WO2023134018A1 - 一种基于北斗短报文的航空器及应急导航通信系统 - Google Patents

一种基于北斗短报文的航空器及应急导航通信系统 Download PDF

Info

Publication number
WO2023134018A1
WO2023134018A1 PCT/CN2022/082759 CN2022082759W WO2023134018A1 WO 2023134018 A1 WO2023134018 A1 WO 2023134018A1 CN 2022082759 W CN2022082759 W CN 2022082759W WO 2023134018 A1 WO2023134018 A1 WO 2023134018A1
Authority
WO
WIPO (PCT)
Prior art keywords
communication
positioning
beidou
satellite
module
Prior art date
Application number
PCT/CN2022/082759
Other languages
English (en)
French (fr)
Inventor
王志鹏
朱衍波
王洪文
方堃
Original Assignee
北京航空航天大学
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 北京航空航天大学 filed Critical 北京航空航天大学
Publication of WO2023134018A1 publication Critical patent/WO2023134018A1/zh

Links

Images

Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
    • G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/48—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system
    • G01S19/49—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system whereby the further system is an inertial position system, e.g. loosely-coupled
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B7/00—Radio transmission systems, i.e. using radiation field
    • H04B7/14—Relay systems
    • H04B7/15—Active relay systems
    • H04B7/185—Space-based or airborne stations; Stations for satellite systems
    • H04B7/1851—Systems using a satellite or space-based relay

Definitions

  • the invention relates to the technical field of aviation navigation communication, in particular to an aircraft and emergency navigation communication system based on Beidou short messages.
  • Beidou short message communication refers to the two-way information transmission between the satellite positioning terminal and Beidou satellite or Beidou ground monitoring center directly through satellite signals. It has three basic functions of position reporting, emergency search and rescue, and message communication. It is an independent innovation of the Beidou system. , communication and navigation integration and innovative characteristic services.
  • Beidou-3 system short message communication services include global short message communication (GSMC) service and regional short message communication (RSMC) service.
  • the GSMC service meets the two-way communication needs of global users with a single message length of up to 40 Chinese characters through 14 Medium Earth Orbit (MEO) satellites and Beidou Ka inter-satellite links; the RSMC service uses 3 geostationary orbit (GEO) satellites )
  • the two-way data transmission capability of the satellite provides communication with a single message length of up to 1000 Chinese characters and an average delay of less than 2 seconds to users in the near-earth area on the earth's surface in China and surrounding areas and extending to an altitude of 1000 kilometers in the air Serve.
  • the Beidou short message service can help the ground monitoring center to monitor and track information such as the flight status of the aircraft. It plays an increasingly significant role in the monitoring and tracking of general aviation aircraft, but its application value in aircraft emergency navigation and communication has yet to be tapped.
  • the aircraft emergency navigation communication system is to transmit the monitoring and tracking information of the aircraft to the ground monitoring center in case of communication interruption or natural disasters, and temporarily provide navigation position information to the electronic cabin equipment in the front of the aircraft to ensure the safety of the aircraft. Arrive at the designated location to ensure the safety of aircraft and people's lives and property.
  • the multimode receiver (MMR) and the inertial measurement unit (IMU) in the electronic cabin at the front of the aircraft are the main navigation sources of the cockpit, and the communication management unit/air traffic service unit (CMU/ATSU) communicates with satellite/VHF ( VHF) communication unit acquires aircraft surveillance, operation command, status monitoring of important aircraft components and ground business support and other instructions, and realizes air traffic control (ATC) instructions, aviation operation control (AOC) instructions, and route management with the airborne interface device (AID)
  • ATC air traffic control
  • AOC aviation operation control
  • AID One-way transmission of control (AAC) commands and satellite communication (SATCOM) commands, and one-way transmission of ATC commands, AOC commands and AAC commands with the flight management system (FMS).
  • the above-mentioned equipment and communication methods can only provide navigation and communication services for aircraft during normal operation, and cannot provide emergency navigation and communication services for aircraft under special operating conditions, especially when MMR and IMU cannot work normally.
  • the Beidou position tracking terminal with the Beidou short message communication function can continuously transmit aircraft position, speed, time and other parameters and large-scale data with the ground monitoring center, the Beidou public service signal received by the positioning module in the terminal is still relatively large. Single, unable to provide multi-frequency positioning services. Therefore, there is an urgent need to upgrade the position tracking terminal with the Beidou-3 short message communication function, and improve the airborne emergency navigation and communication system based on the Beidou short message.
  • the purpose of the present invention is to provide an aircraft and emergency navigation and communication system based on Beidou short messages, to achieve multi-constellation and multi-frequency point positioning to obtain the final positioning position of the aircraft, and to realize emergency navigation under special circumstances.
  • the present invention provides a kind of aircraft based on Beidou short message, and the aircraft includes:
  • Front electronics compartment and rear passenger compartment are Front electronics compartment and rear passenger compartment;
  • the front electronic cabin includes: airborne interface equipment, inertial measurement unit, flight management system, electronic flight bag, multi-mode receiver and communication management unit/air traffic service unit;
  • the inertial measurement unit is respectively connected with the airborne interface device and the flight management system, and the flight management system is respectively connected with the multi-mode receiver and the communication management unit/air traffic service unit, and the communication management unit /Air traffic service unit, the multimode receiver and the electronic flight bag are all connected to the airborne interface device;
  • the rear cabin includes: a Beidou position tracking terminal and a GNSS antenna;
  • the Beidou position tracking terminal includes a positioning module and a communication module;
  • the positioning module is connected to the airborne interface device and the GNSS antenna respectively;
  • the communication The modules are respectively connected to the positioning module and the GNSS antenna;
  • the GNSS antenna is used to receive multi-constellation multi-frequency point signals
  • the positioning module is used to receive multi-constellation multi-frequency point signals, and based on the multi-constellation multi-frequency point signals, adopt a positioning mode automatic selection method to determine the final position of the aircraft, and send the second positioning parameters to the airborne interface device storing; the second positioning parameters include: the final positioning position, time and speed of the aircraft.
  • An inertial measurement unit is used to measure the IMU attitude data of the aircraft, and transmit the IMU attitude data to the flight management system and the airborne interface device;
  • a multi-mode receiver used to calculate the MMR navigation data of the aircraft, and transmit the MMR navigation data to the flight management system and the airborne interface device;
  • the airborne interface device is also used to store the first positioning parameters; the first positioning parameters include IMU attitude data and MMR navigation data;
  • the airborne interface device sends the first positioning parameter to the electronic flight bag for display;
  • the flight management system formulates the best flight plan according to the first positioning parameter and realizes the flight mission automatic control;
  • the airborne interface device sends the second positioning parameter to the electronic flight bag for display; the airborne interface device transmits the second positioning parameter through the communication management unit/air
  • the traffic service unit sends it to the flight management system, so that the flight management system formulates the best flight plan according to the second positioning parameters and realizes the automatic control of the flight mission;
  • the special case is a multi-mode receiver and/or When the inertial measurement unit fails to work;
  • the communication module is used to receive the second positioning parameter sent by the positioning module, and forward it to the GNSS antenna in the form of a short message, so that the GNSS antenna sends it to the ground monitoring center through the Beidou-3 satellite.
  • the communication management unit/air traffic service unit is used to generate the ACARS+ command, and send the ACARS+ command through the airborne interface device, the communication module, the GNSS antenna and the Beidou-3 satellite in sequence to the ground monitoring center; when the ground monitoring center receives the ACARS+ command, the ACARS+ data is sent to the airborne interface device sequentially through the Beidou No. 3 satellite, the GNSS antenna and the communication module storage; the ACARS+ instruction is an instruction for the unit to request to upload large data to the ground; the ACARS+ data is data larger than the set data volume.
  • the electronic cabin at the front also includes: a satellite/very high frequency communication unit, which is respectively connected to the ground monitoring center and the communication management unit/air traffic service unit;
  • the satellite/very high frequency communication unit is used to receive downlink instructions and upload instructions; the downlink instructions are generated by the communication management unit/air traffic service unit; the downlink instructions include: air traffic control ATC Request instruction, short-distance downlink data instruction and satellite communication SATCOM request instruction; the ATC request instruction is an instruction for the crew to request release from the ground; the short-distance download data instruction is an instruction for the short-distance crew to issue downlink data to the ground ;
  • the SATCOM request instruction is an instruction for the remote unit to request data from the ground;
  • the upload instruction is generated by the ground monitoring center;
  • the upload instruction includes: air traffic control ATC approval instruction, short-distance upload data instruction and satellite communication SATCOM broadcast instruction;
  • the ATC approval instruction is for the crew to approve the release Instructions;
  • the short-distance upload data instruction is an instruction to issue upload data to the crew on the short-distance ground;
  • the SATCOM broadcast instruction is to broadcast data to the crew on the long-distance ground;
  • the satellite/very high frequency communication unit sends the downlink instruction to the ground monitoring center, and sends the upload instruction to the communication management unit/air traffic service unit; the communication management unit/air traffic service The unit sends an ATC request instruction, an ATC approval instruction, a short-distance data download instruction, and a short-distance upload data instruction to the flight management system, so that the flight management system , short-distance downloading data instruction and short-distance uploading data instruction to formulate the best flight plan and realize the automatic control of the flight mission; or according to the second positioning parameter, ATC request instruction, ATC approval instruction, short-distance downloading data instruction and short-distance Upload data instructions to formulate the best flight plan and realize the automatic control of the flight mission; or formulate the best flight plan and realize Automatic control of flight missions;
  • the communication management unit/air traffic service unit sends the upload instruction and the download instruction to the airborne interface device for storage.
  • the specific steps include:
  • Step S1 First use the single-frequency point signals in each constellation to perform standard point positioning, and obtain the standard point positioning result;
  • Step S2 Determine whether the area where the aircraft is located is in the precise point positioning service area according to the standard point positioning result; if the aircraft is in the precise point positioning service area, then determine whether there is a precise point positioning signal available; if yes If the precise point positioning signal is available, select the precise point positioning mode for positioning, and output the precise point positioning result as the final positioning position; if there is no precise point positioning signal available, then execute "step S3"; if the aircraft is in If the precise point positioning service area is outside, execute "step S3";
  • Step S3 Determine whether the area where the aircraft is located is in the satellite-based enhanced service area; if the aircraft is in the satellite-based enhanced service area, then determine whether there is a satellite-based enhanced service signal available; if there is a satellite-based enhanced service signal available, select the satellite-based Perform positioning in the enhanced positioning mode, and output the satellite-based enhanced positioning results as the final positioning position; if there is no satellite-based enhanced signal available, then execute "step S4"; if the aircraft is outside the satellite-based enhanced service area, then execute "step S4 ";
  • Step S4 Determine whether there is a dual-frequency signal available, if there is a dual-frequency signal available, select the dual-frequency ionosphere-free positioning mode for positioning, and output the dual-frequency ionosphere-free positioning result as the final positioning position; if there is no dual-frequency ionosphere-free positioning mode If the signal is available, select the standard single-point positioning mode, and output the standard single-point positioning result as the final positioning position.
  • the communication module includes an international search and rescue module, a global short message communication module, an iridium satellite communication module and a Beidou regional short message module, and the communication module adopts an automatic switching communication method for satellite communication, and the automatic switching communication
  • the steps of the method specifically include:
  • Step S5 Determine whether the current communication working module is working for the international search and rescue module; if the current communication working module is working for the international search and rescue module, then close the regional short message communication module, the global short message communication module and the Iridium communication module, continue and only Use the international search and rescue module to carry out satellite communication; if the current communication working module does not work for the international search and rescue module, then perform step S6;
  • Step S6 According to the final positioning position, judge whether the area where the aircraft is located is within the short message service area of the Beidou area; if it is within the short message service area of the Beidou area, then perform step S7; if it is within the short message service area of the Beidou area Otherwise, step S8 is executed;
  • Step S7 Determine whether the current communication working module is working for the Beidou area short message communication module; if the current communication working module is working for the Beidou area short message communication module, then turn off the international search and rescue module, the global short message communication module and Iridium communication Module, continue and only use the Beidou regional short message module for satellite communication; if the current communication module does not work for the Beidou regional short message communication module, use the global short message communication module for satellite communication;
  • Step S8 judge whether the current communication working module is the work of the iridium communication module; if the current communication working module is the work of the iridium communication module, then close the international search and rescue module, the global short message communication module and the regional short message communication module, continue and Only use the Iridium satellite communication module for satellite communication; if the current communication working module does not work for the Iridium satellite communication module, use the global short message communication module for satellite communication.
  • the communication module sends data to the Beidou-3 satellite in a manner of sub-packet synchronous forwarding.
  • the data subpackage obtained after subpackaging includes: session ID, subpackage identifier, subpackage quantity, subpackage ID, subpackage satellite PRN number, and subpackage information.
  • the present invention also provides an emergency navigation and communication system for Beidou short messages, said system comprising the above-mentioned aircraft, Beidou No. 3 satellite and a ground monitoring center;
  • the communication module of the aircraft forwards the second positioning parameter to the ground monitoring center synchronously through the Beidou-3 satellite subcontract.
  • each satellite in the Beidou-3 satellite is equipped with a regional short message payload and antenna, a global short message payload and antenna, and an international search and rescue payload and antenna.
  • the ground monitoring center includes: a command plane antenna, a command plane, a ground monitoring terminal and a VHF ground terminal; the command plane antenna is connected to the ground monitoring terminal through the command plane, and the VHF ground terminal is connected to the ground terminal The satellite/VHF communication unit is connected.
  • the invention discloses the following technical effects:
  • the invention discloses an aircraft and emergency navigation communication system based on Beidou short messages.
  • the positioning module is upgraded, and the final position of the aircraft is determined by using a positioning mode automatic selection method based on multi-constellation and multi-frequency point signals, so as to realize accurate acquisition of multi-frequency point positioning.
  • the second positioning parameter also provides a scheme for the flight management system to formulate the best flight plan and realize the automatic control of the flight mission under special circumstances, which overcomes the inability of the existing technical schemes to provide multi-frequency positioning services and for the aircraft in special operating conditions. Provide emergency navigation and communication services.
  • Fig. 1 is a schematic diagram of multi-constellation reception by a GNSS antenna of the present invention
  • Fig. 2 is a flow chart of the automatic selection method of the positioning mode of the present invention
  • Fig. 3 is a schematic diagram of the communication link connection between the front electronic cabin and the rear cabin of the present invention.
  • Fig. 4 is a schematic diagram of the composition of the Beidou No. 3 satellite load after the installation of the present invention.
  • Fig. 5 is a flow chart of the automatic switching communication method of the present invention.
  • Fig. 6 is a schematic diagram of the layout of the B2b signal message of the present invention.
  • Fig. 7 is a schematic diagram of a plurality of satellites synchronously forwarding packetized data queues in the present invention.
  • Fig. 8 is a schematic diagram of the installation position of the GNSS antenna of the present invention.
  • FIG. 9 is a schematic diagram of the architecture of the airborne emergency navigation communication system of the present invention.
  • the purpose of the present invention is to provide an aircraft and emergency navigation and communication system based on Beidou short messages, to achieve multi-constellation and multi-frequency point positioning to obtain the final positioning position of the aircraft, and to realize emergency navigation under special circumstances.
  • the Beidou-3 global satellite navigation system has completed global networking.
  • the positioning module used for aircraft tracking should not only be able to receive Beidou B1I signals, but also receive signals from other constellations and the new system of Beidou, as well as automatically select the positioning mode.
  • the present invention needs to upgrade the positioning module that can only use B1I signals for aircraft positioning, and receive multi-frequency point navigation and positioning signals after replacing high-performance boards , on the basis of standard single-point positioning, add dual-frequency ionosphere-free positioning, satellite-based enhanced positioning and precise single-point positioning modes; in view of the fact that adding service signals will cause more terminal channels to be occupied, high complexity of positioning mode selection and positioning algorithms
  • the present invention establishes a positioning mode automatic selection method according to the service area and signal availability, and the positioning module can use this method to automatically use the positioning mode with higher accuracy in different service areas, thereby ensuring the Beidou position tracking after the upgrade High precision and high reliability
  • AID Electronic Flight Bag 11 (EFB for short), Communication Management Unit/Air Traffic Service Unit 7 (CMU/ATSU for short) and other equipment located in the electronic cabin 1 (referred to as the front cabin) at the front of the aircraft, and the rear cabin 2 (referred to as the rear cabin)
  • EFB Electronic Flight Bag 11
  • CMU/ATSU Communication Management Unit/Air Traffic Service Unit 7
  • the rear cabin 2 referred to as the rear cabin
  • Beidou position tracking terminal 10 and other equipment in the cabin in addition to using a separate communication link to complete the transmission of the front cabin data and the rear cabin data, it should also have the ability of one-way communication and two-way communication between the front and rear cabins.
  • the present invention needs to establish a communication link between the front cabin and the rear cabin, which can not only meet the storage and storage of parameters such as aircraft identification numbers, positions and speeds under normal operating conditions.
  • Post-assessment requirements can also meet the needs of using stored position information in the front cabin as a navigation reference in emergency situations, and can also assist the Communication Addressing and Reporting System (ACARS) to accelerate the two-way transmission between the aircraft and the ground.
  • ACARS Communication Addressing and Reporting System
  • Voice, image and other data ensure high-speed and reliable transmission of aircraft data and broadband in the front and rear cabins, increase the source of aircraft navigation data, and improve passenger experience.
  • the short message load and search and rescue load of Beidou-3 satellite 17 have not yet reached the state of full constellation configuration, and the satellite utilization rate has not been maximized.
  • the present invention proposes a loading scheme for the Beidou-3 satellite 17 and a communication module installation scheme for the Beidou position tracking terminal 10, Expand service coverage, increase the number of on-board transponders and system capacity, and provide users with more optional communication methods; address the compatibility issues between Beidou short message service and Iridium communication service and the selection of communication modes after adding loads Problem, the present invention establishes a method for switching the short message communication module, the international search and rescue module and the Iridium communication module in the Beidou position tracking terminal 10, and reduces the return link delay and frequency interference by switching the communication mode.
  • the communication module In order to meet the ACARS+ function of large data transmission such as voice, image and airborne navigation information, the communication module needs to interact frequently with the ground monitoring center 12 data and the data length exceeds the capacity of a single short message, and the data must be transmitted in packets to complete a large amount of data communication tasks.
  • the present invention proposes a communication data forwarding strategy using multiple Beidou satellites to transmit different subcontracts synchronously, according to the number of visible satellites and the elevation angle Select multiple user uplink satellites and downlink satellites, and design the data subpacket parameters and the format of the return communication B2b signal message.
  • this invention provides a new architecture of the aircraft onboard emergency navigation and communication system based on the Beidou short message communication service and the front and rear cabin communication links.
  • the communication link between the front and rear cabins is used to realize the transmission of large data and the emergency navigation communication function under special operating conditions.
  • the present invention provides an aircraft based on Beidou short messages.
  • the aircraft includes: a front electronic cabin 1 and a rear passenger cabin 2 .
  • the front electronic cabin 1 includes: airborne interface device 8 (abbreviated as AID), inertial measurement unit 3 (abbreviated as IMU), flight management system 4 (abbreviated as FMS), electronic flight bag 11 (abbreviated as EFB), multi-mode receiver 5 (referred to as MMR) and communication management unit/air traffic service unit 7 (referred to as CMU/ATSU);
  • the inertial measurement unit 3 is connected with the airborne interface device 8 and the flight management system 4 respectively, and the flight management system 4 is connected with the multimode receiver 5 respectively Connect with the communication management unit/air traffic service unit 7, the communication management unit/air traffic service unit 7, the multimode receiver 5 and the electronic flight bag 11 are all connected with the airborne interface device 8;
  • the rear cabin 2 includes: Beidou position tracking The terminal 10 and the GNSS antenna 9;
  • the Beidou position tracking terminal 10 includes a positioning module and a communication module; the positioning module is connected to the airborne interface device 8 and the GNSS antenna 9; the communication module is connected to the positioning module and
  • GNSS antenna 9 is used to receive multi-constellation multi-frequency point signals; in the present embodiment, multi-constellation multi-frequency point signals include: Beidou B1 frequency band, B2 frequency band and B3 frequency band, L1 frequency band, L2 frequency band and L5 frequency band of GPS, L1 of GLONASS frequency band and L2 frequency band, and Galileo's E1 frequency band and E5 frequency band.
  • the positioning module is used to receive multi-constellation multi-frequency point signals, based on multi-constellation multi-frequency point signals, adopts the positioning mode automatic selection method to determine the final position of the aircraft, and sends the second positioning parameters to the airborne interface device 8 for storage; the second The positioning parameters include: the final positioning position, time and speed of the aircraft.
  • the inertial measurement unit 3 is used to measure the IMU attitude data of the aircraft, and transmit the IMU attitude data to the flight management system 4 and the airborne interface device 8; the IMU attitude data includes three-axis attitude angle, angular velocity and angular acceleration.
  • the multi-mode receiver 5 is used to calculate the MMR navigation data of the aircraft, and transmits the MMR navigation data to the flight management system 4 and the airborne interface device 8; the MMR navigation data includes the position, speed and time of the aircraft; the multi-mode receiver 5 includes Navigation equipment including ILS receivers, MLS receivers, GNSS receivers, data broadcast receivers, etc.
  • the airborne interface device 8 is also used to store the first positioning parameters; the first positioning parameters include IMU attitude data and MMR navigation data;
  • the airborne interface device 8 sends the first positioning parameter to the electronic flight bag 11 for display; the flight management system 4 formulates the best flight plan according to the first positioning parameter and realizes the automatic control of the flight mission.
  • the airborne interface device 8 sends the second positioning parameter to the electronic flight bag 11 for display; the airborne interface device 8 sends the second positioning parameter to the flight management system through the communication management unit/air traffic service unit 7 4, so that the flight management system 4 formulates the best flight plan according to the second positioning parameters and realizes the automatic control of the flight mission; in this embodiment, when the special case is that the multimode receiver 5 and/or the inertial measurement unit 3 cannot work, That is, the navigation equipment in the front cockpit has been artificially damaged or malfunctioned, and cannot normally provide the required navigation information to the flight management system 4 .
  • the communication module is used to receive the second positioning parameter sent by the positioning module, and forward the second positioning parameter to the GNSS antenna 9 in the form of a fixed period and short message, so that the GNSS antenna 9 can be sent to the ground monitoring via the Beidou No. 3 satellite 17 Center 12.
  • the third positioning parameter can also be received by using the GNSS antenna 9; the third positioning parameter is the initial position, time and speed of the aircraft, and the third positioning parameter is sent to the airborne interface device through the communication module or the positioning module in turn 8; in special cases, the airborne interface device 8 can also send the third positioning parameter to the electronic flight bag 11 for display; the airborne interface device 8 sends the third positioning parameter through the communication management unit/air traffic service unit 7 To the flight management system 4, so that the flight management system 4 formulates the best flight plan according to the third positioning parameter and realizes the automatic control of the flight mission.
  • the communication module receives the third positioning parameter sent by the positioning module or the GNSS antenna 9, and forwards the third positioning parameter to the GNSS antenna 9 in the form of a fixed cycle and a short message, so that the GNSS antenna 9 is sent to the Ground Monitoring Center12.
  • the MMR and IMU in the front electronic cabin 1 are used as the main navigation source of the cockpit, and the first positioning parameters are sent to the electronic flight bag 11 for display;
  • the internal GNSS antenna 9 or the positioning module is used as the main navigation source of the cockpit, and sends the second positioning parameter or the third positioning parameter to the electronic flight bag 11 for display.
  • the communication management unit/air traffic service unit 7CMU/ATSU of the present invention is used to generate ACARS+ instructions, and pass the ACARS+ instructions through the airborne interface device 8, communication module, GNSS antenna 9 and Beidou-3
  • the satellite 17 sends to the ground monitoring center 12; when the ground monitoring center 12 receives the ACARS+ command, the ACARS+ data is sent to the airborne interface device 8 through the Beidou No. 3 satellite 17, the GNSS antenna 9 and the communication module for storage; the ACARS+ command It is an instruction for the crew to request to upload large data to the ground;
  • ACARS+ data is data larger than the set data volume.
  • the data larger than the set data volume can be not only a large amount of text, pictures, images and voice, but also big data such as navigation database, obstacle data and entertainment system data.
  • the front electronic cabin 1 of the present invention also includes: a satellite/very high frequency communication unit 6 (VHF for short), which is connected with the ground monitoring center 12 and the communication management unit/air traffic service unit 7 respectively
  • the satellite/very high frequency communication unit 6 is used to receive the downlink instruction and the uplink instruction; the downlink instruction is generated by the communication management unit/air traffic service unit 7; the downlink instruction includes: air traffic control ATC request instruction, short-distance Download data instruction and satellite communication SATCOM request instruction;
  • ATC request instruction is an instruction for the crew to request release to the ground; short-range data download instruction is an instruction for the short-distance crew to issue data to the ground;
  • SATCOM request instruction is an instruction for the long-distance crew to send Instructions for requesting data on the ground; upload instructions are generated by the ground monitoring center 12; upload instructions include: air traffic control ATC approval instructions, short-distance upload data instructions and satellite communication SATCOM broadcast instructions; Instructions; short-distance upload data instruction is an instruction to upload data to
  • the satellite/very high frequency communication unit 6 sends the downlink instruction to the ground monitoring center 12, and sends the upload instruction to the communication management unit/air traffic service unit 7; the communication management unit/air traffic service unit 7 sends the ATC request instruction, ATC approval Instructions, short-distance downloading data instructions and short-distance uploading data instructions are sent to the flight management system 4, so that the flight management system 4 according to the first positioning parameter, ATC request instruction, ATC approval instruction, short-distance downloading data instruction and short-distance Upload data instructions to formulate the best flight plan and realize the automatic control of the flight mission; or formulate the best flight plan and realize The automatic control of the flight mission; or formulate the best flight plan and realize the automatic control of the flight mission according to the third positioning parameter, ATC request instruction, ATC approval instruction, short-distance download data instruction and short-distance upload data instruction.
  • the FMS manages the flight plan and NOTAMs according to the ATC Request Order, ATC Approval Order, Proximity Download Data Order and Proximity Upload
  • the communication management unit/air traffic service unit 7 sends the upload instruction and the download instruction to the airborne interface device 8 for storage.
  • the communication management unit/air traffic service unit 7 is also used to receive the ACARS+ data transmitted by the AID.
  • the satellite/very high frequency (VHF) communication unit includes a satellite communication (SATCOM) antenna, a SATCOM communication terminal, a very high frequency (VHF) antenna and a VHF communication station.
  • the SATCOM communication terminal is connected to the VHF ground station 16 through the SATCOM antenna and the SATCOM satellite, the SATCOM communication terminal is connected to the CMU/ATSU, and the VHF communication station is connected to the VHF ground station 16 through the VHF antenna.
  • the SATCOM communication terminal can send a data access request to the SATCOM satellite through the SATCOM antenna according to the SATCOM request command sent by the CMU/ATSU, and will receive the SATCOM broadcast command from the SATCOM satellite, and send it back to the CMU/ATSU through the SATCOM antenna and SATCOM communication terminal. ATSU.
  • the very high frequency (VHF) antenna, the VHF communication station and the VHF ground station 16 mutually transmit air traffic control ATC request instructions, short-distance data download instructions, air traffic control ATC approval instructions and short-distance upload data instructions.
  • the electronic flight bag 11 the display control system that assists the pilot to fly, can send data retrieval control instructions to the AID, and receive the IMU attitude data, MMR navigation data, and short-distance download data forwarded by the AID in real time Commands, ATC commands, first positioning parameters, second positioning parameters, third positioning parameters, ARCARS+ data and other navigation data, and display the above data on the supporting display for pilots to read and refer to.
  • the Beidou position tracking terminal 10 can realize Beidou regional short message communication, global short message communication module, global short message communication Text communication, international search and rescue communication and Iridium communication; can use the upgraded high-performance receiver board and full-frequency satellite navigation antenna to realize standard single point positioning, dual-frequency ionosphere-free positioning, satellite-based enhanced positioning and precise single point Positioning; can use the rear cabin 2 one-way communication link to send aircraft parameters including position to AID for storage, and use the rear cabin 2 two-way communication link to send ACARS+ data to AID for storage and forwarding; can use short message
  • the communication module continuously sends aircraft parameters to the ground monitoring center 12, and exchanges ACARS+ data with the ground monitoring center 12.
  • other devices 18 include a display unit and an on-board printer.
  • the MMR and IMU in the electronic compartment 1 at the front of the aircraft are the main navigation sources for the cockpit.
  • the navigation data output by the MMR and the attitude data output by the IMU are transmitted in one direction with the AID and FMS;
  • the VHF communication unit obtains information such as aircraft monitoring, operation command, status monitoring of important aircraft components (that is, wing, fuselage, tail, landing gear, power plant) and ground business support, and transmits one-way short-distance upload data instructions, short-distance Distance download data instruction, ATC request instruction, ATC approval instruction, SATCOM request instruction, SATCOM broadcast instruction and ACARS+ instruction, one-way transmission to FMS short distance upload data instruction, short distance download data instruction, ATC request instruction and ATC approval instruction ;
  • EFB serves as a pilot display control unit to provide reference for the driver, and bidirectional transmission with AID;
  • AID (such as FOMAX or Teledyne) is responsible for receiving and storing IMU, MMR and Beidou position tracking in addition to bidirectional
  • the working mode of the AID and other equipment in the front electronic cabin 1 is different from that of other equipment. It is the same under normal operation, but the second positioning parameter or the third positioning parameter transmitted to the AID by the rear cabin 2 through the communication link can be transmitted to the FMS. At this time, it can be temporarily used as a navigation source to realize the Beidou-3 emergency navigation function.
  • the current domestic MMR equipment is restricted by international industrial standards and airworthiness cycles, it is difficult to replace the existing foreign-made airborne MMR equipment in the short term, but domestic MMR can be installed on aircraft as backup/emergency navigation equipment.
  • the front electronic compartment 1 it is cross-linked with AID and displays the results on the EFB, providing pilots with reference while accumulating flight data, continuously iterating and improving the development level of domestic MMR, and can also be used as a backup navigation device, temporarily serving as a The navigation source realizes the Beidou-3 emergency navigation function.
  • the Beidou position tracking terminal 10 is installed in the cabin 2 at the rear of the aircraft, and the GNSS antenna 9 is installed in the antenna installation area shown in Figure 8 (taking the Airbus A380 aircraft as an example).
  • One or more satellite communication antennas i.e. GNSS antenna 9 can be installed in the installation area between the rear cabin 2 and the wing, and be connected with the Beidou position terminal in the rear cabin 2, if only one antenna is installed, The terminal is directly connected to the antenna through a radio frequency cable; if multiple antennas are installed, an additional antenna control system is required to adjust, control and select the communication antenna.
  • the invention ensures that the short message communication will not be interrupted by installing the satellite communication antenna.
  • the present invention utilizes the one-way communication in the rear cabin 2 to realize the emergency navigation of the aircraft: the parameters such as the position, speed and time output by the Beidou position tracking terminal 10, both in the form of a short message through the MEO satellite/geostationary orbit (GEO) satellite forwards to the ground monitoring center 12, and also transmits to the airborne interface device 8 for storage and backup through the communication link of the rear cabin 2 in one direction, and does not carry out data transmission with equipment such as CMU/ATSU and EFB under normal operating conditions. It is only used as emergency navigation for aircraft under special operating conditions. The special situation is that the navigation equipment in the front cockpit is artificially damaged or fails, and cannot normally provide the required navigation information to the flight management system 4 .
  • the parameters such as the position, speed and time output by the Beidou position tracking terminal 10
  • GEO MEO satellite/geostationary orbit
  • the Beidou position tracking terminal 10 with Beidou No. 3 short message communication function is installed on civil aviation airliners and other aircraft, the positioning module and communication module of the Beidou position tracking terminal 10 are upgraded, and the positioning mode, communication mode, and short message forwarding strategy are updated.
  • Optimize the design of the layout format of the message, the communication mechanism of the front and rear cabins, and the navigation and communication system architecture improve the accuracy of navigation and positioning, the frequency of data transmission and the scope of communication services, refine the aircraft onboard communication mechanism and emergency navigation and communication architecture, and ensure that the aircraft is in the event of communication interruption. Under special conditions such as natural disasters and emergencies, it can still provide reliable monitoring and tracking and emergency navigation and communication services to ensure the safety of aircraft and people's lives and property.
  • GNSS antennas receive multi-constellation and multi-frequency point signals:
  • BDS Beidou Satellite Navigation System
  • the Beidou-3 global satellite navigation system has completed global networking.
  • the positioning module used for aircraft tracking should not only be able to receive Beidou B1I signals, but also be able to receive signals from other constellations and the new system of Beidou, as well as automatically select the positioning mode. therefore.
  • the present invention needs to upgrade the positioning module that can only use B1I signals for aircraft positioning, and use multi-frequency point navigation and positioning signals after replacing high-performance boards Achieve positioning.
  • the present invention upgrades the positioning module in the Beidou position tracking terminal 10 to realize multi-frequency and multi-constellation positioning, and replaces the terminal with a high-performance receiver board so that the terminal positioning module can receive and process multiple signals sent by the GNSS antenna 9 in real time.
  • Navigation constellation multi-frequency point signals including but not limited to the constellations and signals shown in Figure 1. Taking the navigation signals of B1, B2 and B3 frequency bands in the Beidou satellite navigation system BDS as an example, the standard single-point positioning and dual-frequency ionosphere-free positioning can be performed by using the B1I, B2I and B3I frequency point signals.
  • the point signal can be used for satellite-based enhanced positioning, and the B2b frequency point signal can be used for precise single-point positioning.
  • the point and positioning mode is basically the same as that of Beidou, and will not be discussed one by one here.
  • the present invention on the basis of standard single-point positioning mode, dual-frequency ionosphere-free positioning mode, satellite-based enhanced positioning mode and precise single-point positioning mode are added; in view of the fact that adding service signals will cause more terminal channels to be occupied, the positioning mode
  • the present invention on the basis that the positioning module can receive and process multi-constellation and multi-frequency point signals, follows the automatic selection process of the positioning mode given in Figure 2, according to the service area and signal availability Established a positioning mode automatic selection method to select a positioning mode with higher accuracy, so that the positioning module can use this method to automatically use the positioning mode with higher accuracy in different service areas, so as to ensure the high accuracy and accuracy of the Beidou position tracking terminal 10 after the upgrade. high reliability.
  • Step S1 The positioning module first uses single-frequency point signals (such as B1I) in each constellation to perform standard single-point positioning, and obtains standard single-point positioning results.
  • single-frequency point signals such as B1I
  • Step S2 Determine whether the area where the aircraft is located is in the precise point positioning service area according to the standard point positioning result; if the aircraft is in the precise point positioning service area, then determine whether there is a precise point positioning signal (such as B2b); if If there is a precise point positioning signal available, select the precise point positioning mode for positioning, and output the precise point positioning result as the final positioning position; if there is no precise point positioning signal available, then execute "step S3"; if the aircraft If it is outside the precise point positioning service area, execute "step S3".
  • a precise point positioning signal such as B2b
  • Step S3 Determine whether the area where the aircraft is located is within the satellite-based enhanced service area; if the aircraft is within the satellite-based enhanced service area, then determine whether there are satellite-based enhanced service signals (such as B1C and B2a) available; if there are satellite-based enhanced service signals If it is available, select the satellite-based enhanced positioning mode for positioning, and output the satellite-based enhanced positioning result as the final positioning position; if there is no satellite-based enhanced signal available, then perform "step S4"; if the aircraft is outside the satellite-based enhanced service area , then execute "step S4".
  • satellite-based enhanced service signals such as B1C and B2a
  • Step S4 Determine whether there are dual-frequency signals (such as B1I and B3I) available, if there are dual-frequency signals available, select the dual-frequency iono-free positioning mode for positioning, and output the dual-frequency iono-free positioning results as the final positioning position ; If there is no dual-frequency signal available, select the standard single-point positioning mode, and output the standard single-point positioning result as the final positioning position.
  • dual-frequency signals such as B1I and B3I
  • a separate communication link can be used to complete the transmission of the data of the front electronic cabin 1 and the data of the rear cabin 2, and it should also have the ability of one-way communication and two-way communication of the rear cabin 2.
  • the present invention needs to establish a communication link between the front electronic cabin 1 and the rear cabin 2, which can meet the needs of the aircraft identification number and position under normal operating conditions.
  • the storage and post-assessment requirements of parameters such as speed and speed can also meet the needs of the front electronic cabin 1 to use the stored position information as a navigation reference in emergency situations, and can also assist the communication addressing and reporting system (ACARS) to accelerate the two-way transmission between the aircraft and the ground
  • ACARS communication addressing and reporting system
  • the in-flight entertainment system database, navigation database, and a large amount of voice and image data ensure high-speed and reliable transmission of aircraft data and rear cabin 2 broadband, increase aircraft navigation data sources, and improve passenger experience.
  • the present invention has not only set up one-way communication to transmit aircraft parameters, but also established two-way communication to transmit large-scale business data; aircraft parameters include parameters such as aircraft identification number, position, speed and time, and large-scale business data includes a large number of civil aviation users Information, text, pictures, images and voice and other content.
  • the present invention utilizes cables or optical fibers to establish a wired communication link between the airborne interface device 8 in the front electronic cabin 1 and the Beidou position tracking terminal 10 in the rear cabin 2, so as to realize one-way data transmission of aircraft parameters; or Space electromagnetic waves are used to establish a wireless communication link between the AID in the front electronic cabin 1 and the Beidou position tracking terminal 10 in the rear cabin 2, so as to realize two-way data transmission of large business data.
  • the Beidou position tracking terminal 10 ensures the normal operation of the short message communication function, that is, under the premise that the output aircraft parameters are forwarded to the ground monitoring center 12 in the form of short messages through the MEO/GEO satellite, the Beidou position tracking terminal 10 also passes the communication link One-way transmission of aircraft parameters to the AID in the front electronic cabin 1 for storage and backup. Under normal circumstances, aircraft parameters are not displayed to the crew, nor can they be used as the basis for air traffic control personnel to implement air control decisions.
  • the flight management system 4 provides the required navigation information) temporarily as a navigation source, the AID transmits it to the electronic flight bag 11EFB to display the positioning results to the crew, and transmits it to the CMU/ATSU as the decision basis of the flight management system 4 (FMS).
  • the Beidou position tracking terminal 10 needs to transmit a large amount of text, pictures, images and voice, or needs to support the transmission of big data such as navigation database, obstacle data and entertainment system data update.
  • the communication management unit/air traffic service unit 7 of the front electronic cabin 1 can perform two-way communication with the Beidou position tracking module in the rear cabin 2 through the airborne interface device 8, and then use the GNSS antenna 9 in the rear cabin 2 to communicate with the ground monitoring center 12's ground-to-air data link completes the two-way transmission of the above-mentioned information and data, and realizes the ACARS+ function.
  • the Beidou RSMC service is provided through the L-band and S-band signals of the three GEO satellites in the Beidou-3 nominal space constellation.
  • the surface and its users in the near-Earth region extending to an altitude of 1000 km provide RSMC services.
  • the Beidou GSMC service uses the L-band and B2b signals of 14 MEO satellites to provide message communication services to users around the world.
  • the Beidou International Search and Rescue (SAR) service is provided by 6 MEO satellites with search and rescue payloads evenly distributed on three orbital planes in the Beidou-3 nominal space constellation, and the return link is provided by 24 Beidou-3 nominal space constellations
  • MEO satellites and 3 IGSO satellites provide SAR services to all users on the earth's surface and its near-earth area extending to an altitude of 50 kilometers in the air by using inter-satellite links. It can be seen from this that the utilization rate of the Beidou-3 space constellation has not yet been maximized.
  • a global short message communication module, an international search and rescue module and an Iridium satellite communication module are additionally installed for the Beidou position tracking terminal 10 that only has a regional short message communication module installed; Only the Beidou position tracking terminal 10 with the global short message communication module is installed, and the regional short message communication module, the international search and rescue module and the Iridium star communication module are installed additionally.
  • the communication frequency and bandwidth are the same, it may be preferable to use the same satellite communication antenna.
  • the Beidou position tracking terminal 10 After the Beidou position tracking terminal 10 completes the installation of the communication module, it automatically switches the communication mode between Beidou regional short message, global short message, international search and rescue and Iridium communication according to the automatic switching communication method shown in FIG. 5 . Assuming all communication modules are available, the steps to automatically switch communication methods are as follows:
  • Step S5 Determine whether the current communication working module is working for the international search and rescue module; if the current communication working module is working for the international search and rescue module, then close the regional short message communication module, the global short message communication module and the Iridium communication module, continue and only Use the international search and rescue module for satellite communication; if the current communication working module is not working for the international search and rescue module, then execute step S6.
  • Step S6 Determine whether the area where the aircraft is located is within the short message service area of the Beidou area according to the final positioning position or the initial position; if it is within the short message service area of the Beidou area, perform step S7; outside the area, execute step S8.
  • Step S7 Determine whether the current communication working module is working for the Beidou area short message communication module; if the current communication working module is working for the Beidou area short message communication module, then turn off the international search and rescue module, the global short message communication module and Iridium communication Module, continue and only use the Beidou regional short message module for satellite communication; if the current communication module does not work for the Beidou regional short message communication module, use the global short message communication module for satellite communication.
  • Step S8 judge whether the current communication working module is the work of the iridium communication module; if the current communication working module is the work of the iridium communication module, then close the international search and rescue module, the global short message communication module and the regional short message communication module, continue and Only use the Iridium satellite communication module for satellite communication; if the current communication working module does not work for the Iridium satellite communication module, use the global short message communication module for satellite communication.
  • Beidou satellites transmit communication data synchronously
  • Subpackage the data to be transmitted to obtain multiple data subpackages each data subpackage includes: "session ID”, “subpackage identification”, “subpackage quantity”, “subpackage ID”, “subpackage satellite PRN number” And “subcontract information” and other information.
  • satellites 1 ⁇ n first forward subpackets 1 ⁇ n synchronously, and then forward subpackets n+1 ⁇ 2n synchronously, until all subpackets are all transferred.
  • the regional short message communication module in the terminal allocates idle channels to all visible GEO satellites transmit message data with different "subpackage IDs". If the number of subpackages exceeds the number of visible GEO satellites, the remaining subpackages will be added to the waiting queue of the corresponding GEO satellite, and will be transmitted sequentially after the last subpacket transmission is completed. Remaining subpackages; if the content of the subpackage contains a cancel transmission instruction, the short message communication module clears all channels to be transmitted, otherwise it will continue to transmit until all data is transmitted.
  • the return communication of short messages in the Beidou area is still distributed evenly and added to the queue, and the GEO satellite corresponding to the "forwarding satellite PRN number" in the forward communication subpackage is selected to transmit all return data, so as to ensure forward communication and return communication as much as possible Use the same Beidou satellite to forward regional short message data.
  • Beidou global short message communication service and international search and rescue service generally multiple Beidou IGSO satellites and MEO satellites can be observed at the same time around the world.
  • the global short message communication module and the international search and rescue module in the terminal first use the satellite elevation mask ( Optional 5°, 10°, 15° or higher) Select visible satellites as data forwarding satellites, or select forwarding satellites according to custom satellite elevation constraints (such as 30°), and then distribute and join the queue evenly All data is transmitted and communicated with the domestic ground monitoring center 12 through the Beidou Ka inter-satellite link.
  • satellite elevation mask Optional 5°, 10°, 15° or higher
  • Select visible satellites as data forwarding satellites
  • custom satellite elevation constraints such as 30°
  • the Beidou global short message return communication transmits the subpackaged return data (the number of subpackets remains unchanged) through the Beidou Ka inter-satellite link to the forward communication subpackage "forwarding" in the same way as equal distribution and joining the queue.
  • the Beidou-3 satellite 17 payload and the Beidou position tracking terminal 10 communication module are installed, the Beidou regional short message, global short message and international search and rescue service, and even the forward and return communication of the Iridium communication service can be completed.
  • the above strategy is used to select multiple satellites to transmit communication data synchronously to improve the efficiency of data transmission.
  • the text layout format of short message single packet data is due to broadcasting signals (regional short message user uplink signal uses L band, user downlink signal uses S band, global short message user uplink signal uses L band, user downlink signal uses B2b signal, International search and rescue user uplink signals use UHF, load downlink signals use L-band, and reverse link/user downlink signals use B2b signals), but the overall structure and content are similar.
  • B2b downlink signal as an example, it is given Message parameters and layout format design results.
  • the user downlink signals of Beidou Global Short Message Service and International Search and Rescue Service are broadcast by Beidou-3 IGSO and MEO satellite B2b signals, and the return communication data is carried by the B-CNAV3 format navigation message defined by the B2b interface file.
  • the length of each frame message is 1000 symbol bits, the symbol rate is 1000sps, and the broadcast period is 1 second.
  • the length of each frame of message before error correction coding is 486 bits, including information type (6 bits), second within a week (20 bits), message data (436 bits), and cyclic redundancy check bit (24 bits). Information type, second within a week, and message data all participate in the calculation of cyclic redundancy check. After encoding with 64-ary LDPC (162,81), the length is 972 sign bits.
  • the effective information type in the B-CNAV3 format message as 50 (it can also be set to other values), which is specially used for Beidou global short message return communication, and the format is shown in Figure 6.
  • the 436-bit message data parameters and the number of bits are: session ID (19 bits, a unique identifier generated after the sender and receiver confirm the transmission), subpackage identification (1 bit, 0 means unpacked transmission, 1 means subpackaged transmission), the number of subpackages (2 bits, only consider the use of up to 4 satellites to transmit message information for the time being), subpackage satellite PRN number (32 bits, each satellite allocates 8 bits to support multi-constellation satellites), subpackage information ( 382 bits, custom transmission of short message information including Chinese characters, numbers, English and characters).
  • the above-mentioned design ideas can be used for reference in the message parameters and layout format specially used for the return communication of the short message in the Beidou area and the return communication of the international search and rescue service.
  • the present invention discloses a kind of emergency navigation communication system of Beidou short message, and the system includes the aircraft in Embodiment 1, Beidou No. 3 satellite 17 and ground monitoring center 12; Sub-packages are forwarded to the ground monitoring center 12 synchronously through the Beidou-3 satellite 17.
  • the ground monitoring center 12 of the present invention includes: the commander antenna 13, the commander 14, the ground monitoring terminal 15 and the VHF ground terminal; the commander antenna 13 is connected with the ground monitoring terminal 15 through the commander 14, The VHF ground terminal is connected with the satellite/VHF communication unit 6 .
  • the VHF ground station 16 is used to send and receive ATC request instructions, ATC approval instructions, AOC and short-distance upload data instructions, and perform air traffic control on aircraft.
  • the command plane antenna 13 receives the second positioning parameter, the third positioning parameter and the ACARS+ data transmission instruction in the short message form forwarded by the Beidou No.
  • each satellite in the Beidou No. 3 satellite 17 of the present invention is equipped with regional short message payload and antenna, global short message payload and antenna, and international search and rescue payload and antenna, see Figure 4 for details shown.
  • the receiver board in the Beidou position tracking terminal 10 of the present invention is used to carry the program of the positioning module, and the positioning module that can only process Beidou satellite signals is upgraded to a positioning module that can simultaneously capture and track all navigation constellations;
  • the satellite navigation antenna that supports L1 frequency band signals is replaced with a full-frequency satellite navigation antenna (that is, GNSS antenna 9) that can work in the L1, L2 and L5 frequency bands at the same time; so that the upgraded positioning module can simultaneously receive and process Beidou (B1, B2 and B3), GPS (L1, L2 and L5), GLONASS (L1 and L2) and Galileo (E1 and E5) multi-constellation multi-frequency point signals, with standard single-point positioning, dual-frequency ionosphere-free positioning, and satellite-based enhancement Various positioning modes such as positioning and precise single point positioning.
  • the present invention judges the area where the aircraft is located according to the standard single-point positioning result output by the positioning module in the Beidou position tracking terminal 10, and establishes the priority selection sequence of the positioning mode of the positioning module in combination with signal availability, according to precise single-point positioning, dual-frequency ionosphere-free positioning,
  • the sequence of satellite-based enhanced positioning and standard point positioning, the precision point positioning mode is preferred in the area where the precise point positioning service is provided, the satellite-based enhanced positioning mode is preferred in the area where the satellite-based enhanced service is provided, and the satellite-based enhanced positioning mode is preferred in other areas (i.e.
  • the dual-frequency ionosphere-free positioning mode is preferred.
  • the positioning signal, satellite-based enhanced positioning signal and dual-frequency ionosphere-free positioning signal are not available, select the standard single point positioning mode.
  • the precise point positioning service area is officially defined as China and its surrounding areas (the area from 75° to 135° east longitude and 10° to 55° north latitude) on the surface of the earth and its near-earth area extending to an altitude of 1000 kilometers in the sky ;
  • the satellite-based enhanced service area refers to the area on the earth that can receive the signals of the three GEO satellites B1C and B2a with PRNs 130, 143 and 144.
  • the communication module passes the second positioning parameter output by the positioning module and the third positioning parameter collected by the GNSS antenna 9 in the form of a short message through the Medium Earth Orbit (MEO) satellite/Geostationary Orbit (GEO) in the Beidou-3 satellite 17
  • MEO Medium Earth Orbit
  • GEO Geographical Stationary Orbit
  • the satellite forwards it to the ground monitoring center 12, and also transmits it one-way to the airborne interface device 8 through the front and rear cabin communication links for storage and backup.
  • there is no data transmission with equipment such as CMU/ATSU and EFB, and only in special operating conditions (That is, the front cockpit navigation equipment is artificially damaged or the equipment fails, and cannot normally provide the required navigation information to the flight management system 4) as a temporary navigation source for the front cabin equipment and crew as a reference to realize aircraft emergency navigation .
  • ACARS cannot transmit a large amount of text, pictures, images and voices and other information urgently needed by civil aviation users, especially it cannot support the current wireless Quick Access Recorder (QAR) data transmission, EFB system, navigation database, obstacle data and entertainment
  • QAR Quick Access Recorder
  • the CMU/ATSU in the front cabin of the aircraft can complete the two-way transmission of the above data content between the aircraft and the ground through the AID and the front and rear cabin communication links, improving the transmission of key information for security business Frequency, realize ACARS+ function.
  • the international search and rescue payload is installed on the Beidou-3 satellite 17 except for the Beidou short message payload
  • the Beidou is installed on the Beidou-3 satellite 17 except for the international search and rescue payload.
  • Short packet payload in addition to installing the necessary short message communication module and antenna in the Beidou position tracking terminal 10, in order to provide international search and rescue services and Iridium communication services, it is also necessary to install an international search and rescue module and antenna and an Iridium communication module and antenna , to realize the matching and fusion between the satellite communication load and the terminal communication mode.
  • the Beidou position tracking terminal 10 equipped with a short message communication module, an international search and rescue module and an Iridium communication module needs to rely on the aircraft position information output by the positioning module in the terminal, as well as the short message communication module, the international search and rescue module and the Iridium satellite communication module in the terminal.
  • the working state of the communication module, the automatic switching method of the communication mode is established with the short message service area of the Beidou area as the boundary.
  • the communication priority of each module defined outside the short message service area of the Beidou area is the international search and rescue module, the Iridium satellite communication module, and the Beidou global short message communication module, and the communication priority of each module defined within the short message service area of the Beidou area
  • the first level is the international search and rescue module, the Beidou regional short message communication module, and the Iridium satellite communication module. Selecting the communication mode by switching the working modules can effectively reduce the frequency interference between different communication services while ensuring the quality of communication services.
  • the Beidou position tracking terminal 10 short message communication module uses all GEO satellites that meet the elevation mask requirements to complete the Beidou area short message communication data forwarding; globally, the Beidou position tracking terminal 10 short message communication The module uses the n MEO satellites with the largest elevation angle (assuming that the number of satellites meeting the elevation angle mask requirement is k, then n ⁇ k) to complete Beidou global short message communication data forwarding.
  • the Beidou return communication satellite preferentially uses the same satellite to complete the return data forwarding of the ground monitoring center 12.
  • International search and rescue services can also use this method to select MEO satellites that forward user uplink signals and payload downlink signals, as well as MEO satellites and inclined geosynchronous orbit (IGSO) satellites that forward return link signals or user downlink signals, even for satellites
  • IGSO inclined geosynchronous orbit
  • the data to be transmitted must be split into several data subpackets, and multiple Beidou satellites (MEO, IGSO and GEO) can be used for synchronous transmission Forwarding strategy of communication data.
  • the data subpackages are evenly distributed according to the available satellites, and then the data to be transmitted to each satellite is added to the queue buffer, and multiple satellites are forwarded synchronously on the basis of serial forwarding by a single satellite, reducing data transmission and service Response time for higher frequency one-way location reporting and two-way traffic transmission.
  • the present invention designs a short message message parameter definition and format arrangement scheme based on B-CNAV3 format navigation message, and performs parameter definition and bit number division for the 486-bit data of each sub-packet message before error correction coding.
  • This scheme can be used to design messages for Beidou regional short message uplink and downlink signals, Beidou global short message uplink signals, international search and rescue user uplink signals and payload downlink signals.
  • the Beidou position tracking terminal 10 is installed on the aircraft and the front and rear cabin communication links are established, the rear cabin terminal is transmitted to the front cabin storage by using the positioning function and short message function of the terminal, as well as the one-way and two-way communication modes of the communication link.
  • Information such as the position of the aircraft and the output results of the domestic multi-mode receiver (MMR) in the front cabin are displayed on the EFB device through the AID as a backup navigation source for the aircraft, providing the flight crew with Beidou-3 emergency navigation communication reference.
  • MMR domestic multi-mode receiver
  • the present invention provides an upgrade plan for the positioning module and communication module of the Beidou position tracking terminal 10: the upgrade plan for the positioning module can use multiple frequency point navigation signals to carry out real-time positioning of the aircraft, and get rid of the limitation that only B1I signals can be used to track the aircraft. Significantly improve the positioning accuracy and reliability of the Beidou position tracking terminal 10; the communication module upgrade scheme can prioritize the selection of the working communication module according to whether it is in the short message communication service area of the Beidou area while ensuring the highest priority of international search and rescue services, reducing or even Avoiding frequency interference problems between different communication services; derived from technical points 1, 2, 5 and 6.
  • the present invention provides a Beidou short message communication service message layout scheme and data forwarding strategy: design the effective information type (50) and message data of the B-CNAV3 format navigation message broadcast by the global short message service Beidou B2b user downlink signal (session parameters and the number of bits), providing reference for the formulation and updating of Beidou regional short message and global short message communication service user ICD files; designing a multi-satellite synchronous forwarding strategy for short message packet data based on visible satellite elevation angles, Reduce transmission time and service response delay, improve frequency of use and data transmission efficiency; originate from technical points 7, 8 and 9.
  • the present invention provides the communication link design scheme of the front and rear cabins 2 of the aircraft and the architecture of the airborne emergency navigation communication system: establish a connection between the airborne interface device 8 in the front electronic cabin and the Beidou position tracking terminal 10 in the rear cabin 2 Communication link, through which the transmission of aircraft parameters and large data under normal conditions and the emergency navigation function under emergency conditions are realized; an airborne emergency navigation and communication system architecture based on Beidou short message communication service is established to speed up the development of Beidou aircraft Track standard formulation and equipment development, as well as the implementation process of civil aviation ACARS+ business; originate from technical points 3, 4 and 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Signal Processing (AREA)
  • Astronomy & Astrophysics (AREA)
  • Automation & Control Theory (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Radio Relay Systems (AREA)

Abstract

本发明公开一种基于北斗短报文的航空器及应急导航通信系统，航空器包括前部电子舱和后部客舱；前部电子舱内包括机载接口设备、惯性测量单元、飞行管理系统、电子飞行包、多模接收机和通信管理单元/空中交通服务单元；后部客舱包括定位模块；定位模块基于多星座多频点信号采用定位模式自动选择方法确定航空器的最终位置；飞行管理系统根据第一定位参数或第二定位参数制定最佳飞行计划。本发明将定位模块进行升级，基于多星座多频点信号采用定位模式自动选择方法确定航空器的最终位置，实现多频点准确定位第二定位参数，同时还给出了特殊情况下制定最佳飞行计划并实现飞行任务的自动控制的方案。

Description

一种基于北斗短报文的航空器及应急导航通信系统 技术领域
本发明涉及航空导航通信技术领域，特别是涉及一种基于北斗短报文的航空器及应急导航通信系统。
背景技术
北斗短报文通信是指卫星定位终端和北斗卫星或北斗地面监控中心之间能够直接通过卫星信号进行双向信息传递，具备位置报告、应急搜救以及报文通信三种基本功能，是北斗系统自主创新、通信导航融合创新的特色服务。北斗三号系统短报文通信服务包括全球短报文通信(GSMC)服务和区域短报文通信(RSMC)服务两种。其中，GSMC服务通过14颗中圆地球轨道(MEO)卫星与北斗Ka星间链路，满足全球用户单次报文长度最大40个汉字的双向通信需求；RSMC服务通过3颗地球静止轨道(GEO)卫星的双向数据传输能力，向中国及周边地区地球表面及其向空中扩展1000千米高度的近地区域用户，提供单次报文长度最大1000个汉字、平均时延优于2秒的通信服务。北斗短报文服务可以帮助地面监控中心监视追踪航空器的飞行状态等信息，在通用航空飞机监视追踪方面发挥的作用日益显著，但是在航空器应急导航通信方面的应用价值还有待挖掘。
航空器应急导航通信系统是为了在通信中断或自然灾害等突发情况下，仍能向地面监控中心传输航空器的监视追踪信息，以及向航空器前部电子舱设备临时提供导航位置信息，保证航空器能够安全抵达指定位置，保障航空器和人民生命财产安全。目前航空器前部电子舱内的多模接收机(MMR)和惯性测量单元(IMU)是驾驶舱的主要导航源，通信管理单元/空中交通服务单元(CMU/ATSU)通过卫星/甚高频(VHF)通信单元获取飞机监视、运行指挥、飞机重要组件状态监视和地面业务支援等指令，与机载接口设备(AID)实现空中交通管制(ATC)指令、航空运行控制(AOC)指令、航线管理控制(AAC)指令、卫星通信(SATCOM)指令的单向传输，与飞行管理系统(FMS)实现ATC指令、AOC指令和AAC指令的单向传输。上述设备和通信方式仅能为航 空器提供正常运行时的导航和通信服务，无法在特殊运行情况特别是MMR和IMU无法正常工作时为航空器提供应急导航通信服务。另外，虽然具备北斗短报文通信功能的北斗位置追踪终端能够与地面监控中心进行航空器位置、速度、时间等参数以及大型数据的持续传输，但是终端内的定位模块接收的北斗公开服务信号仍比较单一，无法提供多频定位服务。因此，急需对具备北斗三号短报文通信功能的位置追踪终端进行升级，完善基于北斗短报文的机载应急导航通信系统。
发明内容
本发明的目的是提供一种基于北斗短报文的航空器及应急导航通信系统，以实现多星座多频点定位获得航空器的最终定位位置，实现特殊情况下应急导航。
为实现上述目的，本发明提供了一种基于北斗短报文的航空器，航空器包括：
前部电子舱和后部客舱；
所述前部电子舱内包括：机载接口设备、惯性测量单元、飞行管理系统、电子飞行包、多模接收机和通信管理单元/空中交通服务单元；
所述惯性测量单元分别与所述机载接口设备和飞行管理系统连接，所述飞行管理系统分别与所述多模接收机和所述通信管理单元/空中交通服务单元连接，所述通信管理单元/空中交通服务单元、所述多模接收机和所述电子飞行包均与所述机载接口设备连接；
所述后部客舱包括：北斗位置追踪终端和GNSS天线；所述北斗位置追踪终端包括定位模块和通信模块；所述定位模块分别与所述机载接口设备和所述GNSS天线连接；所述通信模块分别与所述定位模块和所述GNSS天线连接；
所述GNSS天线用于接收多星座多频点信号；
所述定位模块用于接收多星座多频点信号，基于所述多星座多频点信号，采用定位模式自动选择方法确定航空器的最终位置，并将第二定位参数发送至所述机载接口设备进行存储；所述第二定位参数包括：航空器的最终定位位置、 时间和速度。
惯性测量单元，用于测量航空器的IMU姿态数据，并将所述IMU姿态数据传输给所述飞行管理系统和所述机载接口设备；
多模接收机，用于计算航空器的MMR导航数据，并将所述MMR导航数据传输给所述飞行管理系统和所述机载接口设备；
所述机载接口设备还用于存储所述第一定位参数；所述第一定位参数包括IMU姿态数据和MMR导航数据；
当正常情况时，则所述机载接口设备将所述第一定位参数发送至所述电子飞行包进行显示；所述飞行管理系统根据所述第一定位参数制定最佳飞行计划并实现飞行任务的自动控制；
当特殊情况时，则所述机载接口设备将所述第二定位参数发送至所述电子飞行包进行显示；所述机载接口设备将所述第二定位参数通过所述通信管理单元/空中交通服务单元发送至所述飞行管理系统，以使所述飞行管理系统根据所述第二定位参数制定最佳飞行计划并实现飞行任务的自动控制；所述特殊情况为多模接收机和/或惯性测量单元无法工作时；
所述通信模块用于接收所述定位模块发送的所述第二定位参数，并以短报文的形式转发至GNSS天线，以使所述GNSS天线通过北斗三号卫星发送至地面监控中心。
可选地，所述通信管理单元/空中交通服务单元用于生成ACARS+指令，并将所述ACARS+指令依次通过所述机载接口设备、所述通信模块、所述GNSS天线和北斗三号卫星发送至所述地面监控中心；当所述地面监控中心接收到所述ACARS+指令时，则将ACARS+数据依次通过北斗三号卫星、所述GNSS天线和所述通信模块发送至所述机载接口设备进行存储；所述ACARS+指令为机组向地面请求上传大型数据指令；所述ACARS+数据为大于设定数据量的数据。
可选地，所述前部电子舱内还包括：卫星/甚高频通信单元，分别与地面监控中心和通信管理单元/空中交通服务单元连接；
所述卫星/甚高频通信单元用于接收下传指令和上传指令；所述下传指令是由所述通信管理单元/空中交通服务单元生成的；所述下传指令包括：空中交通管制ATC请求指令、近距离下传数据指令和卫星通信SATCOM请求指令；所述ATC请求指令为机组向地面请求放行的指令；所述近距离下传数据指令为近距离机组向地面发布下传数据的指令；所述SATCOM请求指令为远距离机组向地面请求数据的指令；
所述上传指令是由所述地面监控中心生成的；所述上传指令包括：空中交通管制ATC批准指令、近距离上传数据指令和卫星通信SATCOM广播指令；所述ATC批准指令为地面向机组批准放行的指令；所述近距离上传数据指令为近距离地面向机组发布上传数据的指令；所述SATCOM广播指令为远距离地面向机组广播数据；
所述卫星/甚高频通信单元将所述下传指令发送至所述地面监控中心，将所述上传指令发送至所述通信管理单元/空中交通服务单元；所述通信管理单元/空中交通服务单元将ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令发送至所述飞行管理系统，以使所述飞行管理系统根据第一定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第二定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第三定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；
所述通信管理单元/空中交通服务单元将所述上传指令和所述下传指令发送至所述机载接口设备进行保存。
可选地，所述采用定位模式自动选择方法确定航空器的最终位置，具体步骤包括：
步骤S1：首先使用各星座中单频点信号进行标准单点定位，获得标准单点定位结果；
步骤S2：根据所述标准单点定位结果判断航空器所处区域是否处于精密 单点定位服务区域内；如果航空器处于精密单点定位服务区域内，则判断是否存在精密单点定位信号可用；如果存在精密单点定位信号可用，则选择精密单点定位模式进行定位，并将精密单点定位结果输出作为最终定位位置；如果不存在精密单点定位信号可用，则执行“步骤S3”；如果航空器处于精密单点定位服务区域外，则执行“步骤S3”；
步骤S3：判断航空器所处区域是否处于星基增强服务区域内；如果航空器处于星基增强服务区域内，则判断是否存在星基增强服务信号可用；如果存在星基增强信号可用，则选择星基增强定位模式进行定位，并将星基增强定位结果输出作为最终定位位置；如果不存在星基增强信号可用，则执行“步骤S4”；如果航空器处于星基增强服务区域外，则执行“步骤S4”；
步骤S4：判断是否存在双频信号可用，如果存在双频信号可用，则选择双频无电离层定位模式进行定位，并将双频无电离层定位结果输出作为最终定位位置；如果不存在双频信号可用，则选择标准单点定位模式，并将标准单点定位结果输出作为最终定位位置。
可选地，所述通信模块包括国际搜救模块、全球短报文通信模块、铱星通信模块和北斗区域短报文模块，所述通信模块采用自动切换通信方法进行卫星通信，所述自动切换通信方法的步骤具体包括：
步骤S5：判断当前通信工作模块是否为国际搜救模块工作；如果当前通信工作模块为国际搜救模块工作，则关闭区域短报文通信模块、全球短报文通信模块和铱星通信模块，继续且仅使用国际搜救模块进行卫星通信；如果当前通信工作模块不为国际搜救模块工作，则执行步骤S6；
步骤S6：根据所述最终定位位置判断航空器所处区域是否处于北斗区域短报文服务区域内；如果在北斗区域短报文服务区域内，则执行步骤S7；如果在北斗区域短报文服务区域外，则执行步骤S8；
步骤S7：判断当前通信工作模块是否为北斗区域短报文通信模块工作；如果当前通信工作模块为北斗区域短报文通信模块工作，则关闭国际搜救模块、全球短报文通信模块和铱星通信模块，继续且仅使用北斗区域短报文模块进行卫星通信；如果当前通信工作模块不为北斗区域短报文通信模块工作，则 使用全球短报文通信模块进行卫星通信；
步骤S8：判断当前通信工作模块是否为铱星通信模块工作；如果当前通信工作模块为铱星通信模块工作，则关闭国际搜救模块、全球短报文通信模块和区域短报文通信模块，继续且仅使用铱星通信模块进行卫星通信；如果当前通信工作模块不为铱星通信模块工作，则使用全球短报文通信模块进行卫星通信。
可选地，所述通信模块采用分包同步转发的方式向北斗三号卫星发送数据。
可选地，分包后获得的数据子包包括：会话ID、分包标识、分包数量、分包ID、分包卫星PRN号和分包信息。
本发明还提供一种北斗短报文的应急导航通信系统，所述系统包括上述航空器、北斗三号卫星和地面监控中心；
所述航空器的通信模块将第二定位参数通过所述北斗三号卫星分包同步转发至地面监控中心。
可选地，所述北斗三号卫星内的各个卫星均加装区域短报文载荷及天线、全球短报文载荷及天线和国际搜救载荷及天线。
可选地，所述地面监控中心包括：指挥机天线、指挥机、地面监控终端和VHF地面端；所述指挥机天线通过所述指挥机与所述地面监控终端连接，所述VHF地面端与所述卫星/甚高频通信单元连接。
根据本发明提供的具体实施例，本发明公开了以下技术效果：
本发明公开一种基于北斗短报文的航空器及应急导航通信系统，将定位模块进行升级，基于多星座多频点信号采用定位模式自动选择方法确定航空器的最终位置，实现多频点定位准确获取第二定位参数，同时还给出了特殊情况下飞行管理系统制定最佳飞行计划并实现飞行任务的自动控制的方案，克服了现有技术方案无法提供多频定位服务以及在特殊运行情况为航空器提供应急导航通信服务。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本发明GNSS天线接收多星座示意图；
图2为本发明定位模式自动选择方法流程图；
图3为本发明前部电子舱和后部客舱通信链路连接示意图；
图4为本发明加装后的北斗三号卫星载荷组成示意图；
图5为本发明自动切换通信方法流程图；
图6为本发明B2b信号电文编排示意图；
图7为本发明多颗卫星同步转发分包数据队列示意图；
图8为本发明GNSS天线安装位置示意图；
图9为本发明机载应急导航通信系统架构示意图；
符号说明：
1-前部电子舱，2-后部客舱，3-惯性测量单元，4-飞行管理系统，5-多模接收机，6-卫星/甚高频通信单元，7-通信管理单元/空中交通服务单元，8-机载接口设备，9-GNSS天线，10-北斗位置追踪终端，11-电子飞行包，12-地面监控中心，13-指挥机天线，14-指挥机，15-地面监控终端，16-VHF地面站，17-北斗三号卫星，18-其他设备。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明的目的是提供一种基于北斗短报文的航空器及应急导航通信系统，以实现多星座多频点定位获得航空器的最终定位位置，实现特殊情况下应急导航。
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图和 具体实施方式对本发明作进一步详细的说明。
本发明公开的方案主要解决的技术问题包括：
1、北斗位置追踪终端中的定位模块升级
北斗三号全球卫星导航系统已完成全球组网，用作航空器追踪的定位模块除了能够接收北斗B1I信号之外，还应该具备接收其他星座信号和北斗新体制信号，以及自动选择定位模式的能力。针对仅利用B1I信号进行单点定位的精度和可靠性较低的问题，本发明需要对仅能使用B1I信号进行航空器定位的定位模块进行升级，更换高性能板卡后接收多频点导航定位信号，在标准单点定位的基础上，增加双频无电离层定位、星基增强定位和精密单点定位模式；针对增加服务信号会带来占用终端信道多、定位模式选择复杂程度高和定位算法设计难度大的问题，本发明根据服务区域和信号可用性建立了定位模式自动选择方法，定位模块可以使用该方法自动在不同服务区域内优先使用精度更高的定位模式，从而保证升级后北斗位置追踪终端10的高精度和高可靠性。
2、建立了航空器前部电子舱1和后部客舱2通信机制
位于航空器前部电子舱1(简称前舱)的AID、电子飞行包11(简称EFB)和通信管理单元/空中交通服务单元7(简称CMU/ATSU)等设备，以及后部客舱2(简称后舱)的北斗位置追踪终端10等设备，除了能够利用单独通信链路分别完成前舱数据和后舱数据的传输工作，还应该具备前后舱单向通信和双向通信的能力。针对航空器机载通信系统缺乏前后舱通信机制的问题，本发明需要建立前舱和后舱之间的通信链路，既能满足正常运行情况下的航空器识别号、位置和速度等参数的存储和事后评估需求，也能满足紧急情况下前舱使用存储的位置信息作为导航参考需求，还能辅助通信寻址与报告系统(ACARS)加速航空器与地面双向传输机载娱乐系统数据库、导航数据库和大量话音图像等数据，保障航空器数据和前后舱宽带高速可靠传输、增加航空器导航数据来源、提升旅客乘机体验。
3、北斗位置追踪终端中的通信模块升级
北斗三号卫星17的短报文载荷和搜救载荷尚未达到满星座配置状态，卫星利用率还没有最大化。北斗短报文服务与铱星通信服务存在频率重叠，导致 在二者产生干扰时北斗短报文服务优先级低于铱星通信服务。针对北斗三号系统未能实现全星座提供短报文服务和国际搜救服务的问题，本发明提出了对北斗三号卫星17的加装载荷方案和北斗位置追踪终端10的通信模块加装方案，扩大服务覆盖范围、增加星载转发器数量和系统容量的同时为用户提供更多的可选通信方式；针对北斗短报文服务与铱星通信服务的兼容问题和加装载荷后的通信模式选择问题，本发明建立了北斗位置追踪终端10内短报文通信模块、国际搜救模块与铱星通信模块切换方法，以通信模式切换的方式降低返向链路时延和频率干扰。
4、北斗位置追踪终端中的通信模块的数据转发策略
为满足语音图像和机载导航信息等大数据传输的ACARS+功能，通信模块需要与地面监控中心12数据交互频繁且数据长度超过单次短报文容量，必须对数据进行分包传输才能完成大量数据的通信任务。针对单颗北斗卫星分包传输时间长、服务响应时延大和遇险报告频度低的问题，本发明提出使用多颗北斗卫星同步传输不同分包的通信数据转发策略，根据可视卫星数量和仰角选择多颗用户上行卫星和下行卫星，并设计了数据子包参数及返向通信B2b信号电文编排格式。
5、机载应急导航通信系统架构
针对航空器在特殊情况下可能出现前舱导航通信设备失灵的问题，本发明基于北斗短报文通信服务和前后舱通信链路，给出航空器机载应急导航通信系统的新型架构，该系统架构在满足正常情况下航空器前舱各设备之间数据指令传输、后舱短报文通信的基础上，利用前后舱通信链路实现大型数据的传输和特殊运行条件下的应急导航通信功能。
下面对各个技术点进行详细论述：
如图9所示，本发明提供一种基于北斗短报文的航空器，航空器包括：前部电子舱1和后部客舱2。
前部电子舱1内包括：机载接口设备8(简称AID)、惯性测量单元3(简称IMU)、飞行管理系统4(简称FMS)、电子飞行包11(简称EFB)、多模接收机5(简称MMR)和通信管理单元/空中交通服务单元7(简称 CMU/ATSU)；惯性测量单元3分别与机载接口设备8和飞行管理系统4连接，飞行管理系统4分别与多模接收机5和通信管理单元/空中交通服务单元7连接，通信管理单元/空中交通服务单元7、多模接收机5和电子飞行包11均与机载接口设备8连接；后部客舱2包括：北斗位置追踪终端10和GNSS天线9；北斗位置追踪终端10包括定位模块和通信模块；定位模块分别与机载接口设备8和GNSS天线9连接；通信模块分别定位模块和GNSS天线9连接。
GNSS天线9用于接收多星座多频点信号；本实施例中，多星座多频点信号包括：北斗B1频段、B2频段和B3频段，GPS的L1频段、L2频段和L5频段，GLONASS的L1频段和L2频段，以及Galileo的E1频段和E5频段。
定位模块用于接收多星座多频点信号，基于多星座多频点信号，采用定位模式自动选择方法确定航空器的最终位置，并将第二定位参数发送至机载接口设备8进行存储；第二定位参数包括：航空器的最终定位位置、时间和速度。
惯性测量单元3用于测量航空器的IMU姿态数据，并将IMU姿态数据传输给飞行管理系统4和机载接口设备8；IMU姿态数据包括三轴姿态角、角速度和角加速度。
多模接收机5用于计算航空器的MMR导航数据，并将MMR导航数据传输给飞行管理系统4和机载接口设备8；MMR导航数据包括航空器的位置、速度和时间；多模接收机5包括ILS接收机、MLS接收机、GNSS接收机、数据广播接收机等在内的导航设备。
机载接口设备8还用于存储第一定位参数；第一定位参数包括IMU姿态数据和MMR导航数据；
当正常情况时，则机载接口设备8将第一定位参数发送至电子飞行包11进行显示；飞行管理系统4根据第一定位参数制定最佳飞行计划并实现飞行任务的自动控制。
当特殊情况时，则机载接口设备8将第二定位参数发送至电子飞行包11进行显示；机载接口设备8将第二定位参数通过通信管理单元/空中交通服务单元7发送至飞行管理系统4，以使飞行管理系统4根据第二定位参数制定最佳飞行计划并实现飞行任务的自动控制；本实施例中，特殊情况为多模接收机 5和/或惯性测量单元3无法工作时，即前部驾驶舱导航设备遭到人为破坏或者设备失灵，不能正常向飞行管理系统4提供所需的导航信息。
通信模块用于接收定位模块发送的第二定位参数，并以固定周期、短报文的形式将第二定位参数转发至GNSS天线9，以使GNSS天线9通过北斗三号卫星17发送至地面监控中心12。
上述实施例中，还可以利用GNSS天线9接收第三定位参数；第三定位参数为航空器的初始位置、时间和速度，并将第三定位参数依次通过通信模块或定位模块发送至机载接口设备8；当特殊情况时，则机载接口设备8还可以将第三定位参数发送至电子飞行包11进行显示；机载接口设备8将第三定位参数通过通信管理单元/空中交通服务单元7发送至飞行管理系统4，以使飞行管理系统4根据第三定位参数制定最佳飞行计划并实现飞行任务的自动控制。通信模块接收定位模块或GNSS天线9发送的第三定位参数，并以固定周期、短报文的形式将第三定位参数转发至GNSS天线9，以使GNSS天线9通过北斗三号卫星17发送至地面监控中心12。
本发明正常运行情况下，将前部电子舱1内的MMR和IMU作为驾驶舱的主要导航源，将第一定位参数发送至电子飞行包11进行显示；当特殊情况时，将后部客舱2内的GNSS天线9或定位模块作为驾驶舱的主要导航源，将第二定位参数或第三定位参数发送至电子飞行包11进行显示。
作为一种可选的实施方式，本发明通信管理单元/空中交通服务单元7CMU/ATSU用于生成ACARS+指令，并将ACARS+指令依次通过机载接口设备8、通信模块、GNSS天线9和北斗三号卫星17发送至地面监控中心12；当地面监控中心12接收到ACARS+指令时，则将ACARS+数据依次通过北斗三号卫星17、GNSS天线9和通信模块发送至机载接口设备8进行存储；ACARS+指令为机组向地面请求上传大型数据指令；ACARS+数据为大于设定数据量的数据。大于设定数据量的数据既可以是大量文字、图片、图像和话音等内容，还可以是导航数据库、障碍物数据和娱乐系统数据等大数据。
作为一种可选的实施方式，本发明前部电子舱1内还包括：卫星/甚高频通信单元6(简称VHF)，分别与地面监控中心12和通信管理单元/空中交通 服务单元7连接；卫星/甚高频通信单元6用于接收下传指令和上传指令；下传指令是由通信管理单元/空中交通服务单元7生成的；下传指令包括：空中交通管制ATC请求指令、近距离下传数据指令和卫星通信SATCOM请求指令；ATC请求指令为机组向地面请求放行的指令；近距离下传数据指令为近距离机组向地面发布下传数据的指令；SATCOM请求指令为远距离机组向地面请求数据的指令；上传指令是由地面监控中心12生成的；上传指令包括：空中交通管制ATC批准指令、近距离上传数据指令和卫星通信SATCOM广播指令；ATC批准指令为地面向机组批准放行的指令；近距离上传数据指令为近距离地面向机组发布上传数据的指令；SATCOM广播指令为远距离地面向机组广播数据。广播数据包括用于更新机载影音内容、提供话音通信服务。
卫星/甚高频通信单元6将下传指令发送至地面监控中心12，将上传指令发送至通信管理单元/空中交通服务单元7；通信管理单元/空中交通服务单元7将ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令发送至飞行管理系统4，以使飞行管理系统4根据第一定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第二定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第三定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制。FMS根据ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令管理飞行计划和航行通告。
通信管理单元/空中交通服务单元7将上传指令和下传指令发送至机载接口设备8进行保存。通信管理单元/空中交通服务单元7还用于接收AID传送的ACARS+数据。
本实施例中，卫星/甚高频(VHF)通信单元包括卫星通信(SATCOM)天线、SATCOM通信终端、甚高频(VHF)天线及VHF通信电台。SATCOM通信终端通过SATCOM天线和SATCOM卫星与VHF地面站16连接，SATCOM通信终端与CMU/ATSU连接，VHF通信电台通过VHF天线与VHF地面站16连接。
SATCOM通信终端能够根据CMU/ATSU发送过来的SATCOM请求指令通过SATCOM天线向SATCOM卫星发出数据访问请求，并将收到SATCOM卫星发出的SATCOM广播指令，并通过SATCOM天线和SATCOM通信终端回传给CMU/ATSU。
甚高频(VHF)天线及VHF通信电台与VHF地面站16之间互传空中交通管制ATC请求指令、近距离下传数据指令、空中交通管制ATC批准指令和近距离上传数据指令。
本实施例中，电子飞行包11(EFB)，辅助驾驶员飞行的显示控制系统，能够向AID发送数据调取控制指令，实时接收AID转发的IMU姿态数据、MMR导航数据、近距离下传数据指令、ATC指令、第一定位参数、第二定位参数、第三定位参数、ARCARS+数据等领航数据，并将上述数据显示在配套显示器中，供飞行员阅读和参考。
本实施例中，北斗位置追踪终端10，能够利用加装的区域短报文通信模块、全球短报文通信模块、国际搜救模块、铱星通信模块，实现北斗区域短报文通信、全球短报文通信、国际搜救通信和铱星通信；能够利用升级的高性能接收机板卡和全频点卫星导航天线，实现标准单点定位、双频无电离层定位、星基增强定位和精密单点定位；能够利用后部客舱2单向通信链路将包含位置在内的航空器参数发送给AID存储，利用后部客舱2双向通信链路将ACARS+数据发送给AID存储和转发；能够利用短报文通信模块持续将航空器参数发送给地面监控中心12，并与地面监控中心12互传ACARS+数据。
如图10所示，其他设备18包括显示单元和机载打印机。
正常运行情况下，航空器前部电子舱1内的MMR和IMU是驾驶舱的主要导航源，MMR输出的导航数据和IMU输出的姿态数据都与AID和FMS单向传输；CMU/ATSU通过卫星/VHF通信单元获取飞机监视、运行指挥、飞机重要组件(即机翼、机身、尾翼、起落装置、动力装置)状态监视和地面业务支援等信息，向AID单向传输近距离上传数据指令、近距离下传数据指令、ATC请求指令、ATC批准指令、SATCOM请求指令、SATCOM广播指令和ACARS+指令，向FMS单向传输近距离上传数据指令、近距离下传数据指令、ATC请 求指令和ATC批准指令；EFB作为领航显示控制单元为驾驶员提供参考，与AID双向传输；AID(如FOMAX或者Teledyne)除了与CMU/ATSU和EFB双向传输数据之外，还负责接收并存储IMU、MMR和北斗位置追踪终端10传输来的定位参数，以及在ACARS无法实现大型数据传输任务时实现ACARS+功能；航空器后部客舱2的北斗位置追踪终端10，除了持续将航空器识别号、位置、速度、时间等参数以短报文的形式发送给地面监控中心12防止航空器失联之外，还通过后部客舱2通信链路与前部电子舱1AID单向传输航空器第二定位参数、第三定位参数以及双向传输ACARS+数据。特别的，后部客舱2传输给前部电子舱1的航空器参数(尤其是位置参数)不向机组显示，也不能作为空中交通管制人员实施空中管制决策的依据。
特殊运行情况(即前部驾驶舱导航设备遭到人为破坏或者设备失灵的情况)下，主要是在MMR和IMU无法提供正常导航定位服务时，前部电子舱1的AID等其他设备工作模式与正常运行情况下相同，但是后部客舱2通过通信链路单向传输给AID的第二定位参数或第三定位参数能够传输给FMS，此时可以临时作为导航源实现北斗三号应急导航功能。此外，目前国产的MMR设备虽然受国际工业标准的制约和适航周期的限制，短期内很难替代现有国外生产的机载MMR设备，但是可以将国产MMR作为备份/应急导航设备安装在航空器前部电子舱1中，与AID交联并在EFB显示结果，为飞行员提供参考的同时积累飞行数据，不断迭代和提升国产MMR的研制水平，也能够作为备份导航设备，在特殊情况下临时作为导航源实现北斗三号应急导航功能。
在航空器后部客舱2安装北斗位置追踪终端10，并在图8所示的天线安装区域安装GNSS天线9(以空客A380飞机为例)，为防止由于航空器倾斜造成天线接收信号质量不佳，可在后部客舱2与机翼之间的安装区域安装一根或者多根卫星通信天线(即GNSS天线9)，并与后部客舱2中的北斗位置终端连接，如果只安装一根天线，则通过射频电缆直接将终端与天线连接；如果安装多根天线，则需要额外的天线控制系统来调整、控制和选择通信天线。本发明通过安装卫星通信天线以保证短报文通信不会出现中断。
本发明利用后部客舱2单向通信实现航空器应急导航：北斗位置追踪终端10输出的位置、速度和时间等参数，既以短报文的形式通过中圆地球轨道(MEO)卫星/地球静止轨道(GEO)卫星转发给地面监控中心12，还通过后部客舱2通信链路单向传输给机载接口设备8存储备用，在正常运行情况下与CMU/ATSU和EFB等设备不进行数据传输，仅在特殊运行情况下作为航空器应急导航。特殊情况是指前部驾驶舱导航设备遭到人为破坏或者设备失灵，不能正常向飞行管理系统4提供所需的导航信息。
在民航客机等航空器上搭载具有北斗三号短报文通信功能的北斗位置追踪终端10，对北斗位置追踪终端10的定位模块和通信模块进行升级，对定位模式、通信模式、短报文转发策略、电文编排格式、前后舱通信机制和导航通信系统架构进行优化设计，提高导航定位精度、数据传输频度和通信业务范围，细化航空器机载通信机制和应急导航通信架构，保证航空器在通信中断、自然灾害和突发事件等特殊条件下仍能提供可靠的监视追踪和应急导航通信服务，保障航空器和人民生命财产的安全。
GNSS天线接收多星座多频点信号：《仅用作航空器追踪的北斗卫星导航系统(BDS)机载设备》标准规定，仅实现对航空器追踪功能的BDS机载设备定位单元应能够接收B1I北斗公开服务信号，提供基于BDCS坐标系下的航空器识别号、位置信息(经纬度及高度)、对地速度信息，以及基于协调世界时(UTC)的时间信息。北斗三号全球卫星导航系统已完成全球组网，用作航空器追踪的定位模块除了能够接收北斗B1I信号之外，还应该具备接收其他星座信号和北斗新体制信号，以及自动选择定位模式的能力，因此。针对仅利用B1I信号进行单点定位的精度和可靠性较低的问题，本发明需要对仅能使用B1I信号进行航空器定位的定位模块进行升级，更换高性能板卡后利用多频点导航定位信号实现定位。
本发明对北斗位置追踪终端10中的定位模块进行了升级，实现多频多星座定位，将终端更换高性能的接收机板卡，使终端定位模块能够实时接收并处理GNSS天线9发送的多个导航星座多频点信号，包含但不限于图1给出的星座和信号。以接收北斗卫星导航系统BDS中B1、B2和B3三个频段的导航信号为例，利用B1I、B2I和B3I频点信号能够进行标准单点定位和双频无电离 层定位，利用B1C和B2a频点信号能够进行星基增强定位，利用B2b频点信号能够进行精密单点定位，格洛纳斯卫星导航系统GLONASS、美国的全球定位系统GPS、欧洲的伽利略卫星定位系统Galileo的导航星座的信号频点与定位模式和北斗基本一致，在此不再逐一论述。
定位模式自动选择：在标准单点定位模式的基础上，增加双频无电离层定位模式、星基增强定位模式和精密单点定位模式；针对增加服务信号会带来占用终端信道多、定位模式选择复杂程度高和定位算法设计难度大的问题，本发明在定位模块能够接收并处理多星座多频点信号的基础上，按照图2给出的定位模式自动选择流程，根据服务区域和信号可用性建立了定位模式自动选择方法选择精度更高的定位模式，以使定位模块使用该方法自动在不同服务区域内优先使用精度更高的定位模式，从而保证升级后北斗位置追踪终端10的高精度和高可靠性。
如图2所示，假设至少存在一个可用频点信号，定位模式自动选择方法的具体步骤如下：
步骤S1：定位模块首先使用各星座中单频点信号(如B1I)进行标准单点定位，获得标准单点定位结果。
步骤S2：根据标准单点定位结果判断航空器所处区域是否处于精密单点定位服务区域内；如果航空器处于精密单点定位服务区域内，则判断是否存在精密单点定位信号(如B2b)；如果存在精密单点定位信号可用，则选择精密单点定位模式进行定位，并将精密单点定位结果输出作为最终定位位置；如果不存在精密单点定位信号可用，则执行“步骤S3”；如果航空器处于精密单点定位服务区域外，则执行“步骤S3”。
步骤S3：判断航空器所处区域是否处于星基增强服务区域内；如果航空器处于星基增强服务区域内，则判断是否存在星基增强服务信号(如B1C和B2a)可用；如果存在星基增强信号可用，则选择星基增强定位模式进行定位，并将星基增强定位结果输出作为最终定位位置；如果不存在星基增强信号可用，则执行“步骤S4”；如果航空器处于星基增强服务区域外，则执行“步骤S4”。
步骤S4：判断是否存在双频信号(如B1I和B3I)可用，如果存在双频信号可用，则选择双频无电离层定位模式进行定位，并将双频无电离层定位结果输出作为最终定位位置；如果不存在双频信号可用，则选择标准单点定位模式，并将标准单点定位结果输出作为最终定位位置。
建立航空器前后舱通信链路：位于航空器前部电子舱1的AID、电子飞行包11和通信管理单元/空中交通服务单元7等设备，以及后部客舱2的北斗位置追踪终端10等设备，除了能够利用单独通信链路分别完成前部电子舱1数据和后部客舱2数据的传输工作，还应该具备后部客舱2单向通信和双向通信的能力。针对航空器机载通信系统缺乏后部客舱2通信机制的问题，本发明需要建立前部电子舱1和后部客舱2之间的通信链路，既能满足正常运行情况下的航空器识别号、位置和速度等参数的存储和事后评估需求，也能满足紧急情况下前部电子舱1使用存储的位置信息作为导航参考需求，还能辅助通信寻址与报告系统(ACARS)加速航空器与地面双向传输机载娱乐系统数据库、导航数据库和大量话音图像等数据，保障航空器数据和后部客舱2宽带高速可靠传输、增加航空器导航数据来源、提升旅客乘机体验。
如图3所示，本发明既建立了单向通信传输航空器参数，又建立了双向通信传输大型业务数据；航空器参数包括航空器识别号、位置、速度和时间等参数，大型业务数据包括大量民航用户信息、文字、图片、图像和话音等内容。具体地，本发明利用电缆或光纤建立前部电子舱1中机载接口设备8与后部客舱2中北斗位置追踪终端10之间的有线通信链路，以实现单向数据传输航空器参数；或者利用空间电磁波建立前部电子舱1中AID与后部客舱2中北斗位置追踪终端10之间的无线通信链路，以实现双向数据传输大型业务数据。
北斗位置追踪终端10保证短报文通信功能正常运行，即输出的航空器参数以短报文的形式通过MEO/GEO卫星转发给地面监控中心12的前提下，北斗位置追踪终端10还通过通信链路将航空器参数单向传输给前部电子舱1中AID存储备用。正常情况下航空器参数不向机组显示，也不能作为空中交通管制人员实施空中管制决策的依据，仅在特殊情况下(即前部电子舱1的导航设备遭到人为破坏或者设备失灵，不能正常向飞行管理系统4提供所需的导航信 息时)临时作为导航源由AID传输给电子飞行包11EFB向机组人员显示定位结果、传输给CMU/ATSU作为飞行管理系统4(FMS)决策依据。
北斗位置追踪终端10在保证基本通信导航功能的前提下，当需要传输大量文字、图片、图像和话音等内容，或者需要支持导航数据库、障碍物数据和娱乐系统数据更新等大数据传输时，前部电子舱1的通信管理单元/空中交通服务单元7可以通过机载接口设备8与后部客舱2的北斗位置追踪模块进行双向通信，再利用后部客舱2中的GNSS天线9与地面监控中心12的地空数据链完成上述信息和数据的双向传输，实现ACARS+功能。
升级北斗三号卫星载荷和北斗位置追踪终端通信模块
目前北斗RSMC服务通过北斗三号标称空间星座中3颗GEO卫星的L频段和S频段信号提供，可以向中国及周边地区(东经75度到135度，北纬10度到55度的区域)地球表面及其向空中扩展1000千米高度的近地区域的用户提供RSMC服务。北斗GSMC服务利用14颗MEO卫星的L频段和B2b信号向全球用户提供报文通信服务。北斗国际搜救(SAR)服务由北斗三号标称空间星座中均匀分布在3个轨道面的6颗搭载有搜救载荷的MEO卫星提供，返向链路由北斗三号标称空间星座中24颗MEO卫星和3颗IGSO卫星提供，利用星间链路向全球范围地球表面及其向空中扩展50千米高度的近地区域内的所有用户提供SAR服务。由此可以看出，北斗三号空间星座利用率还未达到最大化。
按照图4所示的北斗三号卫星17的载荷组成示意图，针对只安装了北斗区域短报文载荷及天线的北斗GEO卫星，加装北斗全球短报文载荷及天线、国际搜救载荷及天线和铱星载荷及天线；针对只安装了北斗全球短报文载荷及天线的MEO卫星，加装北斗区域短报文载荷及天线、国际搜救载荷及天线和铱星载荷及天线；针对只安装了北斗国际搜救载荷及天线的IGSO卫星和MEO卫星，加装北斗区域短报文载荷及天线、北斗全球短报文载荷及天线和铱星载荷及天线。相应地，为了匹配与融合卫星载荷与终端通信模式，针对只安装了区域短报文通信模块的北斗位置追踪终端10，加装全球短报文通信模块、国际搜救模块和铱星通信模块；针对只安装了全球短报文通信模块的北斗位置追 踪终端10，加装区域短报文通信模块、国际搜救模块和铱星通信模块。当通信频率和带宽相同时，可以优选使用同一卫星通信天线。
北斗位置追踪终端10完成通信模块加装之后，按照图5所示的自动切换通信方法在北斗区域短报文、全球短报文、国际搜救和铱星通信之间自动切换通信模式。假设所有通信模块皆可用，则自动切换通信方法的步骤如下：
步骤S5：判断当前通信工作模块是否为国际搜救模块工作；如果当前通信工作模块为国际搜救模块工作，则关闭区域短报文通信模块、全球短报文通信模块和铱星通信模块，继续且仅使用国际搜救模块进行卫星通信；如果当前通信工作模块不为国际搜救模块工作，则执行步骤S6。
步骤S6：根据最终定位位置或初始位置判断航空器所处区域是否处于北斗区域短报文服务区域内；如果在北斗区域短报文服务区域内，则执行步骤S7；如果在北斗区域短报文服务区域外，则执行步骤S8。
步骤S7：判断当前通信工作模块是否为北斗区域短报文通信模块工作；如果当前通信工作模块为北斗区域短报文通信模块工作，则关闭国际搜救模块、全球短报文通信模块和铱星通信模块，继续且仅使用北斗区域短报文模块进行卫星通信；如果当前通信工作模块不为北斗区域短报文通信模块工作，则使用全球短报文通信模块进行卫星通信。
步骤S8：判断当前通信工作模块是否为铱星通信模块工作；如果当前通信工作模块为铱星通信模块工作，则关闭国际搜救模块、全球短报文通信模块和区域短报文通信模块，继续且仅使用铱星通信模块进行卫星通信；如果当前通信工作模块不为铱星通信模块工作，则使用全球短报文通信模块进行卫星通信。
多颗北斗卫星同步转发通信数据
对待传输数据进行分包获得多个数据子包，每个数据子包包括：“会话ID”、“分包标识”、“分包数量”、“分包ID”、“分包卫星PRN号”和“分包信息”等信息。对于多颗转发卫星、多个数据分包，按照图7所示的数据队列示意图，卫星1～n先同步转发分包1～n，再同步转发分包n+1～2n，直到所有分包都传输完毕。
对于北斗区域短报文通信服务，在中国及周边地区一般可以同时观测2颗到3颗GEO卫星，以平均分配分包数量的方式，终端内区域短报文通信模块分配空闲信道向所有可视GEO卫星传输具有不同“分包ID”的报文数据，如果分包数量超过可视GEO卫星数量，则将剩余分包加入对应GEO卫星的待传输队列中，上一个分包传输结束后依次传输剩余分包；如果分包内容包含取消传输指令，短报文通信模块清空所有信道待传输队列，否则将继续传输直至所有数据都传输完毕。北斗区域短报文返向通信仍然以平均分配和加入队列的方式，选择正向通信分包中“转发卫星PRN号”对应的GEO卫星传输所有回传数据，尽量保证正向通信和返向通信使用相同的北斗卫星转发区域短报文数据。
对于北斗全球短报文通信服务和国际搜救服务，在全球范围内一般可以同时观测到多颗北斗IGSO卫星和MEO卫星，终端内全球短报文通信模块和国际搜救模块首先根据卫星仰角掩码(可选5°、10°、15°或者更高)选择可视卫星作为数据转发卫星，或者根据自定义的卫星仰角约束(如30°)选择转发卫星，然后再以平均分配和加入队列的方式传输所有数据，通过北斗Ka星间链路与境内地面监控中心12通信。北斗全球短报文返向通信通过北斗Ka星间链路将分包后的回传数据(分包数量不变)，同样以平均分配和加入队列的方式传输给正向通信分包中“转发卫星PRN号”对应的MEO卫星，再由MEO卫星完成向全球短报文模块回传数据的工作；国际搜救返向通信通过正向通信分包中“转发卫星PRN号”对应的IGSO和MEO卫星回传数据。如果北斗三号卫星17载荷和北斗位置追踪终端10通信模块完成加装，则北斗区域短报文、全球短报文和国际搜救服务，甚至是铱星通信服务的正向和返向通信都可以采用上述策略选择多颗卫星同步转发通信数据，提高数据传输效率。
B2b信号电文参数及编排格式设计
短报文单包数据的电文编排格式因播发信号(区域短报文用户上行信号采用L波段、用户下行信号采用S波段，全球短报文用户上行信号采用L波段、用户下行信号采用B2b信号，国际搜救用户上行信号采用特高频、载荷下行信号采用L频段、反向链路/用户下行信号采用B2b信号)而异，但整体结构形式和内容大同小异，这里以B2b下行信号为例，给出电文参数和编排格式 设计结果。
北斗全球短报文服务和国际搜救服务的用户下行信号，由北斗三号IGSO和MEO卫星B2b信号播发，返向通信数据使用B2b接口文件定义的B-CNAV3格式导航电文承载，每帧电文长度为1000符号位，符号速率为1000sps，播发周期为1秒。每帧电文在纠错编码前的长度为486比特，包括信息类型(6比特)、周内秒(20比特)、电文数据(436比特)、循环冗余校验位(24比特)。信息类型、周内秒、电文数据均参与循环冗余校验计算。采用64进制LDPC(162,81)编码后，长度为972符号位。
定义B-CNAV3格式电文中的有效信息类型为50(也可以定为其他值)，专门用于北斗全球短报文返向通信，编排格式如图6所示。436比特的电文数据参数及比特数量为：会话ID(19比特，发送端和接收端确认传输后生成的唯一标识符)、分包标识(1比特，0表示未分包传输，1表示分包传输)、分包数量(2比特，暂时只考虑最多使用4颗卫星传输报文信息)、分包卫星PRN号(32比特，每颗卫星分配8比特以支持多星座卫星)，分包信息(382比特，自定义传输包括汉字、数字、英文和字符等内容的短报文信息)。专门用于北斗区域短报文返向通信和国际搜救服务返向通信的电文参数及编排格式，都可以借鉴上述设计思路。
如图9所示，本发明公开一种北斗短报文的应急导航通信系统，系统包括实施例1中的航空器、北斗三号卫星17和地面监控中心12；航空器的通信模块将第二定位参数通过北斗三号卫星17分包同步转发至地面监控中心12。
作为一种可选的实施方式，本发明地面监控中心12包括：指挥机天线13、指挥机14、地面监控终端15和VHF地面端；指挥机天线13通过指挥机14与地面监控终端15连接，VHF地面端与卫星/甚高频通信单元6连接。VHF地面站16用于收发ATC请求指令、ATC批准指令、AOC和近距离上传数据指令，对航空器进行空中交通管控。指挥机天线13接收北斗三号卫星17转发的短报文形式的第二定位参数、第三定位参数和ACARS+数据传输指令，并将上述参数通过指挥机14发送至地面监控终端15，地面监控终端15依次通过指挥机14和指挥天线以及北斗三号卫星17转发短报文形式的ACARS+数 据，完成航空器与地面监控中心12之间的大型数据传输。
作为一种可选的实施方式，本发明北斗三号卫星17内的各个卫星均加装区域短报文载荷及天线、全球短报文载荷及天线和国际搜救载荷及天线，具体详见图4所示。
综上，本发明公开了以下技术点：
1、北斗位置追踪终端中的定位模块升级
本发明北斗位置追踪终端10中的接收机板卡用于承载定位模块的程序，将只能处理北斗卫星信号的定位模块进行，升级为能同时捕获和跟踪所有导航星座的定位模块；同时将只支持L1频段信号的卫星导航天线，更换为能同时在L1、L2和L5频段工作的全频点卫星导航天线(即GNSS天线9)；使升级后的定位模块能够同时接收并处理北斗(B1、B2和B3)、GPS(L1、L2和L5)、GLONASS(L1和L2)和Galileo(E1和E5)多星座多频点信号，具备标准单点定位、双频无电离层定位、星基增强定位和精密单点定位等多种定位模式。
2、北斗位置追踪终端中的定位模式自动选择方法
本发明根据北斗位置追踪终端10中定位模块输出的标准单点定位结果判断航空器所处区域，结合信号可用性建立定位模块的定位模式优先选择顺序，按照精密单点定位、双频无电离层定位、星基增强定位和标准单点定位的顺序，在提供精密单点定位服务的区域优先选择精密单点定位模式，在提供星基增强服务的区域优先选择星基增强定位模式，在其他区域(即精密单点定位服务区域和提供星基增强服务区域以外的区域)以及精密单点定位信号和星基增强服务信号不可用的情况下，优先选择双频无电离层定位模式，在上述精密单点定位信号、星基增强定位信号和双频无电离层定位信号都不可用的情况下选择标准单点定位模式。本实施例中，精密单点定位服务区域官方定义为中国及周边地区(东经75度到135度，北纬10度到55度的区域)地球表面及其向空中扩展1000千米高度的近地区域；星基增强服务区域是指地球上能收到PRN为130、143和144这三颗GEO卫星B1C和B2a信号的区域。
3、利用前后舱单向通信实现航空器应急导航
通讯模块将定位模块输出的第二定位参数以及GNSS天线9采集的第三定位参数以短报文的形式通过北斗三号卫星17中的中圆地球轨道(MEO)卫星/地球静止轨道(GEO)卫星转发给地面监控中心12，还通过前后舱通信链路单向传输给机载接口设备8存储备用，在正常运行情况下与CMU/ATSU和EFB等设备不进行数据传输，仅在特殊运行情况(即前部驾驶舱导航设备遭到人为破坏或者设备失灵，不能正常向飞行管理系统4提供所需的导航信息)下作为临时导航源提供给前舱设备和机组人员作为参考，实现航空器应急导航。
4、利用前后舱双向通信实现航空器ACARS+功能
在ACARS无法传输大量文字、图片、图像和话音等民航用户急需信息内容的情况下，特别是无法支持当前无线快速存取记录器(QAR)数据传输、EFB系统、导航数据库、障碍物数据和娱乐系统数据更新等大数据应用的安全业务场景时，航空器前舱的CMU/ATSU可以通过AID和前后舱通信链路完成上述数据内容在航空器和地面之间的双向传输，提升安全业务关键信息的传输频率，实现ACARS+功能。
5、北斗三号卫星载荷和北斗位置追踪终端通信模块加装方案
为提高北斗三号空间星座利用率，在除了已安装有北斗短报文载荷的北斗三号卫星17上加装国际搜救载荷，在除了已安装国际搜救载荷的北斗三号卫星17上加装北斗短报文载荷。相应地，北斗位置追踪终端10除了安装必备的短报文通信模块及天线之外，为了提供国际搜救服务和铱星通信服务，还需要加装国际搜救模块及天线和铱星通信模块及天线，实现卫星通信载荷与终端通信模式之间的匹配与融合。
6、北斗位置追踪终端通信模式切换方法
同时具备短报文通信模块、国际搜救模块与铱星通信模块的北斗位置追踪终端10，需要根据终端内定位模块输出的航空器位置信息，以及终端内短报文通信模块、国际搜救模块和铱星通信模块的工作状态，以北斗区域短报文服务区域为界限建立通信模式的自动切换方法。定义在北斗区域短报文服务区域之外各模块通信优先级依次为国际搜救模块、铱星通信模块、北斗全球短报文通信模块，定义在北斗区域短报文服务区域之内各模块通信优先级依次为国际搜救模块、北斗区域短报文通信模块、铱星通信模块。以工作模块切换的方法 选择通信模式，能够在保证通信服务质量的同时，有效减轻不同通信服务之间的频率干扰问题。
7、根据可视卫星数量和卫星仰角选择北斗短报文通信卫星
在中国及周边地区，北斗位置追踪终端10短报文通信模块使用所有满足仰角掩码要求的GEO卫星完成北斗区域短报文通信数据转发；在全球范围内，北斗位置追踪终端10短报文通信模块使用仰角最大的n颗MEO卫星(假设满足仰角掩码要求的卫星数量为k，则n≤k)完成北斗全球短报文通信数据转发。北斗返向通信卫星优先使用相同卫星完成地面监控中心12返向数据转发。国际搜救服务也可以使用这种方法选择转发用户上行信号及载荷下行信号的MEO卫星，以及转发返向链路信号或用户下行信号的MEO卫星和倾斜地球同步轨道(IGSO)卫星，甚至适用于卫星加装通信载荷、终端加装通信模块后的通信卫星选择。
8、使用多颗北斗卫星同步传输通信数据的转发策略
当通信模块与地面监控中心12单次传输数据超过单次报文最大长度时，必须将待传输数据拆分成若干个数据子包，可以使用多颗北斗卫星(MEO、IGSO和GEO)同步传输通信数据的转发策略。将数据子包按照可用卫星平均分配传输任务，再将待传输给每颗卫星的数据加入到队列缓冲区，在单颗卫星串行转发的基础上实现多颗卫星同步转发，减少数据传输和服务响应时间，实现更高频度的单向位置报告和双向业务传输。
9、北斗全球短报文和国际搜救返向通信B2b下行信号电文参数及编排格式设计方案
本发明设计了一种基于B-CNAV3格式导航电文的短报文电文参数定义和格式编排方案，对每个子数据包电文在纠错编码前的486比特数据进行了参数定义及比特数量划分。北斗区域短报文上行信号及下行信号、北斗全球短报文上行信号、国际搜救用户上行信号及载荷下行信号，均可采用这种方案设计电文。
10、使用前后舱通信链路和北斗短报文功能的航空器
在航空器上安装北斗位置追踪终端10并建立前后舱通信链路之后，利用 终端的定位功能和短报文功能，以及通信链路的单向和双向通信方式，将后舱终端传输给前舱存储的航空器位置等信息和前舱的国产多模式接收机(MMR)输出结果，通过AID显示在EFB设备上作为航空器备用导航源，为飞行机组提供北斗三号应急导航通信参考。
本发明公开的技术方案具有以下优点：
1、本发明给出了北斗位置追踪终端10定位模块和通信模块升级方案：定位模块升级方案能够利用多个频点导航信号对航空器进行实时定位，摆脱仅能使用B1I信号追踪航空器的限制，大幅度提升北斗位置追踪终端10的定位精度和可靠性；通信模块升级方案能够在保证国际搜救服务优先程度最高的情况下，根据是否处于北斗区域短报文通信服务区域优先选择工作通信模块，减轻甚至避免不同通信服务之间的频率干扰问题；源于技术点1，2，5和6。
2、本发明给出了北斗短报文通信服务电文编排方案和数据转发策略：设计全球短报文服务北斗B2b用户下行信号播发的B-CNAV3格式导航电文的有效信息类型(50)和电文数据(会话参数及比特数)，为北斗区域短报文和全球短报文通信服务用户ICD文件的制定和更新提供参考；设计基于可视卫星仰角的短报文分包数据多星同步转发策略，减少传输时间和服务响应时延，提高使用频度和数据传输效率；源于技术点7，8和9。
3、本发明给出了航空器前后部客舱2通信链路设计方案和机载应急导航通信系统架构：建立前部电子舱中机载接口设备8与后部客舱2中北斗位置追踪终端10之间的通信链路，通过该通信链路实现正常情况下的航空器参数和大型数据传输、紧急情况下的应急导航功能；建立基于北斗短报文通信服务的机载应急导航通信系统架构，加快北斗航空器追踪标准制定和设备研制以及民航ACARS+业务落地进程；源于技术点3，4和10。
4、在民航客机等航空器上搭载具有北斗三号短报文通信功能的北斗位置追踪终端10，对北斗位置追踪终端10的定位模块和通信模块进行升级，对定位模式、通信模式、短报文转发策略、电文编排格式、后部客舱2通信机制和导航通信系统架构进行优化设计，提高导航定位精度、数据传输频度和通信业务范围，细化航空器机载通信机制和应急导航通信架构，保证航空器在通信中断、自然灾害和突发事件等特殊条件下仍能提供可靠的监视追踪和应急导航通 信服务，保障航空器和人民生命财产的安全。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。

Claims (10)

  1. 一种基于北斗短报文的航空器，其特征在于，所述航空器包括：
    前部电子舱和后部客舱；
    所述前部电子舱内包括：机载接口设备、惯性测量单元、飞行管理系统、电子飞行包、多模接收机和通信管理单元/空中交通服务单元；
    所述惯性测量单元分别与所述机载接口设备和飞行管理系统连接，所述飞行管理系统分别与所述多模接收机和所述通信管理单元/空中交通服务单元连接，所述通信管理单元/空中交通服务单元、所述多模接收机和所述电子飞行包均与所述机载接口设备连接；
    所述后部客舱包括：北斗位置追踪终端和GNSS天线；所述北斗位置追踪终端包括定位模块和通信模块；所述定位模块分别与所述机载接口设备和所述GNSS天线连接；所述通信模块分别与所述定位模块和所述GNSS天线连接；
    所述GNSS天线用于接收多星座多频点信号；
    所述定位模块用于接收多星座多频点信号，基于所述多星座多频点信号，采用定位模式自动选择方法确定航空器的最终位置，并将第二定位参数发送至所述机载接口设备进行存储；所述第二定位参数包括：航空器的最终定位位置、时间和速度。
    惯性测量单元，用于测量航空器的IMU姿态数据，并将所述IMU姿态数据传输给所述飞行管理系统和所述机载接口设备；
    多模接收机，用于计算航空器的MMR导航数据，并将所述MMR导航数据传输给所述飞行管理系统和所述机载接口设备；
    所述机载接口设备还用于存储所述第一定位参数；所述第一定位参数包括IMU姿态数据和MMR导航数据；
    当正常情况时，则所述机载接口设备将所述第一定位参数发送至所述电子飞行包进行显示；所述飞行管理系统根据所述第一定位参数制定最佳飞行计划并实现飞行任务的自动控制；
    当特殊情况时，则所述机载接口设备将所述第二定位参数发送至所述电子 飞行包进行显示；所述机载接口设备将所述第二定位参数通过所述通信管理单元/空中交通服务单元发送至所述飞行管理系统，以使所述飞行管理系统根据所述第二定位参数制定最佳飞行计划并实现飞行任务的自动控制；所述特殊情况为多模接收机和/或惯性测量单元无法工作时；
    所述通信模块用于接收所述定位模块发送的所述第二定位参数，并以短报文的形式转发至GNSS天线，以使所述GNSS天线通过北斗三号卫星发送至地面监控中心。
  2. 根据权利要求1所述的基于北斗短报文的航空器，其特征在于，所述通信管理单元/空中交通服务单元用于生成ACARS+指令，并将所述ACARS+指令依次通过所述机载接口设备、所述通信模块、所述GNSS天线和北斗三号卫星发送至所述地面监控中心；当所述地面监控中心接收到所述ACARS+指令时，则将ACARS+数据依次通过北斗三号卫星、所述GNSS天线和所述通信模块发送至所述机载接口设备进行存储；所述ACARS+指令为机组向地面请求上传大型数据指令；所述ACARS+数据为大于设定数据量的数据。
  3. 根据权利要求1所述的基于北斗短报文的航空器，其特征在于，所述前部电子舱内还包括：卫星/甚高频通信单元，分别与地面监控中心和通信管理单元/空中交通服务单元连接；
    所述卫星/甚高频通信单元用于接收下传指令和上传指令；所述下传指令是由所述通信管理单元/空中交通服务单元生成的；所述下传指令包括：空中交通管制ATC请求指令、近距离下传数据指令和卫星通信SATCOM请求指令；所述ATC请求指令为机组向地面请求放行的指令；所述近距离下传数据指令为近距离机组向地面发布下传数据的指令；所述SATCOM请求指令为远距离机组向地面请求数据的指令；
    所述上传指令是由所述地面监控中心生成的；所述上传指令包括：空中交通管制ATC批准指令、近距离上传数据指令和卫星通信SATCOM广播指令；所述ATC批准指令为地面向机组批准放行的指令；所述近距离上传数据指令为近距离地面向机组发布上传数据的指令的指令；所述SATCOM广播指令为远距离地面向机组广播数据的指令；
    所述卫星/甚高频通信单元将所述下传指令发送至所述地面监控中心，将所述上传指令发送至所述通信管理单元/空中交通服务单元；所述通信管理单元/空中交通服务单元将ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令发送至所述飞行管理系统，以使所述飞行管理系统根据第一定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第二定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；或根据第三定位参数、ATC请求指令、ATC批准指令、近距离下传数据指令和近距离上传数据指令制定最佳飞行计划并实现飞行任务的自动控制；
    所述通信管理单元/空中交通服务单元将所述上传指令和所述下传指令发送至所述机载接口设备进行保存。
  4. 根据权利要求1所述的基于北斗短报文的航空器，其特征在于，所述采用定位模式自动选择方法确定航空器的最终位置，具体步骤包括：
    步骤S1：首先使用各星座中单频点信号进行标准单点定位，获得标准单点定位结果；
    步骤S2：根据所述标准单点定位结果判断航空器所处区域是否处于精密单点定位服务区域内；如果航空器处于精密单点定位服务区域内，则判断是否存在精密单点定位信号可用；如果存在精密单点定位信号可用，则选择精密单点定位模式进行定位，并将精密单点定位结果输出作为最终定位位置；如果不存在精密单点定位信号可用，则执行“步骤S3”；如果航空器处于精密单点定位服务区域外，则执行“步骤S3”；
    步骤S3：判断航空器所处区域是否处于星基增强服务区域内；如果航空器处于星基增强服务区域内，则判断是否存在星基增强服务信号可用；如果存在星基增强信号可用，则选择星基增强定位模式进行定位，并将星基增强定位结果输出作为最终定位位置；如果不存在星基增强信号可用，则执行“步骤S4”；如果航空器处于星基增强服务区域外，则执行“步骤S4”；
    步骤S4：判断是否存在双频信号可用，如果存在双频信号可用，则选择 双频无电离层定位模式进行定位，并将双频无电离层定位结果输出作为最终定位位置；如果不存在双频信号可用，则选择标准单点定位模式，并将标准单点定位结果输出作为最终定位位置。
  5. 根据权利要求2所述的基于北斗短报文的航空器，其特征在于，所述通信模块包括国际搜救模块、全球短报文通信模块、铱星通信模块和北斗区域短报文模块，所述通信模块采用自动切换通信方法进行卫星通信，所述自动切换通信方法的步骤具体包括：
    步骤S5：判断当前通信工作模块是否为国际搜救模块工作；如果当前通信工作模块为国际搜救模块工作，则关闭区域短报文通信模块、全球短报文通信模块和铱星通信模块，继续且仅使用国际搜救模块进行卫星通信；如果当前通信工作模块不为国际搜救模块工作，则执行步骤S6；
    步骤S6：根据所述最终定位位置判断航空器所处区域是否处于北斗区域短报文服务区域内；如果在北斗区域短报文服务区域内，则执行步骤S7；如果在北斗区域短报文服务区域外，则执行步骤S8；
    步骤S7：判断当前通信工作模块是否为北斗区域短报文通信模块工作；如果当前通信工作模块为北斗区域短报文通信模块工作，则关闭国际搜救模块、全球短报文通信模块和铱星通信模块，继续且仅使用北斗区域短报文模块进行卫星通信；如果当前通信工作模块不为北斗区域短报文通信模块工作，则使用全球短报文通信模块进行卫星通信；
    步骤S8：判断当前通信工作模块是否为铱星通信模块工作；如果当前通信工作模块为铱星通信模块工作，则关闭国际搜救模块、全球短报文通信模块和区域短报文通信模块，继续且仅使用铱星通信模块进行卫星通信；如果当前通信工作模块不为铱星通信模块工作，则使用全球短报文通信模块进行卫星通信。
  6. 根据权利要求2所述的基于北斗短报文的航空器，其特征在于，所述通信模块采用分包同步转发的方式向北斗三号卫星发送数据。
  7. 根据权利要求6所述的基于北斗短报文的航空器，其特征在于，分包后获得的数据子包包括：会话ID、分包标识、分包数量、分包ID、分包卫星 PRN号和分包信息。
  8. 一种北斗短报文的应急导航通信系统，其特征在于，所述系统包括权利要求1-7任一项所述的航空器、北斗三号卫星和地面监控中心；
    所述航空器的通信模块将第二定位参数通过所述北斗三号卫星分包同步转发至地面监控中心。
  9. 根据权利要求8所述的北斗短报文的应急导航通信系统，其特征在于，所述北斗三号卫星内的各个卫星均加装区域短报文载荷及天线、全球短报文载荷及天线和国际搜救载荷及天线。
  10. 根据权利要求8所述的北斗短报文的应急导航通信系统，其特征在于，所述地面监控中心包括：指挥机天线、指挥机、地面监控终端和VHF地面端；所述指挥机天线通过所述指挥机与所述地面监控终端连接，所述VHF地面端与所述卫星/甚高频通信单元连接。
PCT/CN2022/082759 2022-01-11 2022-03-24 一种基于北斗短报文的航空器及应急导航通信系统 WO2023134018A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210025455.3A CN114827952A (zh) 2022-01-11 2022-01-11 一种基于北斗短报文的航空器及应急导航通信系统
CN202210025455.3 2022-01-11

Publications (1)

Publication Number Publication Date
WO2023134018A1 true WO2023134018A1 (zh) 2023-07-20

Family

ID=82527946

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/082759 WO2023134018A1 (zh) 2022-01-11 2022-03-24 一种基于北斗短报文的航空器及应急导航通信系统

Country Status (2)

Country Link
CN (1) CN114827952A (zh)
WO (1) WO2023134018A1 (zh)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116718195A (zh) * 2023-08-03 2023-09-08 中国科学院空天信息创新研究院 基于双频定位的飞行导航方法、装置、设备和存储介质
CN118112624A (zh) * 2024-04-25 2024-05-31 江西省军民融合研究院 一种基于北斗定位的无人机位置通信方法及系统
CN118509812A (zh) * 2024-05-22 2024-08-16 北京青木凌云科技有限公司 一种基于北斗短报文技术多模态消息互通的方法及系统
CN118555003A (zh) * 2024-07-30 2024-08-27 杭州工信光电子有限公司 北斗短报文应急广播系统

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115173931A (zh) * 2022-08-05 2022-10-11 西华大学 星基vhf系统及其通信方法
CN115278545B (zh) * 2022-09-29 2022-12-20 北京瀚科智翔科技发展有限公司 一种短报文集中发送系统及发送方法
CN116056041B (zh) * 2023-03-31 2023-06-09 成都航空职业技术学院 一种基于多卡复用的无人机通信保障方法、系统和设备

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202758500U (zh) * 2012-03-28 2013-02-27 上海埃威航空电子有限公司 带北斗功能的ads-b机载设备
CN103714719A (zh) * 2014-01-16 2014-04-09 天津天航创力科技有限公司 基于北斗卫星导航的通航飞行导航系统
US10209076B1 (en) * 2017-03-29 2019-02-19 Rockwell Collins, Inc. Air data, attitude and heading reference system (ADAHRS) replacement architecture
CN109444926A (zh) * 2018-11-22 2019-03-08 中国民用航空飞行学院 一种基于北斗地基增强技术的ads-b监测系统及方法
CN110418289A (zh) * 2019-07-24 2019-11-05 中国商用飞机有限责任公司北京民用飞机技术研究中心 一种北斗机载定位终端、飞机定位和自动告警系统及飞机
CN214540529U (zh) * 2021-03-03 2021-10-29 北京捷联浩迪科技有限公司 航空器飞行姿态及位置监视系统

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3030058B1 (fr) * 2014-12-11 2016-12-09 Airbus Helicopters Dispositif redondant de capteurs de pilotage pour aeronef a voiture tournante
CN105607081B (zh) * 2016-03-02 2017-12-01 北京盈想东方科技股份有限公司 空管应急救援北斗通信导航一体化系统
CN109150288B (zh) * 2018-08-28 2021-09-28 西南科技大学 一种基于acars和macs的航空通信系统
CN110455285A (zh) * 2019-07-22 2019-11-15 深圳联合飞机科技有限公司 一种在卫星导航信号失效时的无人机导航方法及导航装置
IT201900025399A1 (it) * 2019-12-23 2021-06-23 St Microelectronics Srl Procedimento per provvedere informazione di navigazione, corrispondente sistema e prodotto informatico
CN212391616U (zh) * 2020-04-08 2021-01-22 深圳华大北斗科技有限公司 多频定位终端
CN111505694A (zh) * 2020-05-07 2020-08-07 中航机载系统共性技术有限公司 一种面向机载的bds-3三天线阵多频点测姿方法
CN112904383B (zh) * 2021-01-19 2022-04-08 上海交通大学 单频多频gnss接收机跟踪环路自适应切换方法
CN113447965A (zh) * 2021-06-01 2021-09-28 中国人民解放军63921部队 基于北斗三号gsmc/rsmc的航天器应急测控装置和方法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202758500U (zh) * 2012-03-28 2013-02-27 上海埃威航空电子有限公司 带北斗功能的ads-b机载设备
CN103714719A (zh) * 2014-01-16 2014-04-09 天津天航创力科技有限公司 基于北斗卫星导航的通航飞行导航系统
US10209076B1 (en) * 2017-03-29 2019-02-19 Rockwell Collins, Inc. Air data, attitude and heading reference system (ADAHRS) replacement architecture
CN109444926A (zh) * 2018-11-22 2019-03-08 中国民用航空飞行学院 一种基于北斗地基增强技术的ads-b监测系统及方法
CN110418289A (zh) * 2019-07-24 2019-11-05 中国商用飞机有限责任公司北京民用飞机技术研究中心 一种北斗机载定位终端、飞机定位和自动告警系统及飞机
CN214540529U (zh) * 2021-03-03 2021-10-29 北京捷联浩迪科技有限公司 航空器飞行姿态及位置监视系统

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116718195A (zh) * 2023-08-03 2023-09-08 中国科学院空天信息创新研究院 基于双频定位的飞行导航方法、装置、设备和存储介质
CN116718195B (zh) * 2023-08-03 2023-11-14 中国科学院空天信息创新研究院 基于双频定位的飞行导航方法、装置、设备和存储介质
CN118112624A (zh) * 2024-04-25 2024-05-31 江西省军民融合研究院 一种基于北斗定位的无人机位置通信方法及系统
CN118509812A (zh) * 2024-05-22 2024-08-16 北京青木凌云科技有限公司 一种基于北斗短报文技术多模态消息互通的方法及系统
CN118555003A (zh) * 2024-07-30 2024-08-27 杭州工信光电子有限公司 北斗短报文应急广播系统

Also Published As

Publication number Publication date
CN114827952A (zh) 2022-07-29

Similar Documents

Publication Publication Date Title
WO2023134018A1 (zh) 一种基于北斗短报文的航空器及应急导航通信系统
US9819410B1 (en) Super speed satellite system (S4)
US6044323A (en) Satellite based commercial and military intercity and intercontinental air traffic control
RU2471245C2 (ru) Система и способ обеспечения безопасности полетов и/или управления полетами летательных аппаратов
US8195151B2 (en) Method and apparatus for integrating and communicating data link information from an aircraft to a ground station using a portable communications system
CN109993995B (zh) 无人驾驶远程控制协同决策系统
US7035585B2 (en) System and method for interfacing satellite communications with aircraft
Bailey et al. Experimental validation: Subscale aircraft ground facilities and integrated test capability
EP3573036A1 (en) Decoding position information in space-based systems
US20020173305A1 (en) System and method for interfacing satellite communications with aircraft
AU2020256390B2 (en) Decoding position information
Ilčev Global Mobile Satellite Communications Applications
CN116009029A (zh) 一种无人机差分起降引导系统及其控制方法
Franklin et al. The 2009 Mars telecom orbiter mission
Ilčev et al. Airborne satellite CNS systems and networks
Ilčev Global Aeronautical Distress and Safety Systems (GADSS): Theory and Applications
Ilcev et al. Inmarsat GEO GMSC System
Shimamura MSAS (MTSAT satellite-based augmentation system) project status
Ilcev Space positioning and tracking solutions for military applications
Howell et al. The use of a satellite communications system for command and control of the national aeronautics and space administration surrogate unmanned aerial system research aircraft
CN115547117B (zh) 一种亚轨道可重复使用飞行器监视系统
US6597313B2 (en) System for global automatic control of transportation means during normal and extreme situations
Ilčev et al. Ground Communication Segment
JP2000078069A (ja) 無線システム
Spitzer et al. 102.1 Avionics Systems

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22919661

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE