Miniaturized Airborne Collision Avoidance System and Method

Abstract

The present invention discloses a miniaturized airborne collision avoidance system and method. The system consists of 1 collision avoidance processing host and 1 or 2 omnidirectional antennas, and can be flexibly configured into single / double-channel working modes. The single channel is connected to 1 antenna, and the double channel is connected to 2 antennas. The collision avoidance transceiver host integrates a signal processing module, a transceiver module, a channel switching switch and a power supply module. Among them, the signal processing module controls the operation of the transceiver module, transmits a 1030 MHz interrogation signal, receives a 1090 MHz reply and broadcast signal, and the transmission power is dynamically adjusted in the range of 54 dBm - 30 dBm and the receiving sensitivity is in the range of -75 dBm - 51 dBm, both in units of 6 dB according to the track distance. The processed signal generates track information, and an alarm is generated according to the collision avoidance algorithm of the DO185 or DO385 standard. The invention effectively solves the problems of difficult miniaturization and insufficient compatibility of the existing collision avoidance system, realizes miniaturization and low cost, is compatible with the TCAS II or ACAS X standard, provides collision avoidance guarantee for low-altitude aircraft, and improves the operation safety of low-altitude airspace.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation safety, and particularly to a miniaturized airborne collision avoidance system and a corresponding working method thereof, aiming to provide a miniaturized, lightweight, low-cost airspace target monitoring and collision avoidance warning solution that is 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, and improve the safety level of low-altitude airspace operations in the country. Background Art

[0002] With the rapid development of the global aviation industry, the air traffic flow has increased sharply, and the risk of aircraft collisions in the air has risen significantly. To ensure flight safety, an airborne collision avoidance system has become an essential safety device for aircraft. The traditionally widely used TCAS II airborne collision avoidance system follows the DO185 standard, and the new generation of collision avoidance systems follows the DO385 standard. These systems detect the target aircraft in the surrounding airspace to form a flight track, use a collision avoidance algorithm to judge the collision risk, and promptly issue a traffic warning or a resolution advisory to the pilot, assisting the pilot to take maneuvering evasion operations, effectively avoiding the occurrence of air collision accidents.

[0003] Current mainstream airborne collision avoidance systems, such as TCAS II and the upcoming ACAS X, both use directional antennas for active monitoring. The directional antenna relies on four independent antenna terminals to cooperate with the four-way radio frequency 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 a large device volume, heavy weight, high power consumption, and high cost. At the same time, its requirements for the power supply circuit are harsh, further increasing the system complexity and overall cost. In recent years, the emerging integrated collision avoidance systems, although integrating functions such as airborne collision avoidance, S-mode transponder, and ADS-B into one chassis and reducing the system complexity to a certain extent through common hardware reuse, cannot fundamentally simplify the system architecture because they do not change the essence of using directional antennas and four-way radio frequency transceiver components for active interrogation and target monitoring, and it is difficult to significantly reduce the system scale. For example, the pending patent "A Method for Implementing an Airborne Integrated Collision Avoidance System Based on Antenna Reuse (Application No.: 202311788915.9)" published in March 2024 still uses directional antennas and omnidirectional antennas to achieve active monitoring and follows the complex four-way transceiver component system architecture.

[0004] The technical solutions for passive surveillance and anti-collision based on ADS-B, although relatively simple in structure, have deleted the active surveillance function and cannot perform surveillance and anti-collision on S-mode and C-mode targets, and are not compatible with the civil aviation standards TCAS II or ACAS X. For example, invention patents such as "A Method and System for Detecting Collision Conflicts (Patent No.: 201711375959.3)" and pending patents such as "A Passive Anti-Collision Method for ADS-B Based on Dynamic Programming (Application No.: 202311697579.7)" all achieve anti-collision only based on omnidirectional antennas and ADS-B information, cannot achieve S-mode and C-mode target surveillance, and their algorithms are also not compatible with TCAS II and ACAS X; the invention patent "An ADS-B Anti-Collision Method Based on the DO185 Standard (Patent No.: 202111430925.6)" although adopts the DO185 anti-collision algorithm of TCAS II, also lacks the active surveillance function and cannot achieve anti-collision warning for S-mode and C-mode targets.

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

[0006] (I) Miniaturized Airborne Anti-Collision System

[0007] Overall composition: The miniaturized airborne anti-collision system of the present invention mainly consists of 1 anti-collision processing host and 1 or 2 omnidirectional antennas. The anti-collision processing host, as the core of the system, undertakes key tasks such as signal transmission, reception and processing; the omnidirectional antenna is responsible for the transceiver of radio frequency signals, realizes the active surveillance of S-mode and C-mode targets by actively interrogating and receiving and processing S-mode and C-mode responses; at the same time, forms a passive track by passively receiving ADS-B OUT broadcast messages to realize the passive surveillance of ADS-B targets.

[0008] Working Modes and Connection Methods: The anti-collision processing host has two flexible configurable working modes: single-channel and dual-channel. In single-channel mode, the anti-collision processing host is connected to one omnidirectional antenna, enabling the transmission of one 1030 MHz RF signal and the reception of one 1090 MHz RF signal. In dual-channel mode, it is connected to two omnidirectional antennas, achieving the transmission of two 1030 MHz RF signals and the reception of two 1090 MHz RF signals. This switchable working mode can be flexibly adjusted according to the requirements of different installation platforms to meet diverse application scenarios. Generally, micro / small aircraft have strict requirements for weight, power consumption, and cost, and the fuselage has limited antenna blockage. It is recommended to use the single-channel working mode and install the omnidirectional antenna on the top of the fuselage. For medium and large aircraft, the weight, power consumption, cost, and antenna blockage by the airframe need to be comprehensively considered. Combining the effects of installation flight tests, the working mode is selected based on the antenna's coverage of the airspace. If both single-channel and dual-channel can meet the usage requirements, the single-channel mode is preferred; otherwise, the 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 supply module inside. The specific functions achieved by each module are as follows:

[0010] Signal Processing Module: According to the DO185 or DO385 standard, generate control instructions to control the transceiver module to transmit 1030 MHz interrogation signals; receive the 1090 MHz reply signals and ADS-B OUT signals transmitted by the transceiver module, and perform decoding, monitoring, and anti-collision processing on them. Finally, generate the flight tracks and anti-collision warning information of the target aircraft in the airspace;

[0011] Transceiver Module: Responsible for the transmission and reception of RF signals. When transmitting 1030 MHz interrogation signals, according to the control instructions of the signal processing module, achieve omnidirectional interrogation in S mode and C mode with variable transmission power. The transmission power ranges from 54 dBm to 30 dBm and is dynamically adjusted in 6 dB units to meet the coverage requirements of interrogation signals in different distance spaces; receive 1090 MHz reply and broadcast signals, including S mode, C mode reply signals, and ADS-B OUT signals, and down-convert the received signals to intermediate frequency or baseband signals for subsequent processing by the signal processing module;

[0012] Channel Switching Switch: In dual-channel mode, realize the switching and multiplexing between the transceiver module and two omnidirectional antennas; in single-channel mode, fixedly switch the receiving module to the only one omnidirectional antenna;

[0013] Power Supply Module: Perform anti-interference filtering on the external power supply signal and perform DC-DC conversion to convert the external DC voltage into the DC voltages required for the operation of the transceiver module, signal processing module, and channel switching switch.

[0014] Further, the transceiver module is specifically composed of a receiving component, a transmitting and programmable attenuation component, and a transceiver switch; among them, the power attenuation function of the transmitting and programmable attenuation component is realized by multiple cascaded attenuators and a multiplexer switch; specifically, by controlling the number of attenuators through which the transmitted signal passes, different degrees of power attenuation can be achieved, and the attenuated transmitted signal will be output to the channel switch through the multiplexer switch and enter the subsequent signal transmission and processing process;

[0015] Further, the single-channel or dual-channel working mode of the anti-collision processing host can be controlled by an external hardware line or software programming, providing flexibility and convenience for the configuration and use of the system, as follows:

[0016] External hardware line configuration method: When configuring with an external hardware line, the corresponding configuration operations are realized by means of the high and low levels of the hardware signal line. 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 with high requirements for configuration response speed.

[0017] Software programming configuration method: When controlling through software programming, the anti-collision processing host first receives the control information transmitted from an external communication interface, then analyzes and processes this information, and then achieves the control operation of the single-channel or dual-channel mode.

[0018] (2) Method for a miniaturized airborne anti-collision system

[0019] Further, the present invention discloses a method for a miniaturized airborne anti-collision system, which, together with the miniaturized airborne anti-collision system, realizes the function of airborne anti-collision and jointly constitutes the technical solution of the present invention.

[0020] Airspace situation awareness and surveillance

[0021] First, based on the working principle of a secondary radar, omnidirectionally interrogate target aircraft equipped with S-mode and C-mode transponders and receive and process their reply signals to achieve active surveillance of the above targets. The omnidirectional antenna does not have the function of direction finding of target aircraft, and the targets obtained only through active interrogation are non-directional targets;

[0022] Second, passively receive ADS-B OUT signals to achieve passive surveillance of target aircraft with ADS-B OUT function. The ADS-B track is a directional target;

[0023] Finally, when an S-mode transponder has the ADS-B OUT function at the same time, an S-mode track without azimuth and an ADS-B track with azimuth will be formed simultaneously. The S-mode addresses of both are the same. Data fusion processing is performed to form a single track for the collision avoidance logic. The fusion method is as follows: If the ADS-B track is a high-precision track, select the ADS-B track; otherwise, select the S-mode track. At the same time, assign the azimuth angle information of the ADS-B track to the S-mode track and convert it into a target with azimuth. The criteria for the ADS-B track to be high-precision are specified in some public materials and need to meet the following conditions simultaneously:

[0024] (1) The ADS-B OUT broadcast message includes the following field information in (2) to (6);

[0025] (2) The navigation integrity category field NIC ≥ 6;

[0026] (3) The position navigation accuracy category field NACp ≥ 7 (defined by the position estimation uncertainty EPU, level 7, 95% horizontal error limit EPU < 0.1 NM);

[0027] (4) The speed navigation accuracy category NACv = 1;

[0028] (5) The surveillance integrity level SIL = 3 (defined by the Rc exceedance probability, Rc is 2 times the diameter value of EPU, SIL level 3, probability ≤ 10E-7 / h);

[0029] (6) The ADS-B version field version = 2.

[0030] Dynamic adjustment of transmission power to reduce synchronous interference: Since omnidirectional interrogation covers a 360° spatial range, compared with directional interrogation, the number of responses caused by a single interrogation will increase, resulting in synchronous interference; when there are multiple interrogation devices in the same airspace, asynchronous responses generated by other interrogation signals will also increase, causing asynchronous interference. To reduce interference, traditional TCAS II devices and the new generation of collision avoidance systems ACAS X both adopt interference suppression technologies to dynamically adjust the transmission power and transmission interrogation frequency to limit the interference within an acceptable range. The technical solution of the present invention provides a hardware component design suitable for miniaturized devices and a corresponding interference limitation method on the premise of fully reducing the device volume, power consumption, and cost.

[0031] First, for the technical solution of the programmable attenuation function in the transmission and programmable attenuation component, to achieve miniaturization and low cost, multiple cascaded attenuation units are used in series, and then signal sorting is realized under the control of the programmable signal and finally the transmitted radio frequency signal is output. Taking a 4-stage attenuation unit as an example, refer to the appendix Figure 2; During the design and implementation, the power attenuation value of each attenuation unit should be finely adjusted so that the power of the output signal after cascaded attenuation is: input power - 6dB * N, where N is the number of attenuation units actually passed. In the appendix Figure 1 In it, the value of N ranges from 0 to 4, and the power attenuation is in units of 6dB. The attenuation values are: 0dB, 6dB, 12dB, 18dB, 24dB; Assuming the nominal power of the small aircraft collision avoidance system is 54dBm, the nominal receiving sensitivity is -75dBm, and the nominal surveillance distance is 80Km. For C-mode interrogation, based on the original C-mode all-call only, a suppression pulse S1 is added for interrogation according to the regulations of the TCAS II system (the entire interrogation signal includes a total of 5 pulse signals, S1, P1, P2, P3, and P4, in chronological order. Among them, S1 and P2 are suppression pulses, and P1, P3, and P4 are interrogation pulses). By dynamically adjusting the transmit power and synchronously adjusting the corresponding receiving sensitivity, there are the following surveillance distances and ranges. See the appendix Figure 5 and Table 1.

[0032] Table 1 Correspondence table of C-mode power attenuation, interrogation pulse power (P1, P3, and P4), suppression pulse power (S1 and P2), receiving sensitivity, and surveillance distance

[0033] Power attenuation / dBm Interrogation pulse power / dBm Suppression pulse power / dBm Receiving sensitivity / dBm Surveillance range / Km Surveillance area 0 54 48 -75 80 Annular area 6 48 42 -69 40 Annular area 12 42 30 -63 20 Annular area 18 36 30 -57 10 Annular area 24 30 / -51 5 Circular area

[0034] For S-mode targets, one-to-one polled interrogation is adopted. Only interrogation pulses need to be transmitted, and no suppression pulses need to be transmitted. Regarding 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 and set higher. 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. Therefore, interrogation transmission and receiving decoding should be carried out on it with a power of 54dBm / -75dBm sensitivity.

[0035] Collision avoidance warning function

[0036] The collision avoidance warning function is implemented using the DO185-compatible TCAS II algorithm or the DO385-compatible ACAS X algorithm, where:

[0037] Both C-mode targets and single S-mode targets are non-bearing targets, and TA and RA warnings are generated for non-bearing targets;

[0038] ADS-B targets and S-mode fused ADS-B targets are bearing targets, and TA and RA warnings are generated according to bearing targets.

[0039] It includes the following steps:

[0040] Step 1: Working mode configuration. According to actual requirements, select 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 means of software programming. If it is desired to achieve the transmission of 1 1030MHz RF signal and the reception of 1 1090MHz RF signal, configure the host to the single-channel mode and connect 1 omnidirectional antenna; if it is necessary to achieve the transmission of 2 1030MHz RF signals and the reception of 2 1090MHz RF signals, configure the host to the dual-channel mode and connect 2 omnidirectional antennas; after completion of the configuration, proceed to the next step;

[0041] 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 programmable attenuation module. After receiving the instruction, 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 in the range of 54dBm to 30dBm in 6dB units, and perform the omnidirectional inquiry functions of S mode and C mode. Through this power adjustment method, the inquiry signal can effectively cover different distance spaces and reduce synchronous interference. After completion of the transmission operation, proceed to the next step;

[0042] Step 3: Reply and broadcast signal reception. The receiving module dynamically matches the corresponding receiving sensitivity in the range of -75dBm to 51dBm in 6dB units according to the transmission power of the inquiry signal, and receives 1090MHz reply and broadcast signals, including S mode, C mode reply signals and ADS-B OUT signals; among them, there is a clear corresponding relationship between the transmission power and the receiving sensitivity: for every 6dB reduction in the transmission power, the receiving sensitivity is correspondingly increased by 6dB; after the receiving module receives the 1090Mhz signal, it down-converts it to the baseband signal for subsequent processing, and then proceeds to the next step;

[0043] Step 4: Signal processing and track generation. The signal processing module decodes the baseband signal, analyzes the distance, C mode altitude, S mode address and ADS-B OUT information of the target aircraft, generates the track information of the airspace target aircraft, and after completion, proceeds to the next step;

[0044] Step 5: Anti-collision warning and information output. The signal processing module performs anti-collision logic operations according to the track information generated in Step 4 in accordance with the anti-collision processing algorithms specified in the international general standards of DO185 or DO385, generates corresponding anti-collision warning information, and outputs it to the carrier aircraft to achieve the airborne anti-collision function.

[0045] The technical effects of the present invention are as follows:

[0046] 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

[0047] 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.

[0048] 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 in the dual-channel mode, as well as the interconnection between the internal signal processing module, channel switching switch, transceiver module, power module, etc.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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

[0053] 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.

[0054] Example 1

[0055] 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 .

[0056] Furthermore, the specific operations are as follows.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] Example 2

[0063] 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 .

[0064] Furthermore, the specific working steps are as follows.

[0065] 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.

[0066] 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.

[0067] 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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