Miniaturized airborne collision avoidance system and method

Abstract

The invention discloses a miniaturized airborne anti-collision system and method, the system is composed of an anti-collision processing host and one or two omnidirectional antennas and can be flexibly configured to be in a single / double-channel working mode, a single channel is connected with one antenna, and double channels are connected with two antennas. The anti-collision transceiving host integrates a signal processing, transceiving and channel switching switch and a power supply module. Wherein the signal processing module controls the transceiving module to work, transmits a 1030MHz inquiry signal and receives a 1090MHz response and broadcast signal, the transmitting power is 54dBm-30dBm, the receiving sensitivity is-75dBm-51dBm, and the transmitting power and the receiving sensitivity are dynamically adjusted according to the track distance by taking 6dB as a unit. The signals are processed to generate track information, and an alarm is generated according to an anti-collision algorithm of the DO185 or DO385 standard. The problems that an existing anti-collision system is difficult to miniaturize and insufficient in compatibility are effectively solved, miniaturization, low cost and compatibility with the TCAS II or ACAS X standard are achieved, anti-collision guarantee is provided for a low-altitude aircraft, and low-altitude airspace operation safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of aviation safety technology, and in particular to a miniaturized airborne collision avoidance system and a corresponding working method thereof, which is intended to provide a miniaturized, lightweight, low-cost airspace target monitoring and collision avoidance warning solution compatible with civil aviation TCAS II or ACAS X technical standards for unmanned aerial vehicles, helicopters, general aviation aircraft, etc. in low-altitude application scenarios, so as to improve the national low-altitude airspace operation safety level. Background Art

[0002] With the rapid development of the global aviation industry, air traffic has increased dramatically, and the risk of aircraft encountering collisions in the air has increased significantly. In order to ensure flight safety, airborne collision avoidance systems have become an indispensable safety device for aircraft. The traditional widely used TCAS II airborne collision avoidance system complies with the DO185 standard, and the new generation of collision avoidance systems complies with the DO385 standard. These systems detect the tracks formed by target aircraft in the surrounding airspace, use collision avoidance algorithms to determine the risk of collision, and promptly issue traffic warnings or decision warnings to pilots, assisting pilots in taking maneuverable evasive operations, and effectively avoiding the occurrence of mid-air collision accidents.

[0003] The current mainstream airborne collision avoidance systems, such as TCAS II and the upcoming ACAS X, all use directional antennas for active monitoring. The directional antenna relies on four independent antenna terminals to cooperate with the four-way RF transceiver components in the collision avoidance host to measure the azimuth angle of the target aircraft. This design makes the four-way transceiver components and their auxiliary circuits extremely complex, resulting in large equipment size, heavy weight, high power consumption and high cost. At the same time, it has strict requirements on the power supply circuit, further increasing the complexity and overall cost of the system. Although the integrated collision avoidance system that has emerged in recent years integrates airborne collision avoidance, S-mode transponder, ADS-B and other functions into one chassis, and reduces the system complexity to a certain extent through the reuse of common hardware, it does not change the essence of using directional antennas and four-way RF transceiver components for active inquiry and target monitoring, and it is impossible to fundamentally simplify the system architecture and significantly reduce the size of the system. For example, the invention patent under review published in March 2024, "A method for implementing an airborne integrated collision avoidance system based on antenna reuse (application number: 202311788915.9)", still uses directional antennas and omnidirectional antennas to achieve active monitoring, and continues to use a complex four-way transceiver component system architecture.

[0004] Some technical solutions for passive monitoring and collision avoidance based on ADS-B have relatively simple structures, but the active monitoring function is deleted, and S-mode and C-mode targets cannot be monitored and collision-avoided, and are incompatible with civil aviation standards TCAS II or ACAS X. For example, the invention patent "A collision conflict detection method and system (patent number: 201711375959.3)" and the patent under examination "A passive collision avoidance method for ADS-B based on dynamic programming (application number: 202311697579.7)" are only based on omnidirectional antennas and ADS-B information to achieve collision avoidance, and S-mode and C-mode target monitoring cannot be achieved. The algorithm is also incompatible with TCAS II and ACAS X. The invention patent "A collision avoidance method for ADS-B based on DO185 standard (patent number: 202111430925.6)" adopts the DO185 collision avoidance algorithm of TCAS II, but it also lacks the active monitoring function and cannot provide collision avoidance warning for S-mode and C-mode targets.

[0005] In summary, the existing airborne collision avoidance system has many problems and cannot meet the requirements of equipment miniaturization, low cost and multi-function in low-altitude application scenarios. Therefore, it is urgent to develop a new type of miniaturized airborne collision avoidance system and working method. Summary of the invention

[0006] 1. Miniaturized airborne collision avoidance system

[0007] Overall structure: The miniaturized airborne collision avoidance system of the present invention is mainly composed of one collision avoidance processing host and one or two omnidirectional antennas. The collision avoidance processing host is the core of the system and undertakes key tasks such as signal transmission, reception and processing; the omnidirectional antenna is responsible for the transmission and reception of radio frequency signals, and realizes active monitoring of S-mode and C-mode targets by actively inquiring, receiving and processing S-mode and C-mode responses; at the same time, passive tracking is formed by passively detecting ADS-B OUT broadcast messages, realizing passive monitoring of ADS-B targets.

[0008] Working mode and connection method: The anti-collision processing host has two flexibly configurable working modes: single-channel and dual-channel. In single-channel mode, the anti-collision processing host is connected to one omnidirectional antenna, which can realize one 1030MHz RF signal transmission and one 1090MHz RF signal reception; in dual-channel mode, it is connected to two omnidirectional antennas to realize two 1030MHz RF signal transmission and two 1090MHz RF signal reception. This switchable working mode can be flexibly adjusted according to the needs of different installation platforms to meet diverse application scenarios. Generally, micro / small aircraft have strict requirements on weight, power consumption, and cost, and the fuselage has limited shielding of the antenna. It is recommended to adopt a single-channel working mode and install the omnidirectional antenna on the top of the fuselage; medium-sized and larger aircraft need to comprehensively consider weight, power consumption, cost, and the shielding of the antenna by the fuselage, combined with the results of the installation flight test, and select the working mode according to the coverage of the antenna to the airspace. If both single and dual channels can meet the use requirements, single-channel mode is preferred; otherwise, dual-channel mode is selected.

[0009] The anti-collision transceiver host integrates a signal processing module, a transceiver module, a channel switching switch and a power module. The specific functions implemented by each module are as follows: Signal processing module: Generates control instructions according to DO185 or DO385 standards to control the transceiver module to transmit 1030MHz interrogation signals; receives 1090MHz reply signals and ADS-B OUT signals from the transceiver module, decodes, monitors and performs anti-collision processing on them, and finally generates the track and anti-collision warning information of the target aircraft in the airspace; Transceiver module: responsible for the transmission and reception of RF signals. When transmitting 1030MHz interrogation signals, according to the control instructions of the signal processing module, it realizes S-mode and C-mode omnidirectional interrogation with variable transmission power. The transmission power is in the range of 54dBm~30dBm, and is dynamically adjusted in 6dB units to meet the coverage requirements of interrogation signals at different distances. It receives 1090MHz reply and broadcast signals, including S-mode, C-mode reply signals and ADS-B OUT signals, and down-converts the received signals into intermediate frequency or baseband signals, and transmits them to the signal processing module for subsequent processing. Channel switch: In dual-channel mode, it realizes the switching and multiplexing between the transceiver module and two omnidirectional antennas; in single-channel mode, it switches the receiving module to the only omnidirectional antenna. Power module: performs anti-interference filtering on the external power supply signal and performs DC-DC conversion to convert the external DC voltage into the DC voltage required for the transceiver module, signal processing module and channel switching switch.

[0010] Furthermore, the transceiver module is specifically composed of a receiving component, a transmitting and programmable attenuation component, and a transceiver switching switch; wherein the power attenuation function of the transmitting and programmable attenuation component is realized by a plurality of cascaded attenuators and a multi-way selection switch; specifically, by controlling the number of attenuators through which the transmitting signal passes, different degrees of power attenuation can be achieved, and the attenuated transmitting signal will be output to the channel switching switch through the multi-way selection switch and enter the subsequent signal transmission and processing process;

[0011] Furthermore, the single-channel or dual-channel working mode of the anti-collision processing host can be controlled by external hardware lines or software programming, which provides flexibility and convenience for the configuration and use of the system, as follows: External hardware line configuration mode: When using external hardware lines for configuration, the high and low levels of the hardware signal lines are used to implement the corresponding configuration operations. By setting the level state of the hardware signal line, the system can quickly and accurately switch the working mode of the anti-collision processing host. This method is simple and direct, with high reliability and real-time performance, and is suitable for some scenarios that require high configuration response speed.

[0012] Software programming configuration method: When controlling through software programming, the anti-collision processing host first receives the control information transmitted from the external communication interface, and then parses and processes the information to achieve control operations in single-channel or dual-channel mode.

[0013] 2. Methods for miniaturizing airborne collision avoidance systems Furthermore, the present invention discloses a method for a miniaturized airborne collision avoidance system, which together with the miniaturized airborne collision avoidance system realizes the function of airborne collision avoidance, and together constitutes the technical solution of the present invention.

[0014] Airspace situational awareness and surveillance First, based on the working principle of secondary radar, the omnidirectional interrogation is carried out on the target aircraft equipped with S-mode and C-mode transponders, and their reply signals are received and processed to realize active monitoring of the above targets. The omnidirectional antenna does not have the direction finding function of the target aircraft, and the target obtained only through active interrogation is a target without direction. Secondly, passively detect ADS-B OUT signals to realize passive monitoring of target aircraft with ADS-B OUT function. ADS-B track is a target with direction; Finally, when an S-mode transponder also has the ADS-B OUT function, it will simultaneously form a non-azimuth S-mode track and an ADS-B track with azimuth. The S-mode addresses of the two are the same, and data fusion processing is performed to form a single track for processing by the collision avoidance logic. The fusion method is as follows: If the ADS-B track is a high-precision track, the ADS-B track is selected; otherwise, the S-mode track is selected, and the azimuth angle information of the ADS-B track is assigned to the S-mode track to convert it into a target with azimuth; the criteria for the ADS-B track to be high-precision have been stipulated in some public information, and the following conditions must be met at the same time: (1) The ADS-B OUT broadcast message includes the following fields (2) to (6); (2) Navigation integrity category field NIC ≥ 6; (3) Position navigation accuracy category field NACp ≥ 7 (defined by position estimation uncertainty EPU, level 7, 95% horizontal error limit EPU < 0.1 NM); (4) Speed ​​navigation accuracy category NACv=1; (5) Monitoring integrity level SIL = 3 (defined by the probability of Rc exceeding the limit, Rc is twice the diameter value EPU, SIL3 level, probability ≤ 10E-7 / h); (6) ADS-B version field: version = 2.

[0015] Dynamic adjustment of transmission power reduces synchronous interference: Since omnidirectional interrogation covers a 360° spatial range, the number of responses caused by one interrogation will increase compared with directional interrogation, causing synchronous interference; when there are multiple interrogation devices in the same airspace, the asynchronous responses generated by other interrogation signals will also increase, causing asynchronous interference. In order to reduce interference, both traditional TCAS II equipment and the new generation of anti-collision system ACAS X use interference suppression technology to dynamically adjust the transmission power and the frequency of transmission interrogation to limit the interference within the acceptable range. The technical solution of the present invention provides a hardware component design suitable for miniaturized equipment and a corresponding interference limitation method under the premise of fully reducing the equipment volume, power consumption and cost.

[0016] First, the technical solution of the programmable attenuation function in the transmission and programmable attenuation component is to use multiple cascaded attenuation units in series to achieve miniaturization and low cost, and then realize signal sorting under the control of programmable signals and finally output the transmission RF signal. Take the 4-level attenuation unit as an example, refer to the attached Figure 2 ; When designing and implementing, the power attenuation value of each attenuation unit should be fine-tuned so that the output power of the transmitted signal after cascade attenuation is: input power - 6dB * N, where N is the number of attenuation units actually passed. Figure 1In the figure, N is 0~4, the power attenuation is in units of 6dB, and the attenuation values ​​are: 0dB, 6dB, 12dB, 18dB, 24dB; it is assumed that the nominal power of the small airborne collision avoidance system is 54dBm, the nominal receiving sensitivity is -75dBm, and the nominal monitoring distance is 80Km. For C-mode interrogation, according to the provisions of the TCAS II system, on the basis of the original C-mode full call, the S1 suppression pulse is used for interrogation (the entire interrogation signal includes 5 pulse signals, S1, P1, P2, P3 and P4, in chronological order, of which S1 and P2 are suppression pulses, and P1, P3 and P4 are interrogation pulses). By dynamically adjusting the transmission power and synchronously adjusting the corresponding receiving sensitivity, the following monitoring distance and range are achieved, see the attached Figure 5 Same as Table 1.

[0017] Table 1 Correspondence between C-mode power attenuation, inquiry pulse power (P1, P3 and P4), suppression pulse power (S1 and P2), receiving sensitivity and monitoring distance Power attenuation / dBm Inquiry pulse power / dBm Suppressed pulse power / dBm Receiving sensitivity / dBm Monitoring distance / Km Monitoring range 0 54 48 -75 80 Ring area 6 48 42 -69 40 Ring area 12 42 30 -63 20 Ring area 18 36 30 -57 10 Ring area 24 30 / -51 5 Circular area

[0018] For S-mode targets, a one-to-one roll-call interrogation is adopted. Only interrogation pulses are transmitted. There is no need to transmit suppression pulses. For the distance of the track, refer to the dynamic interrogation pulse power and receiving sensitivity in Table 1. In the actual implementation process, a certain margin can be left for the high setting. For example: the real-time distance of an S-mode target track is 38Km, and a monitoring margin of 1.5 times needs to be reserved. By calculation: 38Km*1.5=57KM>40Km, 54dBm power / -75dBm sensitivity should be used for interrogation transmission and receiving decoding.

[0019] Anti-collision warning function The anti-collision warning function is realized by using the DO185-compatible TCAS II algorithm or the DO385-compatible ACAS X algorithm, where: C-mode targets and single S-mode targets are both non-azimuth targets, and TA and RA alarms are generated as non-azimuth targets; ADS-B targets and S-mode fused ADS-B targets are targets with bearings, and TA and RA alerts are generated according to targets with bearings.

[0020] It includes the following steps: Step 1: Configure the working mode. According to actual needs, choose to configure the working mode of the anti-collision transceiver host by setting the high and low levels of the external hardware line, or by software programming. If you want to transmit 1 channel of 1030MHz RF signal and receive 1 channel of 1090MHz RF signal, configure the host to single-channel mode and connect 1 omnidirectional antenna; if you need to transmit 2 channels of 1030MHz RF signal and receive 2 channels of 1090MHz RF signal, configure the host to dual-channel mode and connect 2 omnidirectional antennas; after completing the configuration, proceed to the next step; Step 2: Inquiry signal transmission, the signal processing module generates control instructions according to the preset logic and sends them to the transmission and programmable attenuation module. After receiving the instructions, the transmission and programmable attenuation module transmits a 1030MHz inquiry signal. During the transmission process, strictly follow the instructions of the signal processing module to achieve dynamic adjustment of the transmission power within the range of 54dBm~30dBm and in units of 6dB, and perform S-mode and C-mode omnidirectional inquiry functions. Through this power adjustment method, the inquiry signal can effectively cover different distance spaces and reduce synchronous interference. After completing the transmission operation, proceed to the next step; Step 3: Receiving the reply and broadcast signals. The receiving module dynamically matches the corresponding receiving sensitivity in the range of -75dBm~51dBm in 6dB units according to the transmit power of the inquiry signal, and receives the 1090MHz reply and broadcast signals, including S-mode, C-mode reply signals and ADS-B OUT signals. There is a clear correspondence between the transmit power and the receive sensitivity: for every 6dB decrease in the transmit power, the receive sensitivity increases by 6dB accordingly. After receiving the 1090Mhz signal, the receiving module down-converts it to a baseband signal for subsequent processing, and then proceeds to the next step. Step 4: Signal processing and track generation. The signal processing module decodes the baseband signal, parses the distance, C-mode altitude, S-mode address and ADS-B OUT information of the target aircraft, and generates the track information of the airspace target aircraft. After completion, proceed to the next step; Step 5: Anti-collision warning and information output. The signal processing module performs anti-collision logic operations based on the track information generated in step 4 and the anti-collision processing algorithm specified in the DO185 or DO385 international standards, generates corresponding anti-collision warning information, and outputs it to the carrier aircraft to realize the airborne anti-collision function.

[0021] The technical effects of the present invention are as follows: Volume and weight optimization: Abandoning the traditional complex multi-channel architecture, the anti-collision processing host is matched with 1 or 2 omnidirectional antennas, which simplifies the system structure, reduces the volume and weight, and improves the installation adaptability of low-altitude miniaturized and low-cost equipment; power consumption cost reduction: The present invention reduces the power consumption of the system by simplifying the system architecture, thereby reducing the use and maintenance costs, and enhancing the system economy and market competitiveness; in terms of functional compatibility, it supports S mode, C mode and ADS-B target monitoring and anti-collision warning, integrates multiple monitoring modes, and is compatible with civil aviation TCAS II or ACAS X standards, broadening the application scenarios; adopts optional single and dual-channel working modes, which can be flexibly configured according to needs, further improving the practicality of the equipment; in terms of anti-interference and target monitoring, a unique 6dB unit dynamic adjustment mechanism for transmission power is used to reduce synchronous and asynchronous interference. In summary, the technical solution provided by the present invention has the advantages of miniaturization, low power consumption, low cost, etc., is functionally compatible with DO185 or DO385 standards, and has single and dual-channel working mode selection functions, and has anti-interference capabilities, which are suitable for low-altitude aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the implementation mode will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a schematic diagram of the system composition and interconnection in the dual-channel working mode of the present invention: it shows the connection relationship between the anti-collision processing host and the two omnidirectional antennas and the carrier signal when in the dual-channel mode, as well as the interconnection between the internal signal processing module, channel switching switch, transceiver module, power module, etc.

[0024] Figure 2 It is a schematic diagram of the system composition and cross-linking in the single-channel working mode of the present invention: it presents the connection mode of the anti-collision processing host with one omnidirectional antenna and the carrier signal in the single-channel mode, and the cross-linking relationship of each internal module.

[0025] Figure 3 It is a schematic diagram of the composition of the transceiver module of the present invention: it explains in detail that the transceiver module is composed of a transmitting and programmable attenuation component, a transceiver switching switch, a receiving component, and the connection structure between them.

[0026] Figure 4It is a schematic diagram of the composition of the transmitting and programmable attenuation component of the present invention: it shows that the transmitting and programmable attenuation component includes multiple cascaded attenuation units (attenuation unit 1-attenuation unit 4), and the output of the transmitting signal is realized under programmable selection through a multi-way selection switch.

[0027] Figure 5 It is a schematic diagram of the C-mode monitoring distance and monitoring range of the present invention: it intuitively presents the C-mode monitoring distance (such as 80Km, 40Km, 20Km, etc.) and monitoring range (annular area or circular area) corresponding to different transmission power attenuation values. DETAILED DESCRIPTION

[0028] The following describes in detail the implementation mode of the present invention in conjunction with the accompanying drawings so that those skilled in the art can better understand and implement the present invention; it should be emphasized that the provided implementation mode is only a feasible example given to facilitate the understanding of the present invention. In actual application scenarios, professionals in this field can obtain many other embodiments without paying creative work, and these embodiments should also be included in the scope of protection of the present invention.

[0029] Example 1 The following is a detailed description of the actual application of the miniaturized airborne collision avoidance system and method of the present invention through specific implementation cases. Assuming that a small aircraft is performing a low-altitude flight mission, since the air traffic flow in the flight area is relatively small, the detection range of the surrounding airspace targets is not particularly wide. At this time, the single-channel working mode of the collision avoidance processing host can be adopted. The system composition and cross-linking relationship refer to the attached figure of the present invention. Figure 2 .

[0030] Furthermore, the specific operations are as follows.

[0031] Mode configuration: Through the external hardware line, set the hardware signal line to the corresponding low level (this is the level state of the assumed single-channel mode configuration, which can be determined according to the specific hardware design), so that the anti-collision processing host enters the single-channel mode, and then follow the attached Figure 2 Connect an omnidirectional antenna to complete the initial configuration of the system.

[0032] Transmit interrogation signal: The signal processing module sends the interrogation control instruction to the transmission and program-controlled attenuation module. The specific transmission power is 54dBm according to the maximum power in Table 1 before the target aircraft track is formed. After the target track is formed, it is determined according to the provisions of Table 1 based on the distance information of the target aircraft (for example, the distance of a C-mode target aircraft track is 35Km, between 20~40Km, then the transmission power is selected as 48dBm) and a 1030MHz interrogation signal is transmitted through the upper antenna to realize the detection of target aircraft in the airspace within a certain distance range.

[0033] Receiving reply signal: The receiving module continuously waits for receiving signal. Before forming the target aircraft track, the receiving sensitivity is set according to the minimum value -75dBm in Table 1. When the target forms the track, the receiving sensitivity is determined according to the distance information of the target aircraft in accordance with the provisions of Table 1. For example, if the distance of a C-mode target aircraft track is 35Km, between 20~40Km, the receiving sensitivity is selected as -69dBm. After receiving the 1090MHz reply and broadcast signal returned from the surrounding target aircraft, the receiving module automatically adjusts the receiving sensitivity, and down-converts the RF signal into an intermediate frequency signal, and transmits it to the signal processing module.

[0034] Signal processing and analysis: The signal processing module decodes the received intermediate frequency signal, parses out the target aircraft's distance, altitude, air traffic control code, S-mode address and other information, and generates the target aircraft's point track and track information.

[0035] Anti-collision warning judgment and output: The signal processing module runs the anti-collision algorithm specified by DO185 or DO385, performs anti-collision logic processing on the target aircraft's track information and the aircraft's information, and outputs anti-collision warning information.

[0036] Example 2

[0037] If a large UAV flies in a busy air traffic corridor, it needs to detect the surrounding airspace more comprehensively and accurately. At this time, the dual-channel working mode of the anti-collision processing host is adopted. The system composition and cross-linking relationship refer to the attached document of the present invention. Figure 1 .

[0038] Furthermore, the specific working steps are as follows.

[0039] Mode configuration: Through the external hardware line, set the hardware signal line to the corresponding high level to make the anti-collision processing host enter the dual-channel mode, and then follow the attached Figure 1 Connect two omnidirectional antennas to complete the initial configuration of the system.

[0040] Subsequent process: After completing the mode configuration, signal and information processing is performed according to the workflow of transmitting inquiry signals, receiving response signals, signal processing and analysis, and preventing alarm judgment and output. Here, the difference between Example 2 and Example 1 is that it is necessary to use the upper and lower omnidirectional antennas in combination to send and receive radio frequency signals. The principle of use is to give priority to the upper antenna. When the track of a target aircraft cannot obtain its response signal using the upper antenna, it is considered that the target is in the blind spot of the upper antenna. At this time, the lower antenna is used for blind spot query.

[0041] It can be seen from the above Examples 1 and 2 that the miniaturized airborne collision avoidance system and method disclosed in the present invention can flexibly and efficiently implement the airborne collision avoidance function according to different flight scenarios and actual needs, thereby providing protection for flight safety.

Claims

1. A miniaturized airborne collision avoidance system, characterized in that: include: 1 anti-collision transceiver host with switchable single-channel and dual-channel working modes; Omnidirectional antennas, 1 or 2, adapted and connected according to the working mode of the anti-collision transceiver host; The specific implementation method of the switchable single-channel and dual-channel working modes is as follows: the anti-collision transceiver host can realize the switching between the single-channel and dual-channel working modes through one of two methods: external hardware line or software programming; in the single-channel mode, the anti-collision transceiver host is only connected to one omnidirectional antenna to realize one 1030MHz RF signal transmission and one 1090MHz RF signal reception; in the dual-channel working mode, the anti-collision transceiver host is connected to two omnidirectional antennas to complete two 1030MHz RF signal transmissions and two 1090MHz RF signal receptions; The anti-collision transceiver host integrates a signal processing module, a transceiver module, a channel switching switch and a power module. The specific functions implemented by each module are as follows: Signal processing module: Generates control instructions according to DO185 or DO385 standards to control the transceiver module to transmit 1030MHz interrogation signals; receives 1090MHz reply signals and ADS-B OUT signals from the transceiver module, decodes, monitors and performs anti-collision processing on them, and finally generates the track and anti-collision warning information of the target aircraft in the airspace; Transceiver module: responsible for the transmission and reception of RF signals. When transmitting 1030MHz interrogation signals, according to the control instructions of the signal processing module, it realizes S-mode and C-mode omnidirectional interrogation with variable transmission power. The transmission power is in the range of 54dBm~30dBm, and is dynamically adjusted in 6dB units to meet the coverage requirements of interrogation signals at different distances. It receives 1090MHz reply and broadcast signals, including S-mode, C-mode reply signals and ADS-B OUT signals, and down-converts the received signals into intermediate frequency or baseband signals, and transmits them to the signal processing module for subsequent processing. Channel switch: In dual-channel mode, it realizes the switching and multiplexing between the transceiver module and two omnidirectional antennas; in single-channel mode, it switches the receiving module to the only omnidirectional antenna. Power module: performs anti-interference filtering on the external power supply signal and performs DC-DC conversion to convert the external DC voltage into the DC voltage required for the transceiver module, signal processing module and channel switching switch.

2. The system according to claim 1, characterized in that The transceiver module is specifically composed of a receiving component, a transmitting and programmable attenuation component, and a transceiver switching switch; wherein, the power attenuation function of the transmitting and programmable attenuation component is realized by multiple cascaded attenuators and a multi-way selection switch; specifically, by controlling the number of attenuators through which the transmitting signal passes, different degrees of power attenuation can be achieved, and the attenuated transmitting signal will be output to the channel switching switch through the multi-way selection switch and enter the subsequent signal transmission and processing process.

3. The system according to claim 1, characterized in that When the working mode of the anti-collision transceiver host is configured by an external hardware line, the high and low level changes of the hardware signal line are used to realize the selection of single-channel or dual-channel mode; when the working mode of the anti-collision transceiver host is controlled by software programming, the anti-collision transceiver host receives control information through the external communication interface and realizes the switching control of the single-channel or dual-channel mode based on the internal software programming logic.

4. A method for miniaturizing an airborne collision avoidance system, using the system according to any one of claims 1 to 3 to realize the function of airborne collision avoidance, characterized in that: The following steps are involved: Step 1: Configure the working mode. According to actual needs, choose to configure the working mode of the anti-collision transceiver host by setting the high and low levels of the external hardware line, or by software programming. If you want to achieve 1 channel of 1030MHz RF signal transmission and 1 channel of 1090MHz RF signal reception, configure the host to single-channel mode and connect 1 omnidirectional antenna; if you need to achieve 2 channels of 1030MHz RF signal transmission and 2 channels of 1090MHz RF signal reception, configure the host to dual-channel mode and connect 2 omnidirectional antennas. After completing the configuration, proceed to the next step; Step 2: Inquiry signal transmission, the signal processing module generates a control instruction according to the preset logic and sends it to the transmission and program-controlled attenuation module; after receiving the instruction, the transmission and program-controlled attenuation module transmits a 1030MHz inquiry signal. During the transmission process, it strictly follows the instruction of the signal processing module to achieve dynamic adjustment of the transmission power within the range of 54dBm~30dBm and in units of 6dB, and executes the S-mode and C-mode omnidirectional inquiry functions; through this power adjustment method, the inquiry signal can effectively cover different distance spaces and reduce synchronous interference. After completing the transmission operation, enter the next step; Step 3: Receiving the reply and broadcast signals. The receiving module dynamically matches the corresponding receiving sensitivity in the range of -75dBm~51dBm in 6dB units according to the transmit power of the inquiry signal, and receives the 1090MHz reply and broadcast signals, including S-mode, C-mode reply signals and ADS-B OUT signals. There is a clear correspondence between the transmit power and the receive sensitivity: for every 6dB decrease in the transmit power, the receive sensitivity increases by 6dB accordingly. After receiving the 1090Mhz signal, the receiving module down-converts it to a baseband signal for subsequent processing, and then proceeds to the next step. Step 4: Signal processing and track generation. The signal processing module decodes the baseband signal, parses the distance, C-mode altitude, S-mode address and ADS-B OUT information of the target aircraft, and generates the track information of the airspace target aircraft. After completion, proceed to the next step; Step 5: Anti-collision warning and information output. The signal processing module performs anti-collision logic operations based on the track information generated in step 4 and the anti-collision processing algorithm specified in the DO185 or DO385 international standards, generates corresponding anti-collision warning information, and outputs it to the carrier aircraft to realize the airborne anti-collision function.

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