation unit forms a pantry control device. As such, flight attendants can use the display device to enter an order, such as an order to plug in a galley coffee machine. This control order is received by the second calculation unit on the first interface and the second calculation unit takes this order as a basis for generating a switching signal which is applied to the control interface of the power control device by the second interface of the second computing unit. This switching signal includes information concerning the power control device power outputs which must be electrically connected to the power control device power input. As another function of the second computing unit, another function of the second computing unit is to use the second coupling interface to exchange data with the first computing unit. In particular, the second calculation unit takes the cabin output signals received as the basis for generating a display signal supplied to the first interface so that the information it contains is taken as the basis for generating an applicable output, in particular a visual output, on the display device. In this way, we have an interface between the office and the HRE unit. This allows communication between the office and the main computing unit through the display.
    The second calculation unit is autonomous with respect to the first calculation unit, which means that the first and the second calculation unit operate independently of one another. In particular in the event of an operating error in the first computing unit, this does not have a negative influence on the operating possibilities of the second computing unit. For example, this can happen through separate processors or separate processor cores that each operate with separate operating systems and data and / or with separate data memories. These first and second coupling interfaces are each designed so that only data that is not critical to the respective security of the other computing unit can be exchanged between the computing units. This is achieved by using filter circuits, for example data filter circuits. The autonomous realization of the second computing unit improves the independence of the control system.
    Another advantage of the control system according to the present invention is the integration of the second calculation unit in the data distribution apparatus while being physically organized separately from the office operator control apparatus. This saves space in the office, for example because only the office operator control unit is located in the office while the data distribution device is located at another location in the cabin. This is also advantageous since it makes it possible to improve existing offices since the physical distribution of cabin equipment does not have to be modified to provide the control functions carried out by the second calculation unit. At the same time the integration of the second computing unit with the first computing unit in a common data distribution device, through an interface between the computing units will be the functionality available in the office.
    According to a second development of the invention, it is provided for an on-board network of an aircraft having a control system according to the first development of the invention and a distribution memory module. The dispatch memory module is designed to record information specific to the respective aircraft, concerning the distribution and configuration of the various components of an aircraft cabin in the form of cabin data; the distribution memory module is connected to the main calculation unit by the first interface. One of the advantages of this on-board network is that the cabin data recorded in the central memory module of the aircraft are, for example, data concerning the organization of the galley, such as the type of electrical charges equipping the office, the distribution of these in the office or requests for electrical power thereof and the data distribution apparatus of the control system can be used to configure the electrical loads. In this way the individual adaptation of the galley configuration for an aircraft is considerably facilitated.
    According to a third development, the invention relates to a data distribution device for a control system. Π comprises a first calculation unit and a second calculation unit. The first calculation unit comprises a first connection device with the first control interface as well as a second connection device with the second control interface. The first and second switching devices are integrated as connection socket for example and include electrical connection devices by contact which form the respective interfaces. The first calculation unit can be composed, for example, of a first processor and a first data memory. Alternatively, instead of the first processor, one can also provide a programmable FPGA logic circuit. It is an integrated circuit in which you can load a logic circuit. Furthermore, the data distribution apparatus includes an interface circuit which forms the first coupling interface of the first computing unit and the second coupling interface of the second computing unit by connecting them to each other. , in particular by connecting them so that the second calculation unit is autonomous with respect to the first calculation unit. The coupling interfaces can be implemented, for example, as a serial interface. As an example, the second interface of the second calculation unit can be implemented as a CAN interface or as an ARINC interface. The data distribution apparatus is designed in this way and thus offers the advantages mentioned above for the first development of the invention.
    Advantageously, the data distribution apparatus comprises, as first or as second processor, a programmable FPGA logic circuit and at least one data memory, the processor and the FPGA circuit being connected to each other. by an interface circuit and each accessing the data memory. The processor, the FPGA circuit and at least one of the data memories together form the first and second computing units.
    According to a fourth development, the invention relates to an aircraft having an office with multiple electrical charges and a control system according to the first development of the invention. Under these conditions, a respective electrical load from the pantry is connected to a respective power output of the power control unit. The power input of the power control unit is connected to an airplane power supply system, for example a 115-volt AC electrical system. The display device is located in the galley, for example installed in a shelving compartment of cabin equipment. The data distribution device is physically separate from the galley, for example under the interior of the fuselage structure of the aircraft. As the galley and the data distribution device are physically separate, this reduces the need for space for the galley or at least does not increase it and improves the functionality which results in a more spacious aircraft cabin. .
    According to one embodiment of the control system, the second interface is further designed to be connected to the electrical loads and / or to the functional units of the office to receive status signals representing the state of a respective load or of the respective functional unit and on the basis of this information, the second calculation unit takes the respective status signal as a basis for providing a display signal on the first interface and / or a car input signal on the second coupling interface. Functional units, for example for food or drink storage containers or trolleys. The status signals can for example include information relating to the electrical consumption of the respective load, the filling level of a container or similar operating information. This information can be transformed by the second calculation unit into applicable signals which are displayed on the display device or available for the HRE unit by the first calculation unit. This advantageously allows a very wide variety of control or regulation functions, for example the management of the power of multiple offices which supposes that the display is used to present the current demand for power (consumption) of the other offices. so that the cabin crew can decide whether or not to connect an additional load.
    According to one embodiment of the control system, the second calculation unit has a camera interface for connecting one or more camera devices and receiving image signals supplied by the camera devices and representing the captured image by each camera device, the second computing unit taking the image signals as a basis for providing image output signals on the first interface and the display device being adapted to take the image output signals as basis for reproducing the image recorded by a camera device. According to this embodiment, there is an interface on the second computing device for the image stream from the camera device so that the second computing device can use it to reproduce this image stream on the imaging device. display. It thus makes it possible to integrate a cabin observation function into the control system, by simply integrating a cabin observation function into the control system. As the second computer unit is designed to be autonomous from the first computer unit, this also increases the operational safety of the cabin observation system. The camera interface can for example be in the form of an Ethernet interface.
    The camera interface is optionally designed to provide power to the camera device. This can be done, for example, with a camera interface in the form of a power over Ethernet interface.
    According to another embodiment of the control system, the second calculation unit has a WLAN antenna. This allows radio communication between the second computer unit and other cabin components or other components of the control system. By way of example, this makes it possible to exchange data without a wired link with other office operator control devices, in general data relating to requests for supply of electrical loads or with other distribution devices. data from the control system.
    As an option, the WLAN antenna can be designed to communicate on the basis of the WAIC standard. This WAIC standard is the abbreviation for "Wireless Avionics Intracom-munications", that is to say a wireless communication system in an airplane. This communication standard is specific to aviation for the transmission of data over a wireless link in an aircraft autonomous network. The technical details of this standard are known to specialists and can be found, for example, in document IUT-R M.2197 of the International Telecommunication Union (November 2010).
    Optionally the first interface and / or the camera interface can be performed by the WLAN antenna. This advantageously reduces the complexity of the wiring. In addition, the display device can also be worn by seafarers or away from the galley.
    As a variant or in addition, the WLAN antenna can be designed to exchange data with a WLAN access point (access point called WAP) which is preferably associated with a different domain from the on-board network of the aircraft other than the control system. In particular, the control system can be associated with a higher level of network security than the WAP access point. In this way, it is advantageously possible to exchange data between the second computing unit and for example the application server, which allows passengers to choose the services.
    According to another embodiment of the control system, the second calculation unit has an additional supply connection designed to be connected to an electrical supply so that the second calculation unit can be supplied independently of the first calculation unit. As an option, in addition to the power connection that connects both the first and the second computing unit to the aircraft's power supply, for example to a 28-volt DC network, there is thus another connection power supply specific to the second computing unit. This increases security against failures of the second computing unit. This additional power connection can be integrated into the third connection device mentioned above of the second calculation device.
    According to another embodiment of the control system, the distribution interface of the main calculation unit and the first control interface of the first calculation unit are connected by a data transmission line. This data transmission line can be produced in particular by optical fibers; this means that you can for example use a fiber optic cable or electrical conductors such as standard copper cables. Fiber optic cables have the advantage of allowing very high data transmission rates. Electrical conductors are however less expensive.
    According to one embodiment of the data distribution apparatus, the first calculation unit is formed on a first printed circuit board, and the second calculation unit is formed on a second printed circuit board. The first and second printed circuit boards are in this case arranged in a common housing. This is also the case for the first, the second and the third device for connecting the housing or for elements of it.
    Alternatively, the first printed circuit board is placed in a first housing, the second printed circuit board is placed in a second separate housing, the second housing being placed on the first housing. The two computing units are thus housed in different boxes, placed one above the other. In this way a modular design is obtained which is advantageous in particular for increasing the capacities of the existing data distribution apparatus which already includes the first calculation unit to supplement it with a second calculation unit. This also allows better screening of the second compute unit from the optional WLAN antenna.
    According to another variant, the first and the second calculation unit are produced on a common printed circuit board.
    The expressions "connection" or "coupling" used in this description relate to the components of the control system or the aircraft load network or the interfaces of these elements; they mean that these elements are linked together in an appropriate way to allow data exchange. This can be done in particular with data transmission lines by cables, for example a BUS system, network lines, optical fibers or similar means or even by a data transmission without cable, such as WLAN, Bluetooth , an infrared link or a link of this type.
    BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be described below in more detail with the aid of exemplary embodiments represented in the appended drawings in which: [fig.41] shows a simplified plan view of an aircraft according to an embodiment of the invention, [fig-2] shows a schematic block view of a control system according to an embodiment of the invention, [fig. 2] 3] shows a functional diagram of a data distribution device corresponding to an embodiment of the invention, [fig-4] is a simplified perspective view of a data distribution device corresponding to a embodiment of the invention, and [fig-5] and a simplified perspective view of another embodiment of a data distribution apparatus according to the invention.
    In the figures we will use the same references to designate the same elements.
    DESCRIPTION OF EMBODIMENTS
    Figure 1 is a plan view of an aircraft 100 in particular of the cabin 101 of the aircraft 100. The aircraft 100 has several offices 102 distributed in the cabin 101. In the case of the aircraft 100 presented as an example in Figure 1, there are a total of three offices 102. Two of these offices 102 are distributed one in the entry region 103 near the cockpit 104 and the other near Tanière 105 of the aircraft 100. Another office 102 is located between the other galleries 102 according to Longitudinal tax 106 of the aircraft.
    Offices 102 are represented rather schematically in the form of blocks in Figure 1; they are cabin equipment, that is to say prefabricated assemblies of shelves. Π there may be a set of sliding compartments for receiving containers and / or rolling containers (towed carts or serving carts). In addition, the offices include a set of electrical charges (L) which are generally in the form of coffee machines, temperature maintaining ovens, refrigerators, lighting devices or the like.
    The aircraft 100 has an on-board network 200 presented by way of example in a simplified manner in the form of the block diagram of FIG. 2. The on-board network N presents, by way of example, a control system 1 , an operator control station, optional in the known form called “flight assistance panel” 201 also called abbreviated FAP panel 201 for flight crew allowing him to adjust and control cabin functions; it also includes an optional additional server 202 and the development of a memory module 203 in the form of non-volatile memory. As a result, the on-board network N may include one or more switches 204 and a passenger entry device 205.
    With the FAP panel 201, the cabin crew can enter the control orders to process the cabin functions such as lighting, the air conditioning system or cabin signals, for example pushing a button or actuating a switch. . The cabin signs are for example a light signal indicating to a passenger that he must fasten his seat belt. In addition, the cabin crew can also use the FAP 201 system for announcements in the cabin or telephone calls generally exchanged with the staff in the cockpit. Orders using the FAP 201 tablet are, for example, cabin data.
    The application server 202 includes optional services for passengers; for example, a music library or a list of a selection of food and drinks. A passenger can request such services for example by using the passenger entry device 205 fitted to their seat. The passenger entry device 205 can be realized, for example, in the form of a display device in the style of the tablet PC with tactile keys. The data records of the application server 202 are similarly an example of cabin data.
    The memory development module 203 is a non-fleeting data memory, for example a FLASH EEPROM memory which contains information specific to the aircraft 100 for the distribution and configuration of the individual components of the cabin, for example the number and distribution of seats (not shown) in cabin 101, substantially the distribution and switching steps for lighting the cabin (this is not shown) as well as the distribution, division of shelves and electrical charges L of the pantry 102. The data contained in the memory design module 203 is another example of cabin data.
    The control system 1 comprises a main calculation unit 2 also called HRE unit 2, at least one office operator control device 3 called abbreviated device BBV 3 and which includes a data distributor 4 such that '' a DW 4 distributor (abbreviated).
    The main HRE unit 2 has a first interface 21 designed for exchanging cabin data and a distribution interface 22. As an example in FIG. 2, both the FAP panel 201 and the distribution module memory 203 are connected to the main HRE unit 2 by the first interface 21. As an option, the memory distribution module 203 can also be coupled directly to the FAP panel 201 and to the first interface 21 of the main calculation unit by this FAP panel. By way of example, the first interface 21 can be an Ethernet interface. The application server 202 is connected to the main HRE unit 2 in particular by a separate additional interface 23; this is in the form of a BUS interface according to the ARINC 429 standard for exchanging data. The distribution interface 22 can be made as a CAN BUS interface and serve for the exchange of data between the main unit HRE 2 and the data distribution device DW 4. It is also possible, for distribution, to carry out the interface as a fiber optic interface designed to receive and provide optical signals.
    The main HRE unit 2 supplies cabin exit signals to the distribution interface 22 from cabin data and receives cabin entry signals in particular for processing them and obtaining cabin data and optional to supply them to the first interface 21 and / or to the additional interface 23. For this purpose, the HRE 2 calculation unit has a processor (not shown) a memory (not shown) and an associated operating system and as well as a treatment program.
    The control system presented by way of example in FIG. 2 comprises three stations BBV 3A, 3B, 3C; each of the stations is associated with a respective office 103. The three BBV stations 3A, 3C of the same design each have a display device 31 as well as a display device 31 as an input device. Means are not provided for a separate display device 31 on the station BBV 3B since this station 3B uses the display device of the station 3A.
    The display device 31 is set to provide input control commands and to cut information based on the display signals. The display device 31 can be designed in particular in the style of the PC case; it serves as an entry device for flight crew. As an example, seagoing personnel can use a device 31 displayed to select and switch or cut a particular electrical load L of the galley. In addition, the display device 31 can reproduce general information relating to the electric charge state or the images recorded using a camera device C based on the display signals received.
    The power control device 32 (ESE 32 for short) has a power input 32a, a set of power outputs 32b and a control interface 32c. The power input 32a is designed to be connected to a power supply L of power for the aircraft 100; for example the network is at a voltage of 115 volts AC as shown schematically in Figure 2. The number of power outputs 32b corresponds in particular to the number of electrical charges L. The power outputs 32b are used to connect the electrical loads L of the pantry 102. The control interface 32c is set to receive the switching signals from the distribution apparatus DW as detailed below; it can be implemented as a BUS interface, for example a CAN bus interface or an ARINC 812 interface.
    The ESE power control device 32 establishes the electrical connection between each of the load outputs 32b and the input of the power supply 32a. The ESE control device 32 constitutes a switching device which switches the individual loads L to switch them on or off. The ESE device is optional in the form of an electrical overload protection which automatically cuts the respective load L if the current intensity threshold is reached. To this end, the ESE device 32 includes a set of relays (not shown), in particular relays in solid state technique.
    The station BBV 3 control systems is designed in particular directly in the respective office 102 as shown schematically in Figure 2 by dashed lines representing the office 102. For example, the device d display 31 is mounted on the cabin equipment of the pantry 102, preferably removably. The ESE device 32 can likewise be integrated into the cabin equipment 32 of the office 102.
    The DW 4 data distribution device is physically designed to be separated from the BBV 3 station in particular to be separated from the office 102. For example, the DW 4 device is provided in the region on the side of a door 107 in general below the interior element or the interior envelope (not shown) of the covering of the structure of the fuselage of the aircraft 100, from inside the cabin. This physical separation is extremely interesting because in this way no additional space is required for the pantry 102; therefore pantry 102 will be more compact and / or the space available for pantry 102 will be used more efficiently.
    Figure 3 shows the distribution apparatus DW 4 by way of example and schematically. The apparatus DW 4 has a first computing unit 41, a second computing unit 42 and an interface circuit 44. The first computing unit 41 preferably consists of a first processor 401, a first memory of data 402, a first connection device 411 and a second connection device 412. The connection devices 411, 412 are produced for example in the form of sockets; these devices have electrical contacts for their connection to the processor 401. The first connection device 411 comprises at least a first control interface 41a. The second connection device 412 has at least a second interface 42b. In FIG. 3, the second connection device 412 presents by way of example, a total of five second interfaces 42b. The first connection device 411 may for example have Ethernet and / or CAN bus interfaces as first control interfaces 41a. It is also possible to envisage producing the first control interface 41a in the form of an interface for optical fibers designed to receive and provide optical signals. The first calculation unit 41 also includes an operating system.
    The second calculation unit 42 preferably has a second processor 403, a second data memory 404, a third connection device 423, an additional power connection 45 as an option and a WLAN antenna 43 as an option. The third connection device 423 is the additional power connection 45 without each carrying out like sockets with electrical contacts for the electrical connection to the processor 403. The third connection device 423 has a first interface 42a and a second interface 42b. Thus one can provide an optional camera interface 42d and other optional functional interfaces 42e. The first interface 42a is produced by way of example as an Ethernet interface, preferably as an Ethernet interface with power supply. The second interface 42b is preferably a BUS interface, generally a CAN BUS interface or an ARINC 812 interface. The camera interface 42d can in particular be an Ethernet interface, preferably a power supply interface via Ethernet. The other optional functional interfaces 42e are likewise, Ethernet interfaces (power by Ethernet) and / or bus interfaces such as the CAN or ARINC 812 interfaces. Instead of two processors 401, 403, it is also possible to provide a single processor and in addition a programmable FPGA logic circuit.
    The WLAN 43 antenna is designed in particular to communicate according to the WAIC standard. As an option, the WLAN antenna 43 can constitute the first interface 42a of the second computing unit 42 and / or the camera interface 42d. Similarly, it is conceivable that the WLAN antenna 43 forms an interface for the exchange of data with the WLAN access point 206, (abbreviated to WAP 206) for the on-board network 200.
    The interface circuit 44 forms a first coupling interface 41c of the first calculation unit 41 and a second coupling interface 42c of the second calculation unit 42. The interface circuit 44 is for example in the form a serial interface; it connects the first and second computing units 41, 42 to enable them to exchange data. In particular, the interface circuit 44 forms a data filter which allows the exchange of particular data while preventing the second calculation unit 42 from being adversely affected by operating errors in the first calculation unit 41. The first and second computing units 41, 42 also have separate operating systems and thus they are autonomous.
    The first and second calculation units 41, 42 are supplied for example by the first connection device 411. For example, the first connection device 411 can, for this purpose, include a power interface by Ethernet which is not shown. The optional additional power connection 45 is in the form of a redundant power connection connected to an airplane power supply; this means that the second computing unit 42 can be supplied with current, independently of the first computing unit 4L. For example, the second computing unit 42 is connected to a 28 volt DC power supply for the aircraft 100 by the additional power connection 45 as shown by way of example in FIG. 3.
    According to Figure 2, the first control interface 41a of the first calculation unit 41 is connected to the distribution interface 22 of the main calculation unit HRE 2. The second interface 41b of the first calculation unit 41 is connected to a cabin component 108 to ensure the operation of the cabin. The cabin component 108 is for example a cabin light such as for example a seat belt warning lamp which, as a cabin function, indicates the passenger whose seat belt has not been fastened. In addition, the cabin components can be for example smoke sensors, switches, cabin lighting or indicator lights on the control panels (which are known as indicator panels) for flight crew.
    As further presented in Figure 2 and has already been explained with the help of Figure 3, the first coupling interface 41c, the first computing unit 41 and the second coupling interface 42c of the second calculation unit 42 are connected to each other.
    FIG. 2 also shows in an obvious manner that the first interface 42a of the second calculation unit 42 is connected to the display device 31 and the second interface 42b of the second calculation unit 42 is connected to the interface 32c of the ESE control device 32 of the control unit 3 of the operator of the office. As an option, the second interface 42b of the second calculation unit 42 can also be connected to one or more electrical charges L or to other functional units of the office 102 such as, for example, trolleys or similar means. This makes it possible to receive state signals, for example from a sensor which is fitted and which represents the current consumption of the charge (s) L, the filling level of a carriage or other state information.
    As further shown in FIG. 2, the second consumption unit 42 of the station of the BB V 3A control system can also be connected in addition to the ESE control device 32 of another station of the BBV control system. 3B. This is done for example through the functional interfaces 42a (these are not shown in FIG. 2).
    The first calculation unit 41 is set to receive a cabin output signal from the main calculation unit 2 as a basis for providing an operating signal for a cabin function on one or more second control interfaces 41b . For example, flight attendants can use the FAP 201 tablet to enter a seat belt signal switching command. This order is sent as a cabin data packet to the main HRE 2 unit which generates a cabin exit signal, applicable from this data and supplies it to the distribution interface 22. This cabin exit signal is received by the first calculation unit 41 on the first control interface 41a; the first calculation unit generates an applicable operation signal from the received signal; this operating signal is supplied to the second control interface 41b. At the level of cabin component 108, that is to say in the case where the seat belt signal is a cabin light signal, the operating signal turns on this signal. In addition, the first calculation unit 41 is adjusted to supply the cabin output signals received to the first coupling interface 41c, that is to say to transmit a data record applicable to the second calculation unit 42.
    The second calculation unit 42 provides a display signal on the first interface 42a as a function of the cabin output signal received on the second coupling interface 42c. In the example mentioned above, according to which the cabin exit signal represents a command to switch the seat belt signals, the second calculation unit 42 generates a display signal from this signal; this display signal can be reproduced by the display device in the form of a graphical representation. In this way, information regarding the status of the seat belt signals is available to flight crew on the display. A particular advantage of the control system 1 is that cabin information is made available to cabin crew at the galley 103 in a simple manner without requiring additional installation at the galley. As an example, one can design for the user interface, reproduced by the display device 31, is constantly synchronized with the input of the FAP 201 service panel.
    The second calculation unit 42 is also set to take a control order received from the display device 31 as a base, to provide a switching signal to the second interface 42b; this switching signal requests the ESE power control device 32 to establish the electrical connection or to open it between one or more of the load outputs 32b and the power input 32a. As such, the personnel can use an applicable input via the user interface of the display device 31 of the control system station BBV 3A to switch the loads L of the office 103 which are connected. to the command device ESE 32 of the station of the control system BBV 3A and the loads L of the office 103 which are connected to the device ESE 32 of the station BBV 3B to connect or cut them separately or in group.
    If there are several offices 103, an option for these is to connect their ESE control device 32 to a station of the common DW 4 control system as shown for the stations BVV 3A and 3B at the Figure 2. Alternatively or in addition there may be several DW stations 4. In Figure 2 there is also a DW 4 device from the office 103 which is functionally associated with the BVV 3C station as an example.
    As all the DW 4 devices are coupled to the main computing unit HRE 2 by the first control interface 41a of the first computing unit 41, data can be exchanged in a simple manner between the DW distribution devices. of the possible exchange of data between the first and the second calculation unit 41, 42 it is possible to exchange state information specific to an office, such as the consumption or the inventory of food products in the office respective, using the main HRE 2 calculation unit for the car input and output signals. In this way, it is possible to have a wide variety of advantageous functionalities such as, for example, the management of the consumption of offices 103 to optimize the level of use of the energy supply F.
    Thus, the main HRE 2 calculation unit advantageously constitutes an interface with the application server 202. The services requested by the passengers can thus be converted in a simple manner into cabin exit signals which are transmitted to the data distribution apparatus DW 4 and thus they are supplied to the first interface 42a as display signals by the second calculation unit 42 on the basis of the interface circuit 43. This makes it possible to display information concerning a request for service by a passenger for operational personnel on the display device 31 of the office 103, in an extremely efficient and simple manner.
    As FIG. 2 also shows, the optional camera interface 42d is connected to a camera device C for recording, for example, an observation video of at least one region of the cabin 101. The device camera C can thus be coupled to the control system 1 by the optional camera interface 42d. For this purpose the optional camera interface 42d is adjusted to be connected to one or more camera devices C or to receive image signals supplied by a camera device C representing an image taken by the camera device C. As already explained above, the camera interface 42d is produced, for example, as a power supply interface via Ethernet, so that the camera device C can also be supplied from this interface.
    The second calculating unit 42 is set to take image signals as the basis of the image output signals supplied to the first interface 42a. Image output signals are thus a special form of display signals. The display device 31 is thus adjusted to take the image output signals as a basis for reproducing an image recorded by the camera device C. In simple terms, the observation video of the camera device C can be reproduced on the display device 31. In this way, it is thus possible for an observation system to be coupled to the control system 1. Like the first and the second calculation device 41, 42 are autonomous one by compared to the other, there will thus be improved safety for failures by the observation system.
    As already explained, the WLAN antenna 43 can be adjusted for the exchange of data with the WAP access point 206 and for the exchange of data with other second computing devices 42 of the device. distribution of data DW 4 from the control system 1. The second calculation unit 42 is optionally set to provide a WLAN output signal by the WLAN antenna 43. The WLAN output signal can for example be an input signal from cabin, a display signal, a switching signal or a status signal which represents the state of an L load or a functional unit of an office 103. As such, the access point WAP 206 can be used, for example, to transmit state information of the functional units of the office 103 from the second computing unit 42, directly to the application server 202, for example so that the application server 202 records if a drink pa particular or other service is always available. In addition, a display signal can be transmitted to the display device 31. This saves wiring complexity and without intrusive wiring, allows flight crews to remove the display device 31 from the galley 103 and wear it. Thus the signals can be exchanged between the second calculation units of the various DW 4 distribution devices.
    As shown in Figure 2 by way of example, the FAP service panel 201, the memory distribution module 203, the switch 204 and the components of the control system 1 with the exception of the control device ESE power modules 32 are associated with a first domain 221 of the on-board network 200. The ESE power control device 32 of the control system 1, the application server 202, the passenger input device 205 and the point WAP 206 are associated with a second domain 222 of the on-board network 200. Under these conditions, the first domain 221 has a higher level of security than the second domain 222. In particular, the second domain 222 does not have any function concerning flight safety and for the components of the second domain 222 to access the functions of the first domain 221.
    As further shown in Figure 2, the control system 1 may additionally have one or more additional data distributors 5 (abbreviated ZDV distributor 5. Figure 2 shows an additional data distributor 5 connected to the main HRE calculation unit 2, a first interface 51 of the ZDV distributor 5 preferably being connected to the distribution interface 22 or to an additional interface (not shown) of the main HRE calculation unit. The additional distributor ZDV 5 may have a design similar to that of the first computing unit 41 of the data distribution device DW 4, this means that it may have a processor and a memory, and the distributor ZDV 5 has one or more second interfaces 52 at which the cabin components 108 are connected. The distributor ZDV 5 is set to take a cabin output signal received from the main computing unit 2 as b ase to provide an operational signal for the cabin function of the cabin component 108 on one or more second interfaces 52. Optionally the distributor ZDV 5 can also be adjusted to receive acknowledgment signals from the cabin component 108 on the second interface, generally in the form of signals which represent the power / consumption conditions, the operating state or additional state information of the cabin component 108 and supply the confirmation signals received on the first interface 51 as signals cabin entrance.
    Optionally the distributor ZDV 5 and the first calculation device 41 of the data distribution device DW 4 have different associated groups of cabin components 108. For example, the first calculation device 41 of l the distribution apparatus DW 4 may have only cabin components 108 the operation of which must be ensured during a complete flight operation of the associated aircraft, while the distributor ZDV 5 may have only associated approval functions such as by example of reading lights for passengers, as cabin components 108.
    The optional switch 204 of the on-board network 200 is connected to the FAP in-flight service panel 201, for example by Ethernet. As an option, the switch 204 can, as a variant or in addition, be also connected to one of the functional interfaces 42e of the second calculation device 42 of the data distribution device DW 4, for example by a power connection by Ethernet. In this way it is possible, as an option, for additional systems or components such as for example an additional cabin observation system, to have one or more camera devices incorporated in the on-board network 200 and / or coupled to the control system 1.
    FIG. 4 schematically shows an example of a DW data distribution device 4. It includes a housing 470 and a base plate 473. The base plate 473 comprises multiple mounting devices 474 intended for mounting the plate base 473 on a structural element (not shown) of the aircraft 100. In FIG. 4, the base plate 473 has a rectangular shape and four mounting devices 474; these are located at the corners of the base plate.
    As further shown in Figure 4, the housing 470 that is to say the interior defined by the housing 470 and the base plate 473 comprises the first computing unit 41 and the second computing unit 42 The first calculation unit 41 is produced on the first printed circuit board 450, for example in the form of the first processor 401 (not shown in FIG. 4) and the first memory 402 (not shown in FIG. 4).
    The second calculation unit 42 is produced on a second printed circuit board 455, for example in the form of the second processor 403 (not shown in FIG. 4) and of a second memory 404 (not shown in FIG.) 4). The optional WLAN antenna 43 can likewise be produced on the second printed circuit board 455. As a variant, the computing unit 42 can have a printed circuit board 456, on which the antenna is formed WLAN 43 as shown by way of example in FIG. 4. In addition, the two calculation units 41, 42 can also be produced on the same printed circuit board 450, 455. The WLAN antenna 43 is produced in the same way on this common printed circuit board.
    As shown in FIG. 4, by way of example, the first and the second printed circuit board 450, 455 are provided in a common housing 470. By way of example, the first printed circuit board 450 can be enlarged immediately adjacent to the base plate 473 and the second printed circuit plate 455 and optionally the other printed circuit plate 456 are provided on this side of the first printed circuit plate 450 which is not turned to the base plate 473. In addition, the second printed circuit plate 455 and the other optional printed circuit plate 456 overlap only on part of the first printed circuit plate 450.
    The interface circuit 44 is formed on an interface printed circuit board 444. As it is evident in FIG. 4, the interface printed circuit board 444 can extend from the base plate 473 transversely with respect thereto. The printed circuit board of the interface 444 can comprise several slots (not shown) in which one can engage the first printed circuit board 450, the second printed circuit board 455 and in addition as an option the printed circuit board 456.
    As further shown in Figure 4, the housing 470 has multiple cavities in which one can insert the first connection device 411, the second connection device 412 and the third connection device 423. Optionally one can also provide a connection device 413 for the first calculation device 41 which includes one or more second control interfaces 41b of the first coupling unit 4L In FIG. 4, the connection devices 411,412, 413 and 423 are shown diagrammatically by way of example as sockets. The first and second connection devices 411, 412 of the first calculation unit 41 are in this case provided on a cover plate 475 (or cover) of the housing 470 which extends along the base plate 473. The third connection device 423 of the second calculation device 42 is provided in the region of the printed circuit board of the interface 444. In this way a connector S intended for connection to the station of the control system BBV 3 can be connected from space-saving manner as shown by way of example and diagrammatically in FIG. 4.
    The DW 4 station presented by way of example in FIG. 5, is different from that of FIG. 4 in that the first printed circuit board 450 is housed in a first housing 471 which is preferably closed; the second printed circuit board 455 and, optionally, the other printed circuit board 456 are provided in a separate second housing 472. The first housing 471 in this case has a flat cover plate 475. The second housing 472 may for example be in the form of a flat parallelepiped and designed so that the contact devices (not shown) provided on the face of end 472A can be in contact with the interface printed circuit board 444, for example by connecting to it as indicated by the arrow P in FIG. 5.
    The second housing 472 is mounted on the first housing 471, for example using mounting devices 476 provided on the second housing 472.
    NOMENCLATURE OF MAIN ELEMENTS
    [0100] 1 Control system [0101] 2 Main calculation unit [0102] 3, 3a, Office operator control unit [0103] 3b, 3c [0104] 4 Data distribution unit [0105] 5 Additional data distributor [0106] 21 First interface of the main computer unit [0107] 22 Distribution interface of the main computer unit [0108] 31 Display device [0109] 32 Power control device [ 0110] 32a Power input for power control device [0111] 32b Power output for power control device [0112] 32c Control interface for power control device [0113] 41 First unit for calculating l data distribution device [0114] 41a First control interface for the first calculation unit [0115] 41b Second control interface for the first calculation unit [0116] 41c First interface for coupling the first calculation unit [0117] 42 Second data distribution unit calculation unit [0118] 42a First interface of the second calculation unit [0119] 42b Second interface of the second calculation unit [0120] 42c Second coupling interface of the second calculation unit [ 0121] 42d Camera interface of the second computing unit [0122] 42e Functional interfaces of the second computing unit [0123] 43 WLAN antenna of the second computing unit [0124] 44 Interface circuit [0125] 45 Connection d additional supply of the second computing unit [0126] 51 First interface of the additional data distributor [0127] 52 Second interface of the additional data distributor [0128] 100 Airplane [0129] 101 Cabin [0130] 102 Office [0131] 103 Entrance area [0132] 104 Cockpit [0133] 105 Aft [0134] 106 Longitudinal axis of the aircraft [0135] 107 Door [0136] 108 Cabin component [0137] 200 On-board network [0138] 201 Service panel in flight [0139] 202 Server d ’Application [0140] 203 Memory distribution module [0141] 204 Switch [0142] 205 Passenger entry device
    206 WLAN access point
    221 First domain of the on-board network [0145] 222 Second domain of the on-board network [0146] 401 First processor of the first computing unit [0147] 402 First data memory of the first computing unit [0148] 403 Second processor of the second calculation unit [0149] 404 Second data memory of the second calculation unit [0150] 411 First connection device of the first calculation device [0151] 412 Second connection device of the first calculation device [0152 ] 413 Other device for connecting the first computing device [0153] 423 Third device for connecting the second computing device [0154] 444 Interface printed circuit board [0155] 450 First printed circuit board [0156] 455 Second plate circuit board [0157] 456 Other printed circuit board [0158] 470 Housing [0159] 471 First housing [0160] 472 Second housing [0161] 472A End face of the second housing [0162] 473 Bottom plate e [0163] 474 Mounting device [0164] 475 Cover plate / cover [0165] 476 Mounting device [0166] C Camera device [0167] F Power supply [0168] L Electrical load [0169] P Boom [0170 ] S Connector
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    Claims [Claim 1] Control system (1) for the cabin (101) of an aircraft (100) aircraft (100) having a main calculation unit (2), a first interface (21) for changing the data cabin and a distribution interface (22), the main computing unit (2) being adapted to provide cabin exit signals on the distribution interface (22) based on cabin data and to receive car entry signals, at least one office operator control apparatus (3, 3A, 3C) having a display device (31) adapted to enter control commands and to output information on the display signal foundation, and a power controller (32) having a power input (32a) adapted to be connected to a power supply (F) of the aircraft, having a set of power outputs (32b) designed to connect electrical charges (L) from a galley (103) having a control interface (32c), the power control device (32) being designed to establish or cut the electrical connection between each load output (32b) separately and the input of the power supply (32a) , a data distribution apparatus (4) physically distinct from the office operator control apparatus (3, 3A, 3C) having a first computing unit (41) having a first control interface (41a) connected at the distribution interface (22) of the main calculation unit (2), having a set of second control interfaces (41b) and having a first coupling interface (41c), the first calculation unit (41) being adapted to take a cabin output signal received from the main computing unit (2) as a basis for providing an operating signal to activate a cabin function among one or more second control interfaces (41b) and for provide cabin exit signals, r received on the first coupling interface (41c), and a second calculation unit (42) autonomous with respect to the first calculation unit (41), having a first interface (42a) connected to the display device (31) , having a second interface (42b) connected to the control interface (32c) of the power control device (32) of the galley operator control apparatus (3, 3A, 3C) and having a second coupling interface (42c) connected to the first coupling interface (41c) of the first calculation unit (41), the second calculation unit (42) being designed to take control orders received from the display device (31 ) as a basis for supplying a switching signal to the second interface (42b), this switching signal activating the power control device (32) to close or open the electrical connection between one or more load outputs (32b) and the power input (32a), the second unit of calculation l being designed to provide a display signal on the first interface (42a), based on a car output signal received by the second coupling interface (42c). [Claim 2] Control system (1) according to claim 1, according to which the second interface (42b) is further designed to connect the electrical loads L and / or the functional units of the galley, to receive signals from state representing a state of the respective load L or the respective functional unit and from each of them, and the second calculating unit (42) is adapted to take a respective state signal based on a display signal as a basis for providing a display signal to the first interface (42a) and / or a car input signal to the second coupling interface (42c). [Claim 3] A control system (1) according to claim 1 or 2, wherein the second computing unit (42) has a camera interface (42d) adapted to connect one or more camera devices C to receive signals from images provided by camera device C representing an image captured by camera device C, the second calculating unit (42) being adapted to take the image signals as a basis for providing image output signals to the first interface (42a) and the display device (31) is designed to take the image output signals as a basis for reproducing an image recorded by the camera device C. [Claim 4] Control system (1) according to claim 3, wherein the camera interface (42d) is adapted to supply electrical power to the camera device C. [Claim 5] The control system (1) according to claim 4, wherein the camera interface ( 42d) is in the form of a power interface via Ethernet. [Claim 6] Control system (1) according to one of the preceding claims; wherein the second computing unit (42) has a WLAN antenna (43). [Claim 7] Control system (1) according to claim 6, wherein the WLAN antenna (43) is designed to communicate on the basis of the WAIC standard. [Claim 8] Control system (1) according to claim 6 or 7, wherein the first interface (42a) and / or the camera interface (42d) are formed by the WLAN antenna (43). [Claim 9] Control system (1) according to one of claims 6 to 8, in which the WLAN antenna is designed for the exchange of data with the WLAN access point (206) of an on-board network (200) of the aircraft (100). [Claim 10] Control system (1) according to claim 9, in which the WLAN access point (206) is associated with a domain different from the on-board network (200) than that of the control system (1). [Claim 11] Control system (1) according to one of the preceding claims, in which the second calculation unit (42) has an additional supply connection (45) designed to be connected to a power supply (F) of so that the second computing unit (42) can be supplied with electrical power, independently of the first computing unit (41). [Claim 12] Control system (1) according to one of the preceding claims, in which the distribution interface (22) of the main calculation unit (2) and the first control interface (41a) of the first calculation unit (41) are connected by a data transmission line, this data transmission line preferably being formed by optical fibers or electrical conductors. [Claim 13] On-board network (200) of an airplane having a control system (1) according to one of the preceding claims and, a memory distribution module (203) for recording information specific to the airplane ( 100) according to the distribution and configuration of the individual components of the aircraft cabin (100) as cabin data, the memory distribution module (203) being connected to the main calculation unit (2) by the first interface (21). [Claim 14] Data distribution apparatus (4) for a control system (1) according to one of claims 1 to 12, having a first calculation unit (41) with a first connection device (411) which has a first control interface (41a) and a second connection device (412) which has a second control interface (42b), a second calculation unit (42) having a third connection device (423) which has a first interface (42aa) and a second interface (42b), and an interface circuit (44) which forms a first coupling interface (41c) on the first computing unit (41) and a second coupling interface (42c) on the second calculation unit (41) by connecting them. [Claim 15] A data distribution apparatus (4) according to claim 14, wherein the first calculating unit (41) is formed on a first printed circuit board (450) and the second calculating unit (42) is formed on a second printed circuit board (455), the first and second printed circuit board (450, 455) being arranged in a common housing (470) or on the first printed circuit board (450) or also the first plate circuit board (450) is housed in a first housing (471) and the second printed circuit board (455) is housed in a separate second housing (472), the second housing (472) being mounted on the first housing (471 ). [Claim 16] Data distribution apparatus (4) according to claim 14, wherein the first calculation unit (41) and the second calculation unit (42) are formed on a common printed circuit board (450, 455 ). [Claim 17] Airplane (100) having a pantry (102) with a set of electric charges (L), a control system (1) according to one of claims 1 to 12, in which a respective electric charge (L) of the pantry (102) is connected to a respective power outlet (32b) of the power control unit (32), the power inlet (32a) of the power control unit (32 ) being connected to a power supply system (F) of the aircraft (100), the display device (31) being provided in the office (102), and the data distribution apparatus (4) being physically disposed separate from the pantry (102).
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    同族专利:
    公开号 | 公开日
    GB2574501B|2021-12-15|
    FR3079955B1|2021-04-09|
    US11203441B2|2021-12-21|
    US20190308744A1|2019-10-10|
    GB2574501A|2019-12-11|
    GB201904919D0|2019-05-22|
    CN110356561A|2019-10-22|
    DE102018205291A1|2019-10-10|
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    法律状态:
    2020-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2020-07-24| PLSC| Publication of the preliminary search report|Effective date: 20200724 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 3 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102018205291.3|2018-04-09|
    DE102018205291.3A|DE102018205291A1|2018-04-09|2018-04-09|Control system for the cabin of an aircraft, data distribution device and aircraft|
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