JP5330211B2 - Secondary surveillance radar - Google Patents

Description

  The present invention relates to a secondary monitoring radar that monitors an aircraft equipped with a transponder having an ACAS function.

  Secondary Surveillance Rader (SSR) is a device that transmits a question to a transponder installed in an aircraft, receives various information as a response to the question, and acquires information used in air traffic control It is. There are two types of transponders: ATCRBS transponder and mode S transponder. Since the mode S secondary monitoring radar captures the two types of transponders, the ATCRBS transponder and the mode S transponder, it captures the aircraft equipped with the ATCRBS transponder in a batch question answer during the all call period, and the aircraft equipped with the mode S transponder. Is captured with a collective question answering during the all call period, and then continues with an individual question answering during the roll call period.

  For example, as shown in FIG. 5, in the mode S secondary monitoring radar 1a, the transmitter 122 transmits a question corresponding to each period via the transmission / reception switch 121 and the antenna 11, and the receiver 123 transmits the antenna 11 and the transmission / reception. A response from the transponder 2 is received via the switch 121. In the mode S secondary monitoring radar 1a, the transmission control unit 131 controls the transmission of the signal by the transmitter 122, the signal received by the receiver 123 is processed by the mode S response processing unit 132 or the ATCRBS response processing unit 133, and is monitored. A target report is generated by the processing unit 134a. Specifically, the process related to the question response with the mode S transponder is executed by the mode S response processing unit 132, and the process related to the question response with the ATCRBS transponder is executed by the ATCRBS response processing unit 133, but the mode S signal and the ATCRBS With regard to signal transmission / reception, the channel management unit 135 and the frequency generator 136 manage timing and the frequency of signals transmitted and received.

  In addition to the function of transmitting / receiving signals to / from the secondary monitoring radar 1a installed on the ground, some aircraft have an aircraft collision prevention device (ACAS: Airborne Collision Avoidance) that transmits and receives signals for preventing collisions between aircraft. Some have (System). As shown in FIG. 6, secondary transponder signals (mode S interrogation signal, mode S response signal, etc.) are transmitted to the transponders 2a and 2b of the aircraft having the aircraft collision prevention device between the secondary monitor radar 1a. In addition to the antenna 21 and SSR transmitter / receiver 22 for transmitting / receiving and the SSR processor 23 for processing the signal transmitted / received by the SSR transmitter / receiver 22, the antenna 24 and the ACAS transmitter / receiver 25 for transmitting and receiving a signal (ACAS signal) for an aircraft collision prevention apparatus An ACAS processing unit 26 that processes signals transmitted and received by the ACAS transmission / reception unit 25 is provided. Since the signal for the aircraft collision prevention apparatus is a signal transmitted and received between the aircraft, the signal is transmitted and received regardless of the secondary monitoring radar 1a on the ground.

Michael C. Stevens “Secondary Surveillance Radar” 1998, ISBN 0-89006-292-7

  As described above, aircraft monitoring is performed using information obtained by the secondary surveillance radar. However, for safety reasons, runway use permission and direction instructions etc. performed near the airport are for safety reasons. The controller on the ground is transmitted by direct one-to-one communication by radio. However, since the information between the pilot and the controller is transmitted verbally using wireless communication, an error in entering the runway may occur if a misrecognition or misdirection of the content occurs.

  Therefore, an object of the present invention is to provide a secondary monitoring radar capable of monitoring the aircraft and preventing the danger of the aircraft flying near the airport.

  The secondary monitoring radar according to the present invention includes a transmitter that transmits an interrogation signal having a predetermined transmission frequency to a transponder mounted on an aircraft, and a reception that receives a response signal having a predetermined reception frequency from the transponder according to the interrogation signal. It is a secondary monitoring radar that has aircraft and acquires the flight status of the aircraft, and it is determined by the determination unit that determines whether there is an aircraft flying on the dangerous route, and the determination unit determines that there is an aircraft flying on the dangerous route The avoidance instruction signal at the transmission timing of the avoidance instruction signal set by the setting section and the setting section for setting the timing of transmitting the avoidance instruction signal for urging the avoidance of the collision to the aircraft collision prevention apparatus mounted on the aircraft A frequency switching unit that outputs to the transmitter the reception frequency of the interrogation signal that is prescribed for transmission of the interrogation signal, And a transmission control unit for controlling the transmitter so as to transmit the avoidance instruction signal of signal frequency.

  ADVANTAGE OF THE INVENTION According to this invention, the danger of the aircraft which flies near an airport can be prevented with the monitoring of an aircraft.

It is the schematic explaining the secondary surveillance radar which concerns on embodiment of this invention. It is a block diagram which shows the structure of the secondary monitoring radar which concerns on embodiment of this invention. It is a flowchart explaining the process in the secondary monitoring radar of FIG. It is a figure explaining the flight of the aircraft by the secondary monitoring radar of FIG. It is a block diagram which shows the structure of the conventional secondary monitoring radar. It is a figure explaining the aircraft which has the conventional secondary monitoring radar and the aircraft collision prevention apparatus.

  As shown in FIG. 1, the secondary monitoring radar 1 according to the present invention transmits and receives monitoring signals to and from an aircraft in the same manner as the secondary monitoring radar 1 a described above with reference to FIGS. 5 and 6. In addition to this, an avoidance instruction (RA) signal, which is an ACAS signal used in an aircraft collision prevention apparatus mounted on an aircraft, can be transmitted. The secondary monitoring radar 1 captures the aircraft by a collective question answering during the all-call period, and captures the aircraft by an individual question answering during the roll call period, and changes the course because it is flying in a dangerous course. When an aircraft that needs to be detected is detected, an avoidance instruction signal (avoidance instruction signal) for inducing collision prevention is transmitted to the corresponding aircraft, and the flight path of the aircraft is changed to ensure flight and landing safety.

  The secondary monitoring radar 1 shown in FIG. 1 performs acquisition of an aircraft mainly including an ATCRBS transponder and initial acquisition of an aircraft including a mode S transponder by collective question answering during an all call period, and individually during a roll call period. Mode S secondary surveillance radar (SSR mode S) that performs acquisition of an aircraft with a mode S transponder by interrogation. In order to enable transmission and reception of signals used in the aircraft collision prevention apparatus, the secondary monitoring radar 1 transmits an antenna 11, a transmission unit 12 that transmits and receives signals, and a signal to be transmitted and received as illustrated in FIG. 2. A processing unit 13 for processing is included. The transmission unit 12 includes a transmission / reception switch 121 that switches between transmission and reception, a transmitter 122 that transmits signals via the transmission / reception switch 121 and the antenna 11, and reception that receives signals via the antenna 11 and the transmission / reception switch 121. Machine 123. The processing unit 13 includes a transmission control unit 131 that controls transmission of signals by the transmitter 122, a mode S response processing unit 132 that processes mode S signals received by the receiver 123, and mode A received by the receiver 123. In addition to the ATCRBS response processing unit 133 that processes the / C signal, the monitoring processing unit 134 that generates the target report, and the frequency generator 136 that generates the frequency used for signal transmission or reception, the timing for transmitting the avoidance instruction signal Thus, a frequency switching unit 137 for switching the frequency of the signal transmitted by the transmitter 121 to the frequency specified by the avoidance instruction signal is provided.

  Specifically, the monitoring processing unit 134 includes a determination unit 134i and an operation unit 134ii. The determination means 134i determines the presence / absence of an aircraft flying on a dangerous route based on the presence / absence of a signal that detects an aircraft flying on a dangerous route. Since transmission of the instruction signal is necessary, the ACAS mode is set. Further, when the operation unit 134ii is set to the ACAS mode, the operation unit 134ii outputs a signal for operating the transmission of the avoidance instruction signal to the transmission control unit 131, the channel management unit 135, and the frequency switching unit 137. The detection signal input by the monitoring processor 134 may be input from a controller or the like via an input device (not shown), or may be input from a detection function inside or outside the secondary monitoring radar 1. . Here, the ACAS mode is for temporarily changing the course of the aircraft flying in the dangerous course by temporarily stopping the question answering that the secondary monitoring radar 1 transmits the normal mode S signal or the mode A / C signal. In this mode, an avoidance instruction signal is transmitted.

  When the operation signal is input from the monitoring processing unit 134, the channel management unit 135 sets (schedules) the transmission timing of the avoidance instruction signal and outputs the transmission timing set in the transmission control unit 131. When the operation signal is input from the monitoring processing unit 134, the transmission control unit 131 generates an avoidance instruction signal and causes the transmitter 122 to transmit the avoidance instruction signal at the timing set by the channel management unit 135.

  In addition, when an operation signal is input from the monitoring processing unit 134, the frequency switching unit 137 transmits the signal at a frequency defined for ACAS (for avoidance instruction signal) generated by the frequency generator 136. Output to. In the transponders 2a and 2b corresponding to the aircraft collision prevention apparatus as shown in FIG. 1, the transmission frequency and reception frequency for ACAS are inversely related to the transmission frequency and reception frequency for Mode S signal or ATCRBS. That is, the frequency of the ACAS signal transmitted by the ACAS transceiver 25 is the frequency of the mode S signal (or ATCRBS signal) received by the SSR transceiver 22, and the frequency of the ACAS signal received by the ACAS transceiver 25 is the SSR transceiver. 22 is the frequency of the mode S signal (or ATCRBS signal) transmitted. Therefore, when the frequency changing unit 137 is set to the ACAS mode, the transmission frequency and the reception frequency may be reversed.

  After the transmitter 122 transmits the avoidance instruction signal, it is not necessary to transmit the avoidance instruction signal until a new signal for detecting a dangerous route is input. Therefore, the ACAS mode is terminated, and normal roll call processing is performed. Execute.

  Processing in the roll call period of the secondary monitoring radar 1 according to the present invention will be described using the flowchart shown in FIG. In the secondary monitoring radar 1, during the roll call period, the transmitter 122 transmits a question signal under the control of the transmission control unit 131 (S1). When the receiver 123 receives the signal (S2), the received signal is compared with the AP field of the received signal and the mode S address in the monitoring processor 134 via the mode S response processor 132 (S3). If the AP field of the received signal matches the mode S address (YES in S3), the monitoring processor 134 determines that the signal received in step 2 is a response signal to the question signal transmitted in step S1, and the response signal Is executed (S4). That is, information included in the received signal is output as a target report. On the other hand, if the AP field of the received signal does not match the mode S address (NO in S3), the monitoring processing unit 134 determines that the signal received in step S2 is a signal transmitted to another device, and discards it. (S5).

  Further, in the secondary monitoring radar 1, when there is no aircraft flying on the dangerous route in such a process, that is, when the signal detecting the aircraft flying on the dangerous route is not input (NO in S6), steps S1 to S1 are performed. The roll call process as described above is continued in S5 (S7). On the other hand, when the signal that detects the aircraft flying on the dangerous route is input (YES in S6), the monitoring processing unit 134 sets the ACAS mode to transmit the avoidance instruction signal to the aircraft, and sets the transmission control unit 131, A signal for operating transmission of the avoidance instruction signal is output to the channel management unit 135 and the frequency switching unit 137 (S8). Thereafter, the channel management unit 135 generates a schedule for transmitting the avoidance instruction signal (S9). Further, the transmission control unit 131 generates an avoidance instruction signal to be transmitted to the aircraft flying on the dangerous route. The frequency switching unit 137 switches the signal frequency output to the transmitter 122 to the transmission frequency for ACAS at the transmission timing of the avoidance instruction signal set by the channel management unit 135 (S10). Subsequently, the transmitter 122 transmits an avoidance instruction signal at the transmission timing of the avoidance instruction signal set by the channel management unit 135 under the control of the transmission control unit 131 (S11).

  For example, as shown in FIG. 4, when an aircraft 4a is about to land on a runway where landing is prohibited, the secondary monitoring radar 1 detects that the aircraft 4a is an aircraft flying on a dangerous route. The received signal is input, and an avoidance instruction signal that is an ACAS signal is transmitted to prompt the collision avoidance. In the aircraft 4a, when the avoidance instruction signal transmitted from the secondary monitoring radar 1 is received, it is possible to grasp a dangerous flight state by this signal, and therefore it is possible to avoid danger. On the other hand, since the avoidance instruction signal is not transmitted to the aircraft 4b trying to land on the runway where landing is not prohibited, the aircraft 4b can land without changing the course. Here, the aircraft that is the transmission target of the avoidance instruction signal by the secondary monitoring radar 1 is an aircraft that is landing on the runway scheduled to land in addition to the aircraft that is about to land on the runway that is actually prohibited from landing. And an aircraft whose interval is shorter than a predetermined interval.

  As described above, since the secondary monitoring radar 1 according to the present invention can transmit a signal for an aircraft collision prevention device, when there is an aircraft flying on a dangerous route, the aircraft is prevented from colliding with the collision prevention device. A signal can be sent to alert the danger. In this way, the secondary surveillance radar 1 uses the avoidance instruction signal, which is an ACAS signal, so that the aircraft pilot can detect a situation in which the collision prevention device is as dangerous as when a collision is aroused. It is possible to grasp and appropriately control. For example, it is useful for preventing a collision between aircrafts when there are many aircrafts such as airports and many aircrafts landing on the runway.

DESCRIPTION OF SYMBOLS 1 ... Secondary monitoring radar 11 ... Antenna 12 ... Transmission part 121 ... Transmission / reception switch 122 ... Transmitter 123 ... Receiver 13 ... Processing part 131 ... Transmission control part 132 ... Response processing part 133 ... ATCRBS response processing part 134 ... Monitoring process Part 134i ... determination means (determination part)
134ii ... Output means 135 ... Channel management unit (setting unit)
DESCRIPTION OF SYMBOLS 136 ... Frequency generator 137 ... Frequency switching part 2 (2a, 2b) ... Transponder 21 ... Antenna 22 ... SSR transmission / reception part 23 ... SSR processing part 24 ... Antenna 25 ... ACAS transmission / reception part 26 ... ACAS processing part

Claims (1)

A transmitter that transmits an interrogation signal of a predetermined transmission frequency to a transponder mounted on an aircraft, and a receiver that receives a response signal of a predetermined reception frequency from the transponder according to the interrogation signal; A secondary surveillance radar that obtains
A determination unit for determining the presence or absence of an aircraft flying on a dangerous route;
A setting unit for setting a timing for transmitting an avoidance instruction signal for urging avoidance of a collision to an aircraft collision prevention device mounted on the aircraft when it is determined by the determination unit that an aircraft flying on a dangerous route exists;
A frequency switching unit that outputs the reception frequency of the interrogation signal defined for transmission of the avoidance instruction signal to the transmitter at the transmission timing of the avoidance instruction signal set by the setting unit;
A transmission control unit for controlling the transmitter to transmit an avoidance instruction signal of the reception frequency of the interrogation signal output from the frequency switching unit at the transmission timing;
A secondary surveillance radar comprising:

Images