A multi-source assisted ADS-B traffic situation awareness processing method

Abstract

This invention discloses a multi-source assisted ADS-B traffic situation awareness processing method. It utilizes data from airborne inertial systems, airspace traffic data received via TCAS and ADS-B IN, and other data sources as auxiliary data sources for ADS-B situation awareness processing. The method acquires the aircraft's absolute position data for verification and filtering to determine the optimal data source for ADS-B situation calculation. This results in more stable and reliable ADS-B traffic situation information compared to existing equipment that uses only GNSS as the sole aircraft positioning data source. This improves the reliability of backend data applications and contributes to enhancing aircraft operational safety and efficiency.

Description

Technical Field

[0001] This invention belongs to the field of airborne surveillance technology, specifically involving a multi-source assisted ADS-B traffic situational awareness processing method, which helps to improve the reliability of ADS-B-based surveillance and enhance the operational safety of aircraft. Background Technology

[0002] The airborne ADS-B (Automatic Dependent Surveillance-Broadcast) system, as an important system for airborne situational surveillance of aircraft, is one of the core airborne systems of the new generation of traffic management system. It consists of two parts: the transmitting end (ADS-B OUT) and the receiving end (ADS-B IN). The transmitting end uses equipment with ADS-B OUT capability to assemble ADS-B messages containing the absolute spatial position (typically WGS-84 coordinates) of the aircraft (and ground vehicles, etc.) and broadcast them via a data link. The receiving end uses equipment with ADS-B IN capability to receive ADS-B messages within the line-of-sight range of the data link. This allows the aircraft to obtain information such as four-dimensional information about its operation from the relevant messages. Combined with the aircraft's own absolute spatial position obtained through the Global Navigation Satellite System (GNSS) and the heading obtained from the onboard inertial reference system, the absolute position of the relevant aircraft is converted into relative position information relative to the aircraft's own operational information. This allows the aircraft to obtain its operational status relative to the host aircraft, which is then output to downstream functions or systems for application.

[0003] According to the industry standard Minimum Operational Performance Standards (MOPS) for Aircraft Surveillance Applications (ASA) System (RTCADO-317B, June 17, 2014, hereinafter referred to as "DO-317B standard"), the real-time absolute position information of the aircraft used to determine the operational status of surrounding aircraft relative to the aircraft based on ADS-B messages is obtained through an airborne system with Global Navigation Satellite System (GNSS) functionality. However, in practical applications, due to various reasons, GNSS signals in space are unstable, causing deviations or jumps in the acquired absolute position of the aircraft. This leads to errors such as deviations or jumps in the relative operational status of the aircraft based on ADS-B message parsing. If the situation display output through the aircraft's cockpit human-machine interface is misleading to the crew, then the DO-317B standard and existing equipment or systems consider the aircraft's absolute position data used for airspace situation calculation to be invalid, thus causing the ADS-B IN and other airborne functions using this status to malfunction. This reduces the aircraft's ability to perceive airspace situation using ADS-B, which is detrimental to improving airspace operational safety and efficiency. Furthermore, GNSS signal spoofing may cause the aforementioned absolute position data to be unable to be effectively judged as logically invalid. Continuing to use this data to establish an ADS-B traffic situation with the aircraft as a reference will result in unreliable information output, misleading the crew or downstream equipment to make incorrect assessments of the traffic situation in the airspace surrounding the aircraft, thereby affecting operational safety. Summary of the Invention

[0004] The purpose of this invention is to provide a multi-source assisted ADS-B traffic situation awareness processing method to improve the reliability of aircraft traffic situation information based on ADS-B messages and enhance the relative situation awareness capability of aircraft based on ADS-B messages when operating in areas where the reliability of Global Navigation Satellite System (GNSS) signals is reduced.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] A multi-source assisted ADS-B traffic situation perception processing method includes the following steps:

[0007] Step 1: Receive the aircraft's GNSS information, inertial information, TCAS information, and ADS-B information from other aircraft. Determine if valid GNSS information, inertial information, TCAS information, and ADS-B information from other aircraft are available for establishing the surrounding traffic situation relative to the aircraft's ADS-B status. If the aircraft's GNSS information, inertial information, TCAS information, or ADS-B information is invalid, the process terminates immediately. If only the aircraft's GNSS information is valid, proceed directly to Step 3. Otherwise, proceed to Step 2.

[0008] Step 2: Based on the valid inertial information of the aircraft, TCAS information of the transport aircraft, and ADS-B information of the transport aircraft determined in Step 1, calculate and obtain the aircraft position parameters and judgment thresholds of the corresponding data sources based on the onboard inertial system and / or based on the data provided by TCAS and ADS-B IN, in order to detect the validity of the aircraft's GNSS information.

[0009] Step 3: Determine and output the current optimal position parameters from the valid GNSS information of the aircraft, the position parameters of the aircraft calculated based on the onboard inertial system, and the position parameters of the aircraft calculated based on TCAS and ADS-B IN;

[0010] Step four: Based on the unique aircraft position data output in step three, generate the relative situation of the aircraft based on ADS-B information.

[0011] The beneficial effects of this invention are as follows:

[0012] This invention utilizes data from airborne inertial systems and airspace traffic data received via TCAS and ADS-B IN as auxiliary data sources for ADS-B situational awareness processing. It acquires the absolute position data of the aircraft for verification and filtering to determine the optimal data source for ADS-B situational awareness calculation. This results in more stable and reliable ADS-B traffic situational information compared to existing equipment that uses only GNSS as the sole data source for aircraft positioning. This improves the reliability of backend data applications and helps enhance the operational safety and efficiency of aircraft. Attached Figure Description

[0013] Figure 1 This is a flowchart illustrating a multi-source assisted ADS-B traffic situation perception processing method. Detailed Implementation

[0014] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0015] See Figure 1 As shown, a multi-source assisted ADS-B traffic situation perception processing method includes the following steps:

[0016] Step 1: Receive data and determine the availability of data from the airborne inertial system and TCAS: Receive the aircraft's GNSS information, inertial information, TCAS information from other aircraft, and ADS-B information from other aircraft. Based on a predetermined data validity criterion, determine whether the received GNSS information, inertial information, TCAS information, and ADS-B information can be used to establish the effectiveness of the surrounding traffic situation relative to the aircraft's ADS-B: If the valid bits of the aircraft's GNSS information are invalid, and the valid bits of the aircraft's inertial information, TCAS information, and / or ADS-B information are invalid, skip the subsequent steps described below in this embodiment and proceed to the end; if the valid bits of the aircraft's inertial information, TCAS information, and / or ADS-B information are invalid, and only the valid bits of the aircraft's GNSS information are valid, proceed directly to Step 3 for processing; otherwise, proceed to Step 2 for processing.

[0017] The aircraft's GNSS information includes its GNSS position (GP), and corresponding GNSS positioning error (GE) and GNSS velocity error, etc., provided by the onboard GNSS (or an equivalent airborne system). The aircraft's inertial information includes its inertial position and inertial velocity, etc., provided by the onboard inertial system (or an equivalent airborne system). The aircraft's TCAS information includes data such as the aircraft's relative position obtained based on active response, provided by the onboard TCAS system (or an equivalent airborne system). The aircraft's ADS-B information includes ADS-B message information, etc., provided by the onboard ADS-B receiver (or an equivalent airborne system).

[0018] The GNSS information, inertial information, TCAS information, and ADS-B information of the aircraft mentioned in this step can be data directly obtained from airborne equipment, or data obtained from airborne equipment and then preliminarily processed by other systems or functions.

[0019] Step 2, GNSS position information check based on multi-source data: Based on the validity judgment of the aircraft's inertial information, the vehicle's TCAS information, and the vehicle's ADS-B information in Step 1, the validity of the aircraft's GNSS information is detected by calculating the aircraft's position parameters and judgment thresholds based on the onboard inertial system and / or based on TCAS and ADS-B IN respectively.

[0020] When step one determines that the aircraft's inertial information is valid, based on the aircraft's inertial information and the inherent technical characteristics of the onboard inertial system, the current aircraft position parameters calculated based on the onboard inertial system and the inertial frame judgment threshold used to determine the validity of the aircraft's (GNSS) position are determined. If step one determines that the aircraft's (GNSS) position is valid, and the aircraft's (GNSS) position is within the threshold range determined by the inertial frame judgment threshold (i.e., (GP+GE)∈[IP±IE]), then the aircraft's GNSS information inertial frame judgment is deemed valid. If step one determines that the aircraft's (GNSS) position is valid, and the aircraft's (GNSS) position is not within the threshold range determined by the inertial frame judgment threshold (i.e., ...), then the aircraft's GNSS information inertial frame judgment is deemed valid. If the GNSS information inertial frame determination is invalid, then IP is determined to be the aircraft's position calculated by the onboard inertial system, IE is the error in calculating IP, and the inertial frame determination threshold is IP ± IE.

[0021] Based on the valid TCAS and ADS-B information of the aircraft obtained and determined in Step 1, the current aircraft position parameters calculated based on TCAS and ADS-B IN data are determined, along with the TCAS system judgment threshold used to determine the validity of the aircraft's (GNSS) position. If Step 1 determines that the aircraft's (GNSS) position is valid, and the aircraft's (GNSS) position is within the threshold range determined by the TCAS system judgment threshold (i.e., (GP+GE)∈[TP±TE]), then the aircraft's GNSS information is determined to be valid under the TCAS system judgment. If Step 1 determines that the aircraft's (GNSS) position is valid, and the aircraft's (GNSS) position is not within the threshold range determined by the TCAS system judgment threshold (i.e., ...), then the aircraft's (GNSS) position is determined to be valid under the TCAS system judgment. If the TCAS system judgment of the aircraft's GNSS information is invalid, then TP is determined to be the aircraft's position calculated based on TCAS and ADS-B IN data, TE is the error in calculating TP, and the CAS system judgment threshold is TP ± TE.

[0022] If step one determines that the aircraft's GNSS information is invalid, then this step determines that the aircraft's GNSS information is invalid.

[0023] If the aforementioned judgment in this step results in the invalidation of the aircraft's GNSS information inertial system and / or the invalidation of the aircraft's GNSS information TCAS system, then this step determines that the aircraft's GNSS information is invalid; if other situations occur in this step, then this step determines that the aircraft's GNSS information is valid.

[0024] The validity judgment of the GNSS information of this aircraft based on the inertial information of this aircraft and the validity judgment of the GNSS information of this aircraft based on the TCAS information of the traffic aircraft and the ADS-B information of the traffic aircraft described in this step can be carried out in this step for both judgment processes, or only one of the two judgment processes can be carried out according to the principle of data validity or other principles for corresponding judgment.

[0025] The position of this aircraft currently calculated based on the on-board inertial system described in this step can be directly obtained from the (inertial) position of this aircraft provided by the on-board inertial system, or can be deduced based on other parameters provided by the on-board inertial system such as the (inertial) speed of this aircraft.

[0026] Step 3: Determine the optimal and unique position data of this aircraft: Determine the currently optimal position calculation data from the valid GNSS information of this aircraft, the position parameters of this aircraft calculated based on the on-board inertial system, and the position of this aircraft calculated based on TCAS and ADS-B IN, and output it after processing.

[0027] When it is judged in Step 2 that the GNSS information of this aircraft is invalid, based on the parameters such as the position of this aircraft currently calculated based on the on-board inertial system obtained in Step 2, the parameters such as the position of this aircraft currently calculated based on the TCAS and ADS-B IN data, determine the currently optimal position calculation data and output it after processing;

[0028] When it is determined that the real-time position data of this aircraft calculated based on the on-board inertial system is the optimal position data, that is, IE < TE, the parameters such as the position of this aircraft currently calculated based on the on-board inertial system are output as the valid and unique position data of this aircraft;

[0029] When it is determined that the real-time position data of this aircraft calculated based on ADS-B IN and TCAS is the optimal position data, that is, TE < IE, the parameters such as the position of this aircraft currently calculated based on the TCAS and ADS-B IN data are output as the valid and unique position data of this aircraft.

[0030] When it is judged in Step 1 that the inertial information of this aircraft and the TCAS information and / or the ADS-B information of the traffic aircraft are invalid, and only the GNSS information of this aircraft is valid, or when it is judged in Step 2 that the GNSS information of this aircraft is valid, the GNSS information of this aircraft is output as the valid and unique position data of this aircraft.

[0031] When determining the current optimal position calculation data as described in this step, in addition to the aircraft position and other parameters calculated based on the onboard inertial system obtained in step two, and the aircraft position and other parameters calculated based on TCAS and ADS-B IN data, data generated by other airborne systems and data input by the crew may also be included.

[0032] In addition to using the data as the sole output data, this step also includes further processing of the data before outputting it. This includes, but is not limited to, the following: when there are two or one of the three types of aircraft position data mentioned above besides the determined optimal data, the remaining data are used as auxiliary data to further optimize the optimal position data.

[0033] Step 4: Generate the relative situation of the aircraft based on ADS-B information: Based on the unique aircraft position data output in Step 3, combined with the received ADS-B message information and other airborne system information, generate the relative situation of the aircraft based on ADS-B information, and then output it to the backend system for use.

[0034] It is understood that those skilled in the art can make equivalent substitutions or modifications to the technical solution and inventive concept of the present invention, and all such substitutions or modifications should fall within the protection scope of the appended claims.

Claims

1. A multi-source assisted ADS-B traffic situation perception and processing method, characterized in that... Includes the following steps: Step 1: Receive the aircraft's GNSS information, inertial information, TCAS information, and ADS-B information from other aircraft. Determine if valid GNSS information, and / or inertial information, and / or TCAS and ADS-B information from other aircraft are available for establishing the surrounding traffic situation relative to the aircraft's ADS-B status. If the aircraft's GNSS information, inertial information, TCAS information, or ADS-B information is invalid, the process terminates immediately. If only the aircraft's GNSS information is valid, proceed directly to Step 3. Otherwise, proceed to Step 2. Step 2: Based on the valid inertial information of the aircraft, TCAS information of the transport aircraft, and ADS-B information of the transport aircraft determined in Step 1, calculate and obtain the aircraft position parameters and judgment thresholds of the corresponding data sources based on the onboard inertial system and / or based on the data provided by TCAS and ADS-B IN, in order to detect the validity of the aircraft's GNSS information. Step 3: If Step 2 determines that the aircraft's GNSS information is invalid, based on the current aircraft position parameters calculated using the onboard inertial system and the current aircraft position parameters calculated using TCAS and ADS-B IN data obtained in Step 2, determine the current optimal position parameters, process them, and output them as the unique aircraft position data; if Step 1 determines that only the aircraft's GNSS information is valid, or if Step 2 determines that the aircraft's GNSS information is valid, output the aircraft's GNSS information as the unique aircraft position data. Step four: Based on the unique aircraft position data output in step three, generate the relative situation of the aircraft based on ADS-B information.

2. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 1, characterized in that... In step one, the aircraft's GNSS information, inertial information, TCAS information, and ADS-B information are data directly obtained from the onboard equipment, or data obtained from the onboard equipment and then preliminarily processed by other systems or functions.

3. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 1, characterized in that... In step two, when step one determines that the aircraft's inertial information is valid, based on the aircraft's inertial information and the inherent technical characteristics of the aircraft's inertial system, the current position parameters of the aircraft calculated based on the aircraft's inertial system and the inertial system judgment threshold used to determine the validity of the aircraft's GNSS position are determined. If step one determines that the aircraft's GNSS information is valid, and if the aircraft's GNSS information is within the threshold range of the inertial system judgment threshold, then the aircraft's GNSS information inertial system judgment is determined to be valid; otherwise, the aircraft's GNSS information inertial system judgment is determined to be invalid.

4. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 3, characterized in that... The aircraft's position parameters calculated based on the onboard inertial system are obtained directly from the aircraft's position parameters provided by the onboard inertial system, or deduced based on the aircraft's speed provided by the onboard inertial system or other inertial data provided by the onboard inertial system.

5. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 1, characterized in that... In step two, based on the valid TCAS and ADS-B information of the aircraft obtained and determined in step one, the current position parameters of the aircraft calculated based on the TCAS and ADS-B IN data are determined, as well as the TCAS system judgment threshold used to determine the validity of the aircraft's GNSS information. If the aircraft's GNSS information is determined to be valid in step one, and if the aircraft's GNSS information is within the threshold range determined by the TCAS system judgment threshold, then the aircraft's GNSS information is determined to be valid by the TCAS system; otherwise, the aircraft's GNSS information is determined to be invalid by the TCAS system.

6. The multi-source assisted ADS-B traffic situation perception processing method according to claim 1, characterized in that... In step two, if step one determines that the aircraft's GNSS information is invalid, then this step determines that the aircraft's GNSS information is invalid.

7. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 1, characterized in that... In step three, when determining the current optimal position parameters, in addition to the current aircraft position calculated based on the onboard inertial system obtained in step two, and the current aircraft position calculated based on TCAS and ADS-B IN data, it also includes similar data generated by other airborne systems and data input by the crew.

8. The multi-source assisted ADS-B traffic situation perception and processing method according to claim 1, characterized in that... Step three also includes using the remaining data as auxiliary data to further optimize the unique aircraft position data, in addition to the determined unique aircraft position data.

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