Secondary radar s-mode msp ground-air communication method

Abstract

The application provides a secondary radar S mode MSP ground-air communication method, comprising the following steps: step 1, establishing an air target data packet dynamic database; step 2, selecting an alarm target according to the data in the air target data packet dynamic database, and establishing an alarm target MSP traffic information block database; and step 3, constructing an MSP ground-air communication strategy, and establishing MSP ground-air communication with the alarm target according to the MSP ground-air communication strategy and the alarm target MSP traffic information block database. The secondary radar S mode MSP ground-air communication method provided by the application can realize the distribution and situation awareness of secondary or higher S mode airplanes around the alarm target within the power coverage range of the S mode ground interrogator, realize the coordinated avoidance between airplanes, and further improve the safety of the aviation flight environment.

Description

Technical Field

[0001] This invention relates to the field of communication technology, and more specifically, to a secondary radar S-mode MSP ground-to-air communication method. Background Technology

[0002] Mode S is used in cooperative surveillance and communication systems for air traffic control (ATC). It employs ground interrogators and airborne transponders to achieve ground-to-air-to-ground data link communication through surveillance interrogation and response. Mode S utilizes selective interrogation and data link communication technology, resolving a series of issues inherent in the Air Traffic Control Radar Beacon System (ATCRBS), enhancing the radar system's surveillance and communication capabilities, and can be widely used in ATC and aircraft spacing assurance functions.

[0003] The S-mode data link function supports two-way data link communication between the ground and the air, including uplink and downlink. All data exchange in the data link communication is controlled by the interrogator. Currently, the transponders equipped on aircraft are mainly of the basic two-level S-mode type, including Communication-A and Communication-B functions. Its uplink Communication-A / downlink Communication-B format contains 112 bits, of which 56 bits are used for surveillance and communication control, and the other 56 bits are used for data link communication. Communication-A / Communication-B data link communication supports four interrogation connections extended to 224 bits. A 224-bit interrogation can be viewed as consisting of four interrogation / response segments. The TMS subfield of the SD field is used to specify the position of each segment. Each Communication-A interrogation must receive a corresponding response from the aircraft; otherwise, a new interrogation is required.

[0004] For aircraft equipped with Mode S transponders (Level 2 or above), the secondary radar's Mode S is based on MSP (Mode S specific protocol) ground-to-air communication. Ground equipment (Mode S interrogator) can transmit traffic messages about the surrounding area to the aircraft, enabling the aircraft to monitor other targets in real time during flight. This achieves more accurate and richer situational awareness of air operations, provides safety assurance for the aircraft, and ensures safe, reliable, and orderly air traffic.

[0005] Depending on the size of the transmitted data, MSP processing uses SLM (Standard Length Message, Communication-A / Communication-B) mode for data exchange. The MSP service uses one or more of 63 uplink or downlink channels to transmit short or long MSP packets from the ground interrogator's data link processor to the air transponder.

[0006] Currently, some transponders in the airspace only have A / C functionality and lack S-mode transponder capability. When some S-mode transponders lack ADS-B IN functionality, they cannot achieve situational awareness of surrounding targets during flight. In this case, aircraft equipped with Level 2 or higher S-mode transponders can obtain situational information of surrounding targets through S-mode MSP ground-to-air communication. Summary of the Invention

[0007] This invention aims to provide a secondary radar S-mode MSP ground-to-air communication method to enable secondary or higher-level S-mode aircraft within the coverage area of ​​the S-mode ground interrogator to perceive the distribution and situation of surrounding warning targets, achieve coordinated avoidance between aircraft, and further improve the safety of the aviation flight environment.

[0008] This invention provides a secondary radar S-mode MSP ground-to-air communication method, comprising the following steps:

[0009] Step 1: Establish a dynamic database of aerial target data packets;

[0010] Step 2: Select alarm targets based on the data in the dynamic database of airborne target data packets, and establish an alarm target MSP traffic information block database;

[0011] Step 3: Construct MSP ground-to-air communication strategy. Based on the MSP ground-to-air communication strategy and the MSP traffic information block database of the alarm target, establish MSP ground-to-air communication with the alarm target.

[0012] Furthermore, in step 1, establishing a dynamic database of airborne target data packets includes:

[0013] The interrogator monitors aircraft in the air and obtains the identification codes, S-mode addresses, altitudes, distances, and bearings of all A / C mode transponders and S mode transponders within the coverage area of ​​the secondary radar interrogation antenna. It then processes point track data to form a dynamic database of airborne target data packets.

[0014] Furthermore, in step 2, based on the data in the dynamic database of airborne target data packets, alarm targets are selected, and an MSP traffic information block database for the alarm targets is established, including:

[0015] For a Mode S transponder that can receive TIS traffic data packets in the air, the interrogator calculates the traffic alarm distance from the target transponder itself to the surrounding alarm targets based on the data in the dynamic database of air target data packets, and selects X alarm targets in order of alarm distance from near to far, where X≤8;

[0016] Calculate the traffic alarm location, relative altitude, altitude change rate, and traffic alarm heading between X alarm targets and their transponders, and establish a traffic information block database for the alarm target MSP.

[0017] Furthermore, in step 3, the constructed MSP ground-to-air communication strategy includes:

[0018] Within the coverage area of ​​the air traffic control antenna beamwidth, there are 10 interrogation cycles in each sector:

[0019] The first to fourth cycles consist of super queries combining S-mode all-call and A / C-mode all-call combinations.

[0020] The fifth cycle involves the ground interrogator requesting a data link capability report from the airborne Mode S transponder.

[0021] The sixth cycle involves the ground interrogator requesting the airborne Mode S transponder to provide an MSP capability report.

[0022] From the 7th to the 10th cycle, the ground interrogator reports TIS traffic data messages to the airborne Mode S transponder with TIS traffic information service capabilities. The TIS traffic data messages contain alarm target MSP traffic information blocks.

[0023] Furthermore, in cycles 7 through 10, one frame of TIS traffic data message is reported in each cycle.

[0024] Furthermore, each TIS traffic data message contains two alarm target MSP traffic information blocks.

[0025] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0026] The secondary radar S-mode MSP ground-to-air communication method provided by this invention enables secondary or higher-level S-mode aircraft within the coverage area of ​​the S-mode ground interrogator to perceive the distribution and situation of surrounding warning targets, achieve coordinated avoidance between aircraft, and further improve the safety of the aviation flight environment. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the MSP ground-to-air communication strategy in an embodiment of the present invention.

[0029] Figure 2 This is a flowchart illustrating the implementation of the secondary radar S-mode MSP ground-to-air communication method in this embodiment of the invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0031] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0032] Example

[0033] This embodiment proposes a secondary radar S-mode MSP ground-to-air communication method, including the following steps:

[0034] Step 1: Establish a dynamic database of aerial target data packets:

[0035] The interrogator monitors aircraft in the air and obtains the identification codes, S-mode addresses, altitudes, distances, and bearings of all A / C mode transponders and S mode transponders within the coverage area of ​​the secondary radar interrogation antenna. It then processes point track data to form a dynamic database of airborne target data packets.

[0036] Step 2: Based on the data in the dynamic database of airborne target data packets, select the alarm targets and establish an alarm target MSP traffic information block database:

[0037] For a Mode S transponder capable of receiving TIS (Traffic Information Service) traffic data packets in the air, the interrogator calculates the traffic alarm distance from the target transponder itself to surrounding alarm targets based on data in the dynamic database of air target data packets. X alarm targets are selected in order of alarm distance from closest to furthest, where X≤8. In this embodiment, X=8, and the 8 alarm targets are alarm target 1, alarm target 2, alarm target 3, alarm target 4, alarm target 5, alarm target 6, alarm target 7, and alarm target 8 in sequence.

[0038] Calculate the traffic alarm location, relative altitude, altitude change rate, and traffic alarm heading between X alarm targets and their transponders, and establish a traffic information block database for the alarm target MSP.

[0039] Step 3: Construct MSP ground-to-air communication strategy. Based on the MSP ground-to-air communication strategy and the MSP traffic information block database of the alarm target, establish MSP ground-to-air communication with the alarm target:

[0040] ICAO Annex 10 stipulates that all-call interrogations in Mode S include both Mode S-only and Mode A / C-only all-call interrogations, with an average interrogation repetition rate of no more than 250 times per second. The European Air Traffic Control (EAC) Mode S ground station specification stipulates that the average interrogation repetition frequency for Mode S roll call interrogations should not exceed 2400 times per second; considering the coverage range of the air traffic control antenna beamwidth, the sector must not be less than 3.5°.

[0041] Typically, the fastest rotation of an air traffic control antenna is 4 seconds, and the effective interrogation time for a transponder within a 3.5° sector of the interrogation antenna is approximately 40 ms. In this embodiment, the all-call cycle is designed to be 3.5 ms, adapting to the radar's effective range and covering approximately 450 km; the roll call cycle automatically adapts to the number of transponder targets and their distance from the air-received Mode S data link; and the number of interrogation cycles within the sector is approximately 10.

[0042] Specific MSP ground-to-air communication strategies are as follows: Figure 1 As shown, the entire design complies with the requirements of ICAO Annex 10 and the European Control System S-mode ground station specifications. According to... Figure 1 Within the coverage area of ​​the air traffic control antenna beamwidth, there are 10 interrogation cycles per sector:

[0043] The first to fourth cycles consist of super interrogations of the combination of S-mode all-call (UF11) and A / C-mode all-call;

[0044] The fifth cycle involves the ground interrogator requesting the airborne Mode S transponder (Level 2 or above) to provide a data link capability report;

[0045] The 6th cycle involves the ground interrogator requesting an airborne Mode S transponder (Level 2 or above) to provide an MSP capability report;

[0046] From cycle 7 to cycle 10, the ground interrogator reports TIS traffic data messages to the Mode S transponder in the air with TIS traffic information service capabilities. These TIS traffic data messages contain alarm target MSP traffic information blocks (from the alarm target MSP traffic information block database established in step 2). In this embodiment, one frame of TIS traffic data message is reported in each cycle from cycle 7 to cycle 10; each frame of TIS traffic data message contains two alarm target MSP traffic information blocks, thus four frames of TIS traffic data messages are reported from cycle 7 to cycle 10, for a total of eight alarm target MSP traffic information blocks.

[0047] The specific processing flow of the MSP ground-to-air communication strategy is as follows:

[0048] (1) The first interrogation cycle is 3.5ms. The interrogator interrogates all transponders in the sector by combining S-mode all-call (UF11) and MA all-call (P4 short) to obtain the MA identification code of the conventional mode transponder and the DF11 response signal of the S-mode transponder. By parsing the DF11 response signal of the S-mode transponder, the address code and basic capabilities (Level 1, Level 2 or above) of the S-mode transponder are obtained.

[0049] (2) During the second interrogation cycle of 3.5ms, the interrogator interrogates all transponders in the sector by combining S-mode all-call (UF11) and MC-mode all-call (P4 short) to obtain the MC aircraft altitude code of the conventional mode transponder and the DF11 response signal of the S-mode transponder. By parsing the DF11 response signal of the S-mode transponder, the address code and basic capabilities (Level 1, Level 2 or above) of the S-mode transponder are obtained.

[0050] (3) For single pulse processing, conventional mode interrogation usually only requires 2 response signals to detect the target. Therefore, in the third interrogation cycle, step (1) is repeated to obtain the second MA identification code of the conventional mode transponder in the sector. In the fourth interrogation cycle, step (2) is repeated to obtain the second MC aircraft altitude code of the conventional mode transponder in the sector, and at the same time, the address code and basic capabilities (level 1, level 2 or above) of the S mode transponder are obtained.

[0051] (4) The fifth interrogation cycle automatically adapts to the number of transponder targets and distances being called. A maximum of 8 different targets can be called within the interrogation cycle. The interrogator sets the communication-A field RR=17 and RRS=0 through UF4 naming, requesting a Level 2 or higher S-mode transponder (CA=5) in the sector to report data link capability (BDS10) and flight altitude. After receiving this permission code, the transponder begins to send communication-B data. The interrogator obtains the transponder's DF20 response signal and obtains the flight altitude and communication-B (BDS10) information by parsing the DF20 response signal. When the 25th bit of BDS10 is 1, it indicates that the transponder has S-mode special service capability (MSP).

[0052] (5) The sixth interrogation cycle automatically adapts to the number of transponder targets and distances, and a maximum of 8 different targets can be named within the interrogation cycle. The interrogator sets the communication-A field RR=17 and RRS=D through UF5 naming, requesting the secondary or higher-level S-mode transponders (CA=5) in the sector to report MSP capability (BDS1D) and aircraft identification code. After receiving this permission code, the transponder starts sending communication-B data. The interrogator obtains the transponder's DF21 response signal, and obtains the aircraft identification code and communication-B (BDS1D) information by parsing the DF21 response signal. When the second bit of BDS1D is 1, it indicates that the transponder's uplink channel 2 is available, it has TIS traffic information service capability, and the transponder is using the service in it.

[0053] (6) The 7th interrogation cycle automatically adapts to the number of transponder targets and distances, and a maximum of 8 different targets can be named within the interrogation cycle. By setting the communication-A field SD=0001H (H represents hexadecimal, the first segment) through the UF20 naming setting, the S-mode transponder (target transponder) with TIS traffic information service capability reports the TIS traffic data messages of the first and second alarm targets around the target transponder, and performs flight altitude monitoring. When the interrogator obtains the transponder's flight altitude response information, it indicates that the TIS traffic data link message has been obtained by the target transponder;

[0054] (7) The 8th interrogation cycle automatically adapts to the number of transponder targets and distances, and a maximum of 8 different targets can be identified within the interrogation cycle. By setting the communication-A field SD=0002H (second segment) through UF21 identification, the S-mode transponder (target transponder) with TIS traffic information service capability reports the TIS traffic data messages of the 3rd and 4th alarm targets around the target transponder and performs aircraft identification monitoring. When the interrogator obtains the aircraft identification code response information of the transponder, it indicates that the TIS traffic data link message has been obtained by the target transponder.

[0055] (8) The 9th interrogation cycle automatically adapts to the number of transponder targets and distances, and a maximum of 8 different targets can be named within the interrogation cycle. By setting the communication-A field SD=0003H (third segment) through UF20 naming, the S-mode transponder (target transponder) with TIS traffic information service capability reports the TIS traffic data messages of the 5th and 6th alarm targets around the target transponder and performs flight altitude monitoring. When the interrogator obtains the transponder's flight altitude response information, it indicates that the TIS traffic data link message has been obtained by the target transponder;

[0056] (9) The 10th interrogation cycle automatically adapts to the number of transponder targets and distances, and a maximum of 8 different targets can be named within the interrogation cycle. By setting the communication-A field SD=0004H (end segment) through UF21 naming, the S-mode transponder (target transponder) with TIS traffic information service capability reports the TIS traffic data messages of the 7th and 8th alarm targets around the target transponder, and performs aircraft identification and monitoring. When the interrogator obtains the aircraft identification code response information of the transponder, it indicates that the TIS traffic data link message has been obtained by the target transponder.

[0057] In practical applications, it can be followed Figure 2 The implementation process enables secondary radar S-mode MSP ground-to-air communication:

[0058] S1: The interrogator completes point track data processing to form a dynamic database of air target data packets;

[0059] S2: The interrogator interrogates the transponders in the sector by combining S-mode all-call (UF11) and MA / MC all-call (P4 short) to obtain the basic capabilities (Level 1, Level 2 or above) of the S-mode transponders, while simultaneously monitoring air targets;

[0060] S3: The interrogator requests, via UF4, a Level 2 or higher Mode S transponder within the sector to report data link capability (BDS10) and flight altitude, confirms whether the transponder has Mode S Special Service capability (MSP), and monitors airborne targets.

[0061] S4: The interrogator requests, via UF5, a Level 2 or higher S-mode transponder (CA=5) within the sector to report MSP capability (BDS1D) and aircraft identification code, confirming the availability of transponder uplink channel 2, while simultaneously monitoring aerial targets;

[0062] S5: The interrogator establishes a database of Mode S transponders capable of receiving TIS traffic data messages (up to 8 target transponders per sector);

[0063] S6: The interrogator calculates the traffic alarm distance from the target transponder itself to the surrounding alarm targets based on the data in the dynamic database of air target data packets, and selects up to 8 alarm targets in order of alarm distance from near to far.

[0064] S7: Calculate the traffic alarm location, relative altitude, altitude change rate, and traffic alarm heading between each alarm target and target transponder, and establish a traffic information block database for each target transponder's alarm target MSP.

[0065] S8: The interrogator calls out names via UF20 / UF21, calling 4 times consecutively, and reports the TIS traffic data messages of up to 8 alarm targets around it to the S-mode transponders in the sector that can receive TIS traffic data messages, while monitoring air targets.

[0066] S9: After the interrogator obtains the transponder's flight altitude / aircraft identification response information, it indicates that the TIS traffic data link message has been obtained by the target transponder.

[0067] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A secondary radar S-mode MSP ground-to-air communication method, characterized in that, Includes the following steps: Step 1: Establish a dynamic database of aerial target data packets; Step 2: Select alarm targets based on the data in the dynamic database of airborne target data packets, and establish an alarm target MSP traffic information block database; Step 3: Construct MSP ground-to-air communication strategy. Based on the MSP ground-to-air communication strategy and the MSP traffic information block database of the alarm target, establish MSP ground-to-air communication with the alarm target. In step 2, based on the data in the dynamic database of airborne target data packets, alarm targets are selected, and an MSP traffic information block database for the alarm targets is established, including: For a Mode S transponder that can receive TIS traffic data packets in the air, the interrogator calculates the traffic alarm distance from the target transponder itself to the surrounding alarm targets based on the data in the dynamic database of air target data packets, and selects X alarm targets in order of alarm distance from near to far, where X≤8; Calculate the traffic alarm location, relative altitude, altitude change rate, and traffic alarm heading between X alarm targets and their transponders, and establish a traffic information block database for alarm target MSPs. In step 3, the constructed MSP ground-to-air communication strategy includes: Within the coverage area of ​​the air traffic control antenna beamwidth, there are 10 interrogation cycles in each sector: The first to fourth cycles consist of super queries combining S-mode all-call and A / C-mode all-call combinations. The fifth cycle involves the ground interrogator requesting a data link capability report from the airborne Mode S transponder. The sixth cycle involves the ground interrogator requesting the airborne Mode S transponder to provide an MSP capability report. From the 7th to the 10th cycle, the ground interrogator reports TIS traffic data messages to the airborne Mode S transponder with TIS traffic information service capabilities. The TIS traffic data messages contain alarm target MSP traffic information blocks.

2. The secondary radar S-mode MSP ground-to-air communication method according to claim 1, characterized in that, Step 1, establishing a dynamic database of airborne target data packets, includes: The interrogator monitors aircraft in the air and obtains the identification codes, S-mode addresses, altitudes, distances, and bearings of all A / C mode transponders and S mode transponders within the coverage area of ​​the secondary radar interrogation antenna. It then processes point track data to form a dynamic database of airborne target data packets.

3. The secondary radar S-mode MSP ground-to-air communication method according to claim 1, characterized in that, In each of the 7th to 10th cycles, one frame of TIS traffic data message is reported.

4. The secondary radar S-mode MSP ground-to-air communication method according to claim 3, characterized in that, Each TIS traffic data message contains two alarm target MSP traffic information blocks.

Images