CN114120717A - ADS-B anti-collision method based on DO185B standard - Google Patents

ADS-B anti-collision method based on DO185B standard Download PDF

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CN114120717A
CN114120717A CN202111430925.6A CN202111430925A CN114120717A CN 114120717 A CN114120717 A CN 114120717A CN 202111430925 A CN202111430925 A CN 202111430925A CN 114120717 A CN114120717 A CN 114120717A
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track
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information
target
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CN114120717B (en
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王欢
祝正燕
陈伟
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Sichuan Jiuzhou ATC Technology Co Ltd
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Sichuan Jiuzhou ATC Technology Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers

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Abstract

The invention discloses an ADS-B anti-collision method based on DO185B standard, which comprises the following steps: s1, receiving the ADS-B message; s2, processing ADS-B message; and S3, ADS-B message sending, and performing target machine track extrapolation when the target machine information is not received. Compared with the traditional airborne collision avoidance equipment, the invention improves the stability of the flight path and the precision of the position, and simultaneously, because the ADS-B collision avoidance equipment can realize the collision avoidance function only by receiving the ADS-B message, the invention reduces the transmitting module, reduces the equipment volume and reduces the equipment power consumption and the economic cost compared with the traditional airborne collision avoidance equipment.

Description

ADS-B anti-collision method based on DO185B standard
Technical Field
The invention relates to the technical field of ADS-B collision avoidance, in particular to an ADS-B collision avoidance method based on DO185B standard.
Background
The ADS-B collision avoidance device receives ADS-B messages broadcast by an aircraft (target aircraft) provided with the ADS-B OUT device in the airspace in a passive mode, analyzes position information of the target aircraft through CPR global decoding and local decoding (with a specific algorithm referring to DO260B), compares the position information with position information of a local machine provided with the ADS-B collision avoidance device, and calculates the movement trend of the target aircraft relative to the local machine. The core anti-collision method of the ADS-B anti-collision equipment is completely consistent with that of the airborne anti-collision system TCAS II, and voice and picture alarms are formed after the ADS-B track information of the target aircraft is subjected to target aircraft tracking, local aircraft tracking, threat detection, traffic alarm, decision alarm and other processes, so that a pilot is reminded to take evasive measures to keep a proper safety interval with other airplanes, and the anti-collision purpose is achieved.
The working frequency of the ADS-B anti-collision equipment is 1090Mhz, ADS-B signals broadcast by other target machines in 4 areas including the front area, the rear area, the left area and the right area of the airplane are intercepted through the directional antenna, and ADS-B messages broadcast by the target machines with ADS-B OUT equipment nearby are received. The ADS-B anti-collision equipment obtains information such as the height, the relative distance, the azimuth and the like of the target machine according to the received ADS-B OUT message, compares the information with the position of the local machine, calculates the height change rate and the relative distance change rate of the target machine relative to the local machine, evaluates the threat level of the target machine by combining the position and the movement information of the local machine, and is divided into OT according to the standard of DO 185B: other aircraft, PT: approach to aircraft, TA: traffic warning, RA: and (5) deciding and alarming, wherein the RA threat level is the highest, and the target machines with different threat levels are displayed in a corresponding graph mode.
When the threat level of the ADS-B target machine is OT and PT, the ADS-B collision avoidance equipment only reports the ADS-B target machine information; when the threat level of the ADS-B target aircraft is TA or above, the ADS-B collision avoidance equipment reports the target aircraft information and simultaneously carries with the alarm voice, and prompts an aircraft with potential collision threat to approach or prompts a pilot to adopt a maneuver avoiding in the vertical direction to reach a safety interval.
And if the ADS-B collision avoidance equipment detects that the ADS-B message of the target machine is highly invalid, only providing the traffic consultation. If the target machine is not equipped with the ADS-B OUT device, the ADS-B collision avoidance device cannot obtain the position information of the plane, and a corresponding alarm suggestion cannot be generated.
At present, the traditional airborne collision avoidance system TCAS II is based on the principle of a secondary radar to realize the detection of the track of a target aircraft, and then the processing of a CAS logic algorithm is carried out, the traditional airborne collision avoidance system at least needs two functional modules of a receiver and a transmitter, the transmitting frequency is 1030MHz, the receiving center frequency is 1090MHz, an ACAS transceiver host scans and inquires 4 areas in front of, behind, on the left and on the right of the aircraft by controlling the direction of antenna beams, and the aircraft with an air traffic control responder (S mode/ATCRBS responder) nearby can respond. Due to design reasons, the azimuth angle measurement of the traditional airborne collision avoidance system TCAS II is inaccurate, the azimuth precision of the angle measurement is less than 9 degrees of root mean square according to the requirement of DO185B, and in the actual use process, the direction of an airplane reported to a display interface of a flight instrument by TCAS II equipment is frequently jumped or the flight path is unstable.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides an ADS-B anti-collision method based on the DO185B standard, so that the stability of a flight path and the precision of a position are improved, a transmitting module is reduced, the size of equipment is reduced, and the power consumption and the economic cost of the equipment are reduced.
The purpose of the invention is realized by the following scheme:
an ADS-B collision avoidance method based on DO185B standard, comprising the steps of:
s1, receiving the ADS-B message;
s2, processing ADS-B message;
and S3, ADS-B message sending, and performing target machine track extrapolation when the target machine information is not received.
Further, in step S1, the method includes the sub-steps of:
s101, extracting the DF number of the ADS-B message, and only processing the messages with the DF numbers of 17 and 18;
s102, performing CRC operation on the ADS-B message, and if the CRC result does not pass, discarding the ADS-B message;
s103, extracting a CA field or a CF field in the ADS-B message, extracting an AA field in the ADS-B message, and extracting an ME field in the ADS-B message to form trace point information of the ADS-B target;
s104, judging the TYPE field of the ADS-B message, if not 0, sending the S mode trace point information to the step S2 for ADS-B message processing.
Further, in step S2, the method includes the sub-steps of:
s201, receiving S mode trace point information received by the ADS-B message in the step S1, judging the TYPE number, and only processing the ADS-B trace point information of the air position message;
s202, traversing the ADS-B track linked list, and deleting tracks without position updating within set time;
s203, if the S mode address in the ADS-B track is consistent with the S mode address in the trace point sent by the ADS-B message in the step S1, updating the track;
s204, extracting and updating height information in the ADS-B message;
s205, performing CPR local decoding by using the ADS-B track position of the previous period as a reference, and updating track information;
s206, judging the distance between the new target and the original position, and if the distance is smaller than a set range, determining that the new target is a normal track and updating the new target; if the distance exceeds the set range, the range check fails, and the track information is not updated; traversing the ADS-B trace list if an S mode address consistent with the S mode address in the trace sent by the ADS-B message receiving in the step S1 is not found in the trace list; if the message is an air position message, CPR global decoding is directly carried out;
s207, storing the longitude and latitude information of the ADS-B track after decoding;
s208, analyzing the altitude information of the ADS-B track, and declaring altitude invalidity if the altitude message is all 0;
s209, applying for resources and inserting a track linked list;
s210, if a node consistent with the S mode address in the trace sent by the ADS-B message receiving in the step S1 is not found in the ADS-B trace list, applying for a new space for the ADS-B trace information;
s211, assigning the S mode address, the DF number and the track state information in the decoding message to the node of the trace point linked list;
s212, extracting a TYPE field of the ADS-B message, and judging the space attribute of the trace point;
s213, inserting nodes into the ADS-B point trace chain table.
Further, in step S3, the method includes the sub-steps of:
s301, traversing the track linked list, if the track linked list is not updated after a certain time, deleting the corresponding node, and releasing resources;
s302, traversing the trace point linked list, if the trace point linked list is not updated after a certain time, deleting the corresponding node, and releasing resources;
s303, traversing the track linked list, and carrying out track extrapolation on ADS-B tracks which are not subjected to track updating in the period and exceed the time threshold of the deleted nodes;
s304, traversing the ADS-B track linked list, and calculating the distance, height and direction of the target aircraft relative to the local aircraft by combining the longitude and latitude height information of the local aircraft;
s305, performing ADS-B false target elimination on the azimuth A of the track calculated in the step S304;
s306, according to the distance of the slant distance, after the ADS-B effective track targets are sequenced by a sequencing method, the 45 targets with the shortest distances are sent to the CAS logic module to be processed by an algorithm.
Further, the track extrapolation includes the sub-steps of: and dynamically updating the weights of the first-order fitting extrapolation result and the second-order fitting extrapolation result in real time by using a plurality of historical point track information stored in the ADS-B track linked list by a gradient descent method, and determining the optimal extrapolation track information.
Further, in step S305, the ADS-B false target culling includes the sub-steps of: calculating the difference value of the signal amplitudes of the channel with the maximum signal amplitude and the channel with the second maximum signal amplitude, determining the direction B of the ADS-B track by searching an OBA table, comparing the direction A and the direction B of the same track, considering the ADS-B target as a real target if the direction difference is less than 30 degrees, considering the ADS-B target as a false target if the direction difference is more than 30 degrees, and directly discarding the ADS-B target
Further, in step S206, if the message is an air position message, CPR global decoding is directly performed.
Further, the number of the plurality of historical trace information is 10.
Further, in step S306, the ranking method includes a bubble ranking method.
The invention has the beneficial effects that:
the ADS-B anti-collision method adopts an aircraft which receives an active broadcast ADS-B message in a passive mode, all civil aircrafts are provided with ADS-B OUT equipment at present, and therefore situation perception of all civil aircrafts and collision avoidance suggestions in the vertical direction can be achieved by adopting ADS-B anti-collision.
The ADS-B anti-collision method based on the DO185B standard can filter the false ADS-B target to a certain extent, meanwhile, according to the standard requirement of DO185B, extrapolation of the track of the target aircraft is needed when the target aircraft information is not received, and an ADS-B target extrapolation algorithm does not exist in the DO260B at present, so that the ADS-B target extrapolation method is also included in the invention.
Because the precision of the hollow position message in the ADS-B message is 5 meters, and the precision of the scene position message is 1.25 meters, the ADS-B anti-collision method has higher precision compared with the traditional airborne collision avoidance system TCAS II, and the broadcasting period of the position information of the ADS-B message is 0.5 seconds, which is more frequent than the monitoring period (1 second) of the traditional airborne collision avoidance system TCAS II, so that the track information formed by the ADS-B anti-collision method is more continuous and stable than the track information of the traditional airborne collision avoidance system TCAS II.
Compared with the traditional airborne collision avoidance equipment, the invention improves the stability of the flight path and the precision of the position, and simultaneously, because the ADS-B collision avoidance equipment can realize the collision avoidance function only by receiving the ADS-B message, the invention reduces the transmitting module, reduces the equipment volume and reduces the equipment power consumption and the economic cost compared with the traditional airborne collision avoidance equipment.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a functional block diagram of an ADS-B collision avoidance system;
FIG. 2 is a process flow diagram of an ADS-B collision avoidance method.
Detailed Description
All features disclosed in all embodiments in this specification, or all methods or process steps implicitly disclosed, may be combined and/or expanded, or substituted, in any way, except for mutually exclusive features and/or steps.
Example 1: an ADS-B collision avoidance method based on DO185B standard, comprising the steps of:
s1, receiving the ADS-B message;
s2, processing ADS-B message;
and S3, ADS-B message sending, and performing target machine track extrapolation when the target machine information is not received. The reasonable application of the embodiment filters the false ADS-B target to a certain extent, meanwhile, according to the standard requirement of DO185B, the target aircraft track needs to be extrapolated when the target aircraft information is not received, and currently, an ADS-B target extrapolation algorithm does not exist in DO260B, so that the ADS-B target extrapolation method is also included in the invention.
As shown in fig. 1, the ADS-B collision avoidance system operating the ADS-B collision avoidance method of the present invention includes two functional modules, which are ADS-B track monitoring and CAS logic, respectively. The ADS-B track monitoring module is responsible for receiving ADS-B OUT messages broadcast by other aircrafts (target machines) equipped with ADS-B OUT equipment in an airspace, performing CPR global decoding and CPR local decoding (specifically, a decoding algorithm refers to DO260B) on the ADS-B track messages to form ADS-B track information, comparing the ADS-B track information with position information of a local machine to obtain relative position information (mainly comprising height, direction, distance and other information), sending the ADS track information to CAS logic for further processing, and finally outputting target machine information and voice/picture alarm suggestions through functional modules such as local machine tracking, target machine tracking, threat detection, traffic alarm, decision alarm, multi-machine threat and traffic notification. Wherein the CAS logic algorithm is abstracted based on the pseudo code provided by the DO185B, and functional modules related to sending RA cooperative queries and the like are deleted.
Example 2: on the basis of embodiment 1, a processing flow of an ADS-B collision avoidance method based on the DO185B standard is shown in fig. 2, where the processing flow of receiving an ADS-B message is as follows:
(1) extracting the DF number of the ADS-B message, and only processing the messages with the DF numbers of 17 and 18;
(2) performing CRC operation on the ADS-B message, and if the CRC result does not pass, discarding the ADS-B message;
(3) extracting a CA field or a CF field in the ADS-B message, extracting an AA field in the ADS-B message, and extracting an ME field in the ADS-B message to form trace point information of an ADS-B target;
(4) and judging the TYPE field of the ADS-B message, and if the TYPE field is not 0, sending the S-mode trace point information to an ADS-B message processing module for further processing.
The ADS-B message processing flow is as follows:
(1) receiving S mode trace point information from an ADS-B message receiving module, judging a TYPE number, and only processing the ADS-B trace point information of the air position message, wherein the CAS logic module only processes the air position target according to the DO185B requirement;
(2) traversing the ADS-B track linked list, and deleting tracks which are not subjected to position updating within a certain time;
(3) if the S mode address in the ADS-B track is consistent with the S mode address in the trace point sent by the ADS-B message receiving module, carrying out track updating;
(4) extracting and updating height information in the ADS-B message;
(5) performing CPR local decoding by using the ADS-B track position of the previous period as a reference, and updating track information;
(6) judging the distance between the new target and the original position, and if the distance is less than a certain range (related to the speed of the airplane), determining that the new target is a normal track and updating the new target;
(7) if the distance exceeds a certain range (related to the speed of the airplane), the range check fails, and the track information is not updated;
(8) traversing the ADS-B trace list if an S mode address consistent with an S mode address in the trace sent by the ADS-B message receiving module is not found in the trace list;
(9) if the message is an air position message, CPR global decoding is directly carried out (the specific decoding algorithm refers to DO 260B);
(10) storing the longitude and latitude information of the ADS-B track after decoding;
(11) analyzing the altitude information of the ADS-B track, and declaring altitude invalid if the altitude message is all 0;
(12) applying for resources and inserting the track chain table.
(13) If a node consistent with an S mode address in the trace sent by the ADS-B message receiving module is not found in the ADS-B trace list, applying for a new space for ADS-B trace information;
(14) assigning information such as an S mode address, a DF number, a track state and the like in the decoding message to a node of a dot track linked list;
(15) extracting a TYPE field of the ADS-B message, and judging the space attribute of the trace point;
(16) and inserting the nodes into the ADS-B point trace chain table.
The ADS-B message sending processing flow is as follows:
(1) traversing the track linked list, if the track linked list is not updated after a certain time, deleting the corresponding node, and releasing resources;
(2) traversing the dot trace linked list, if the updating does not occur after a certain time, deleting the corresponding node, and releasing the resource;
(3) traversing a track linked list, and for ADS-B tracks which are not subjected to track updating in the period and do not exceed the time threshold of deleting nodes, carrying out track extrapolation by means of a first-order fitting method and a second-order fitting method, wherein the specific method comprises the following steps: and dynamically updating the weight of the extrapolation result of the first-order fitting and the second-order fitting in real time by using 10 pieces of historical track information stored in the ADS-B track linked list through a gradient descent method, and determining the optimal extrapolation track information. According to the standard requirement of DO185B, ADS-B track extrapolation is maintained for 6 seconds at most;
(4) traversing the ADS-B track linked list, calculating the distance, height and direction of the target aircraft relative to the local aircraft by combining the longitude and latitude height information of the local aircraft, and referring to the A.2 section of the DO300 standard in the specific calculation method;
(5) for the track azimuth A calculated by the step 4, because the ADS-B collision avoidance equipment adopts the directional antenna to receive the ADS-B message, the ADS-B message has a signal amplitude in each of the 0 degree, 90 degree, 180 degree, 270 degree and other azimuths, the difference value of the signal amplitudes of the main channel (the channel with the largest signal amplitude) and the sub channel (the channel with the second largest signal amplitude) is calculated, the azimuth B of the ADS-B track is determined by searching the OBA table, the azimuth A and the azimuth B of the same track are compared, if the azimuth difference is less than 30 degrees, the ADS-B target is considered as a real target, and if the azimuth difference is more than 30 degrees, the ADS-B target is considered as a false target and is directly discarded.
(6) According to the distance of the slant distance, after the ADS-B effective track targets are sequenced by using a bubble sequencing method, the 45 targets with the shortest distances are sent to a CAS logic module for algorithm processing;
the local tracking, target machine, threat detection, decision warning, multi-machine threat, traffic warning, traffic channel and other functional modules in the CAS logic module are consistent with those specified in the DO185B standard, and the description of the invention is omitted.
So far, an ADS-B collision avoidance method based on the DO185B standard has been completed according to the above-mentioned process.
The ADS-B anti-collision method adopts an aircraft which receives an active broadcast ADS-B message in a passive mode, all civil aircrafts are provided with ADS-B OUT equipment at present, and therefore situation perception of all civil aircrafts and collision avoidance suggestions in the vertical direction can be achieved by adopting ADS-B anti-collision.
The ADS-B anti-collision method provided by the invention can filter the false ADS-B target to a certain extent through reasonable application, and meanwhile, according to the standard requirement of DO185B, the track of the target aircraft needs to be extrapolated when the target aircraft information is not received, and an ADS-B target extrapolation algorithm does not exist in the current DO260B, so that the ADS-B target extrapolation method is also included in the invention.
Because the precision of the position message in the air of the ADS-B message is 5 meters, and the precision of the scene position message is 1.25 meters, the ADS-B anti-collision method has higher precision compared with the traditional airborne collision avoidance system TCAS II, and the broadcasting period of the position information of the ADS-B message is 0.5 seconds, which is more frequent than the monitoring period (1 second) of the traditional airborne collision avoidance system TCAS II, so that the track information formed by the ADS-B anti-collision method is more continuous and stable than the track information of the traditional airborne collision avoidance system TCAS II.
The functionality of the present invention, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium, and all or part of the steps of the method according to the embodiments of the present invention are executed in a computer device (which may be a personal computer, a server, or a network device) and corresponding software. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, or an optical disk, exist in a read-only Memory (RAM), a Random Access Memory (RAM), and the like, for performing a test or actual data in a program implementation.

Claims (9)

1. An ADS-B collision avoidance method based on DO185B standard, characterized by comprising the steps of:
s1, receiving the ADS-B message;
s2, processing ADS-B message;
and S3, ADS-B message sending, and performing target machine track extrapolation when the target machine information is not received.
2. The ADS-B collision avoidance method based on DO185B standard of claim 1, comprising the sub-steps of, in step S1:
s101, extracting the DF number of the ADS-B message, and only processing the messages with the DF numbers of 17 and 18;
s102, performing CRC operation on the ADS-B message, and if the CRC result does not pass, discarding the ADS-B message;
s103, extracting a CA field or a CF field in the ADS-B message, extracting an AA field in the ADS-B message, and extracting an ME field in the ADS-B message to form trace point information of the ADS-B target;
s104, judging the TYPE field of the ADS-B message, if not 0, sending the S mode trace point information to the step S2 for ADS-B message processing.
3. The ADS-B collision avoidance method based on DO185B standard of claim 1, comprising the sub-steps of, in step S2:
s201, receiving S mode trace point information received by the ADS-B message in the step S1, judging the TYPE number, and only processing the ADS-B trace point information of the air position message;
s202, traversing the ADS-B track linked list, and deleting tracks without position updating within set time;
s203, if the S mode address in the ADS-B track is consistent with the S mode address in the trace point sent by the ADS-B message in the step S1, updating the track;
s204, extracting and updating height information in the ADS-B message;
s205, performing CPR local decoding by using the ADS-B track position of the previous period as a reference, and updating track information;
s206, judging the distance between the new target and the original position, and if the distance is smaller than a set range, determining that the new target is a normal track and updating the new target; if the distance exceeds the set range, the range check fails, and the track information is not updated; traversing the ADS-B trace list if an S mode address consistent with the S mode address in the trace sent by the ADS-B message receiving in the step S1 is not found in the trace list; if the message is an air position message, CPR global decoding is directly carried out;
s207, storing the longitude and latitude information of the ADS-B track after decoding;
s208, analyzing the altitude information of the ADS-B track, and declaring altitude invalidity if the altitude message is all 0;
s209, applying for resources and inserting a track linked list;
s210, if a node consistent with the S mode address in the trace sent by the ADS-B message receiving in the step S1 is not found in the ADS-B trace list, applying for a new space for the ADS-B trace information;
s211, assigning the S mode address, the DF number and the track state information in the decoding message to the node of the trace point linked list;
s212, extracting a TYPE field of the ADS-B message, and judging the space attribute of the trace point;
s213, inserting nodes into the ADS-B point trace chain table.
4. The ADS-B collision avoidance method based on DO185B standard of claim 1, comprising the sub-steps of, in step S3:
s301, traversing the track linked list, if the track linked list is not updated after a certain time, deleting the corresponding node, and releasing resources;
s302, traversing the trace point linked list, if the trace point linked list is not updated after a certain time, deleting the corresponding node, and releasing resources;
s303, traversing the track linked list, and carrying out track extrapolation on ADS-B tracks which are not subjected to track updating in the period and exceed the time threshold of the deleted nodes;
s304, traversing the ADS-B track linked list, and calculating the distance, height and direction of the target aircraft relative to the local aircraft by combining the longitude and latitude height information of the local aircraft;
s305, performing ADS-B false target elimination on the azimuth A of the track calculated in the step S304;
s306, according to the distance of the slant distance, after the ADS-B effective track targets are sequenced by a sequencing method, the 45 targets with the shortest distances are sent to the CAS logic module to be processed by an algorithm.
5. The ADS-B collision avoidance method based on the DO185B standard according to any claim 1-4, wherein the track extrapolation comprises the sub-steps of: and dynamically updating the weights of the first-order fitting extrapolation result and the second-order fitting extrapolation result in real time by using a plurality of historical point track information stored in the ADS-B track linked list by a gradient descent method, and determining the optimal extrapolation track information.
6. The ADS-B collision avoidance method based on the DO185B standard of claim 5, wherein in step S305, the ADS-B false target culling comprises the sub-steps of: and solving a difference value of the signal amplitudes of the channel with the maximum signal amplitude and the channel with the second largest signal amplitude, determining the direction B of the ADS-B track by searching an OBA table, comparing the direction A and the direction B of the same track, considering the ADS-B target as a real target if the direction difference is less than 30 degrees, considering the ADS-B target as a false target if the direction difference is more than 30 degrees, and directly discarding the ADS-B target.
7. The ADS-B collision avoidance method based on DO185B standard according to claim 3, wherein in step S206, if it is an air position message, CPR global decoding is directly performed.
8. The ADS-B collision avoidance method based on the DO185B standard of claim 5, wherein the plurality of historical trace information is 10.
9. The ADS-B collision avoidance method based on the DO185B standard of claim 4, wherein in step S306 the ranking method comprises a bubble ranking method.
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CN114967751A (en) * 2022-06-21 2022-08-30 深圳华创电科技术有限公司 Aircraft track tracking method, device, equipment and storage medium
CN116824923A (en) * 2023-08-30 2023-09-29 四川九洲空管科技有限责任公司 Method for dynamically optimizing ADS-B track quality

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