CN114155747B - ACAS X and ADS-B target decision alarm cooperation method - Google Patents
ACAS X and ADS-B target decision alarm cooperation method Download PDFInfo
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Abstract
The invention provides a cooperative method for decision alarm of ACAS X and ADS-B targets, which comprises the following steps: a collaborative communication link between the ACAS X system and the ADS-B device is established by improving a DF17 data chain, so that the aircraft provided with the ACAS X system and the aircraft provided with any ADS-B device in the air can realize a collaborative collision avoidance function. The invention fills the blank of the cooperative flow when the ACAS X system and the ADS-B equipment without the S mode responder meet in the air, stipulates the basic flow of the cooperation of the ACAS X system and the ADS-B equipment and determines the protocol format. The risk of collision between an aircraft equipped with an ACASX system and an aircraft equipped with ADS-B equipment in the air can be reduced.
Description
Technical Field
The invention relates to the technical field of air traffic control, in particular to an ACAS X and ADS-B target decision alarm cooperation method.
Background
The air Traffic Alert and Collision Avoidance System (TCAS, traffic Alert and convergence avenue System, the international civil aviation organization equivalent term ACAS, airborne convergence avenue System) is defined by the united states Federal Aviation Administration (FAA) and is primarily used to prevent aircraft from colliding with aircraft. The international civil aviation organization enforces that more than 19 turbine-powered commercial transport aircraft with the maximum takeoff weight exceeding 5700kg are additionally provided with a TCAS II type collision avoidance system. The TCAS does not depend on a ground control system, can provide Traffic Advisory (TA) and decision advisory (RA), is mainly used for providing air flight safety interval guarantee for the aircraft, adopts a secondary radar working mode to detect the approaching aircraft in a nearby airspace, and reminds pilots to take evasive measures to keep the safety interval with other aircraft when necessary so as to achieve the anti-collision purpose. Years of flight practice proves that the system is the final barrier for preventing the air collision of the aircraft, can provide flight safety s-certificate capability exceeding ground control, and has great effects on coping with the sudden danger approaching and collision avoiding in the air.
The TCAS transceiver is a key for realizing the anti-collision function, the transceiver scans and inquires 4 areas in front, back, left and right of an airplane by controlling the direction of antenna beams, an aircraft (hereinafter referred to as a target) with an air traffic control responder (S mode/ATCRBS responder) nearby responds, the ACAS transceiver obtains the information of the height, relative distance, direction and the like of the target according to the received response signal, calculates the change rate of the height and the change rate of the relative distance and evaluates the threat level of the target (OT: other airplanes, PT: approaching airplane, TA: traffic consultation, RA: decision consultation) by combining the position and motion information of the aircraft, and displays different targets in a corresponding graph mode.
ACAS X is a new airborne collision avoidance solution that eventually will replace TCAS ii, sponsored by FAA in 2008, and is compatible with the future operating concepts of SESAR and NextGen. The ACAS X based on the probability model can provide a statistical representation of the future aircraft position, and realizes logic customization of special programs or airspace configuration while considering the safe operation target of the system. Compared with TCAS II, the ACAS X can reduce the collision risk by about 50% while reducing the upgrading and maintenance cost, and the upgrading is faster and more convenient.
An Airborne Collision Avoidance System (ACASX) provides air traffic alerts for aircraft to prevent air aircraft collisions. DO185-A specifies the system composition, operating principles, test methodology, and performance metrics of the system.
The ACASX has similar transmit and receive characteristics as ground station ATC/S, transmitting an interrogation signal at 1030MHz and receiving a reply signal at 1090 MHz. The working process of the ACASX comprises three detection modes: listen state, S-mode monitoring and C-mode monitoring. Interaction of the S-mode data link provides the possibility for cooperative collision avoidance. The cooperative maneuvering prevents dangerous situations caused when each airplane performs flight path correction, and prevents emergency situations caused by maneuvering of two airplanes in the same direction. In most ACASX-equipped two-machine encounter scenarios, recognition is done almost simultaneously, but there is sufficient delay to establish the priority of the collaborative process. And then the two machines carry out a cooperation process according to the established priority. The process is as follows:
1) Detecting: the native ACASX listens for transmitter information.
2) Obtaining: the local computer receives the transmitting signal and inquires the invader transponder containing 24 bit address code. The intrusion transponder replies including information such as air pressure height.
3) Tracking: the native ACAS X tracks intruders by periodically interrogating.
4) And (3) synergy: if the intruder becomes a threat, the native ACAS X calculates a collision avoidance maneuver to prevent the collision. The two aircraft initiate the coordination process by coordinating queries and replies.
The ACAS X system provides the pilot with information about the location of the intruder relative to the local aircraft. After the ACAS X computer obtains the information of the height, distance, course, direction and the like of the invading machine, the relative position information can be calculated by combining the corresponding information of the computer. The options for entering information are as follows:
1) Course, pitch angle, roll angle and barometric pressure altitude information: for determining the position, altitude and flight path of the aircraft.
2) Radio altitude information: a radio altitude signal is provided for setting the sensitivity levels of TA and RA.
3) Native 24-bit identifier: the method is used for establishing an anti-collision avoidance program with the intrusion machine.
4) Maximum airspeed information: in the RA calculation, a prediction of the maximum rate at which two aircraft can collide is made.
5) Air-ground status signal: transmitting the status information whether the aircraft is airborne or on the ground to ACAS X, where the ACAS X system no longer generates interrogation and reply signals.
The ADS-B airborne system acquires position information of the ADS-B airborne system and broadcasts the position information and the like by means of a global satellite navigation system, and an air-to-air and ground-to-air monitoring means is achieved. Compared with a secondary radar monitoring system, the ADS-B system has the advantages of higher data updating rate, wider coverage, higher positioning precision, less influence of environmental factors and lower construction cost.
The ADS-B system is one of the main future monitoring means determined by the international Civil Aviation organization, so that the construction of the ADS-B monitoring system is also vigorously pursued by the Civil Aviation, the China Civil Aviation Administration CAAC (national Aviation Administration of China) issued' implementation plan of the national Civil Aviation ADS-B in 11 months in 2012, the implementation plan of the national ADS-B is explained in detail by the plan, and the full-airspace ADS-B OUT can be finally realized before 2020.
At present, most of airborne S-mode transponders have ADS-B OUT function, airborne ADS-B equipment generally also refers to transponders equipped with S mode, S mode transponders can generate RA (random access) which are mutually cooperated with the existing ACAS X system, but some non-S mode transponders have ADS-B OUT function but do not have the cooperation capability with ACAS X. That is, the existing ACAS X system can only generate RA coordinated with each other for aircraft (such as TCASII or ADS-B equipment of S mode transponder) equipped with S mode transponder as well. For aircraft without S-mode transponder, such as ADS-B device in C-mode, etc., RA cannot be generated in cooperation with each other, and only RA consultation can be performed. So in the case of air encounter between ADS-B and ACAS X, which are non-S mode transponders, the same maneuver direction may be generated by both aircraft, i.e., the ADS-B equipped aircraft maneuvers in the direction of RA of ACAS X aircraft, since there is no coordinated RA generation and transmission.
Disclosure of Invention
The invention aims to provide a collaborative method for deciding alarms by ACAS X and ADS-B targets, which aims to solve the problem that the ACAS X and the ADS-B which is not provided with an S mode responder cannot generate mutually collaborative RA.
The invention provides a cooperative method for decision alarm of ACAS X and ADS-B targets, which comprises the following steps: a collaborative communication link between the ACAS X system and the ADS-B equipment is established by improving a DF17 data chain, so that the aircraft provided with the ACAS X system and the aircraft provided with any ADS-B equipment in the air can realize a collaborative collision avoidance function.
In some embodiments, when the aircraft equipped with the ACAS X system and the aircraft equipped with the ADS-B device realize the cooperative collision avoidance function after an air encounter, the workflow of the ACAS X system includes:
s11, carrying out continuous monitoring and collision avoidance algorithm calculation on the aircraft provided with the ADS-B equipment and detecting the flight path, if the distance between the aircraft provided with the ADS-B equipment and the local aircraft exceeds the sensitivity level of the local aircraft, generating RA and entering a cooperative flow, and if the distance between the aircraft provided with the ADS-B equipment and the local aircraft does not exceed the sensitivity level of the local aircraft, keeping continuous monitoring on the aircraft provided with the ADS-B equipment;
s12, generating an inverse RA as a cooperative RA immediately after the RA is generated, and sending the cooperative RA to ADS-B equipment by using a DF17 message;
s13, after sending the DF17 message of the cooperative RA, waiting for the response of the ADS-B equipment; if receiving the confirmation cooperative RA message of the ADS-B equipment, maneuvering according to the RA direction of the local machine, and keeping continuous monitoring, sending a cooperative termination message to the ADS-B equipment until the threat is determined to be relieved, and still keeping continuous monitoring on the aircraft equipped with the ADS-B equipment;
s14, if the response of the ADS-B equipment exceeds the waiting time threshold in the step S13, recording one-time response overtime, judging whether the response overtime exceeds the upper limit response overtime, if so, maneuvering the local machine according to the RA direction, continuously monitoring the aircraft equipped with the ADS-B equipment, and sending a coordination termination message to the ADS-B equipment until the threat is relieved, and still continuously monitoring the aircraft equipped with the ADS-B equipment; and if the number of times of response timeout waiting does not exceed the upper limit number of times of response timeout, the local computer resends the DF17 message of the cooperative RA.
Optionally, the waiting time threshold is 1 to 5 seconds.
Optionally, the upper limit response timeout number is 3 to 5.
In some embodiments, when the aircraft equipped with the ACAS X system and the aircraft equipped with the ADS-B device realize the cooperative collision avoidance function after an aerial encounter, the workflow of the ADS-B device includes:
s21, broadcasting DF17 messages about local information of the ACASX system;
s22, passively waiting for receiving a DF17 message of the cooperative RA;
s23, broadcasting a cooperative RA message;
s24, maneuvering according to the requirement of the DF17 message of the cooperative RA;
s25, terminating the cooperation program after receiving the cooperation termination message;
and S26, continuing to broadcast the DF17 message of the local information of the ACASX system.
In some embodiments, the ADS-B devices refer to ADS-B devices equipped with S-mode transponders and ADS-B devices not equipped with S-mode transponders.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
the invention fills the blank of the cooperative flow when the ACAS X system and the ADS-B equipment without the S mode responder meet in the air, stipulates the basic flow of the cooperation of the ACAS X system and the ADS-B equipment and determines the protocol format. The risk of collision between an aircraft equipped with an ACASX system and an aircraft equipped with ADS-B equipment in the air can be reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a flowchart of an ACAS X and ADS-B target resolution alarm coordination method according to an embodiment of the present invention.
Fig. 2 is a flowchart of the operation of the ACAS X system according to the embodiment of the present invention.
Fig. 3 is a flowchart of the ADS-B device according to the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Examples
The design idea is as follows: the ADS-B OUT function broadcasts information such as the position, the speed, the altitude, the course and the like of the airplane to a ground ADS-B receiving station or other flying targets in the air by using a special data link and a data format DF17 to realize the purpose of monitoring the targets in the air in real time. The conventional ADS-B OUT data chain does not have the function of cooperative collision avoidance with the ACAS X system, so that the function can be supplemented by a method of adaptively improving the DF17 data chain, an aircraft provided with any ADS-B equipment in the air can realize the function of cooperative collision avoidance with the ACAS X system besides broadcasting monitoring information, and the flight safety of a flight target is further improved.
Therefore, as shown in fig. 1, the present embodiment provides a cooperative method for determining an alarm for an ACAS X and ADS-B target, where the method includes: a collaborative communication link between the ACAS X system and the ADS-B device is established by improving a DF17 data chain, so that the aircraft provided with the ACAS X system and the aircraft provided with any ADS-B device in the air can realize a collaborative collision avoidance function.
Specifically, the method comprises the following steps:
when the aircraft provided with the ACAS X system and the aircraft provided with the ADS-B equipment realize the cooperative collision avoidance function after encountering the air, the cooperation of the ACAS X system and the ADS-B equipment is as follows:
1. the working flow of the ACAS X system is shown in fig. 1, and includes:
s11, carrying out continuous monitoring and collision avoidance algorithm calculation on the aircraft provided with the ADS-B equipment and detecting the flight path, if the distance between the aircraft provided with the ADS-B equipment and the aircraft exceeds the sensitivity level (DO-185 standard) of the aircraft, generating RA and entering a cooperative flow, and if not, keeping continuous monitoring on the aircraft provided with the ADS-B equipment;
s12, after the RA is generated, an inverted RA is generated to serve as a cooperative RA, and the cooperative RA is sent to ADS-B equipment in a DF17 message; the DF17 messages of the cooperative RA are shown in table 1.
Table 1, the DF17 message of the cooperative RA sent by the acas X system to the ADS-B device:
the ME field of the DF17 message of the cooperative RA is shown in table 2.
Table 2, ME field of DF17 message of cooperative RA:
s13, after sending the DF17 message of the cooperative RA, waiting for the response of the ADS-B equipment; if receiving the confirmation cooperative RA message of the ADS-B equipment, maneuvering according to the RA direction of the local machine, and keeping continuous monitoring, sending a cooperative termination message to the ADS-B equipment until the threat is determined to be relieved, and still keeping continuous monitoring on the aircraft equipped with the ADS-B equipment; the ME field of the confirm cooperative RA packet of the ADS-B device is shown in table 3.
Table 3, ME field of acknowledge cooperative RA message of ads-B device:
s14, if the response of the ADS-B equipment exceeds the waiting time threshold (generally 1-5 seconds) in the step S13, recording a one-time waiting response overtime, judging whether the waiting response overtime exceeds the upper limit response overtime (generally 3-5 times), if so, maneuvering the local machine according to the RA direction, continuously monitoring the aircraft equipped with the ADS-B equipment, and sending a cooperative termination message to the ADS-B equipment until the threat is relieved, and still continuously monitoring the aircraft equipped with the ADS-B equipment; and if the number of response timeout times does not exceed the upper limit response timeout times, the local computer resends the DF17 message of the cooperative RA.
2. The workflow of the ADS-B device is shown in fig. 2, and includes:
s21, broadcasting DF17 messages about local information of the ACASX system; DF17 messages which are sent to the ACASX system by ADS-B equipment in the collaborative process and are about local information of the ACASX system are specified in DO260-B in detail;
s22, passively waiting for receiving a DF17 message of the cooperative RA;
s23, broadcasting a cooperative RA message;
s24, maneuvering according to the requirement of the DF17 message of the cooperative RA;
s25, terminating the cooperative program after receiving the cooperative termination message;
and S26, continuously broadcasting DF17 messages about the local information of the ACASX system.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. A collaborative method for decision alarm of ACAS X and ADS-B targets is characterized in that the method comprises the following steps: establishing a cooperative communication link between the ACAS X system and the ADS-B equipment by improving a DF17 data chain, so that the aircraft provided with the ACAS X system and the aircraft provided with any ADS-B equipment in the air can realize a cooperative anti-collision function;
when the aircraft provided with the ACAS X system and the aircraft provided with the ADS-B equipment realize a cooperative collision avoidance function after encountering air, the working process of the ACAS X system comprises the following steps:
s11, carrying out continuous monitoring and collision avoidance algorithm calculation on the aircraft provided with the ADS-B equipment and detecting the flight path, if the distance between the aircraft provided with the ADS-B equipment and the local aircraft exceeds the sensitivity level of the local aircraft, generating RA and entering a cooperative flow, and if the distance between the aircraft provided with the ADS-B equipment and the local aircraft does not exceed the sensitivity level of the local aircraft, keeping continuous monitoring on the aircraft provided with the ADS-B equipment;
s12, generating an inverse RA as a cooperative RA immediately after the RA is generated, and sending the cooperative RA to ADS-B equipment by using a DF17 message;
s13, after sending the DF17 message of the cooperative RA, waiting for the response of the ADS-B equipment; if receiving the confirmation cooperative RA message of the ADS-B equipment, maneuvering according to the RA direction of the local machine, and keeping continuous monitoring, sending a cooperative termination message to the ADS-B equipment until the threat is determined to be relieved, and still keeping continuous monitoring on the aircraft equipped with the ADS-B equipment;
s14, if the response of the ADS-B equipment exceeds the waiting time threshold in the step S13, recording one-time response overtime, judging whether the response overtime exceeds the upper limit response overtime, if so, maneuvering the local machine according to the RA direction, continuously monitoring the aircraft equipped with the ADS-B equipment, and sending a coordination termination message to the ADS-B equipment until the threat is relieved, and still continuously monitoring the aircraft equipped with the ADS-B equipment; if the number of times of response timeout waiting does not exceed the upper limit number of response timeout, the local machine resends the DF17 message of the cooperative RA;
when the aircraft provided with the ACAS X system and the aircraft provided with the ADS-B equipment realize a cooperative collision avoidance function after encountering air, the working process of the ADS-B equipment comprises the following steps:
s21, broadcasting DF17 messages about local information of the ACAS X system;
s22, passively waiting for receiving a DF17 message of the cooperative RA;
s23, broadcasting a cooperative RA message;
s24, maneuvering according to the requirement of the DF17 message of the cooperative RA;
s25, terminating the cooperation program after receiving the cooperation termination message;
and S26, continuing to broadcast the DF17 message of the local information of the ACAS X system.
2. The ACAS X and ADS-B target resolution alarm coordination method according to claim 1, wherein said waiting time threshold is 1-5 seconds.
3. The ACAS X and ADS-B target resolution alarm coordination method according to claim 1, wherein said upper limit response timeout times are 3-5.
4. The ACAS X and ADS-B target decision alarm coordination method according to claim 1, wherein the ADS-B device refers to an ADS-B device equipped with an S mode responder and an ADS-B device not equipped with an S mode responder.
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