An operating network system based on ADS-C and CPDLC

Abstract

The application discloses a kind of based on ADS-C and CPDLC operating network system, comprising the following steps: S1, system is initialized before flight departure is started;S2, after aircraft enters cruising stage, ADS-C system is established with flight ADS-C contract, aircraft state information is updated once every set time;Call flight path prediction model to carry out flight path prediction, and whether conflict will occur is judged by conflict detection algorithm to the future flight path point obtained by prediction;S3, determine the situation of future conflict, and response is graded to conflict;S4, after conflict is solved, system restores normal mode.The application adopts the above-mentioned one based on ADS-C and CPDLC operating network system, optimizes the air traffic control information interaction under the condition of remote airspace without radar coverage, realizes the real-time monitoring of four-dimensional flight path and the closed-loop control of automatic instruction feedback, and improves the safety of flight operation and airspace utilization efficiency.

Description

Technical Field

[0001] This invention relates to the field of air traffic management technology, and in particular to an operational network system based on ADS-C and CPDLC. Background Technology

[0002] In the current technology, the rapid development of the modern civil aviation industry has posed unprecedented challenges to airspace operation efficiency. The air traffic control automation system currently used in the civil aviation industry can achieve real-time monitoring of four-dimensional flight paths in the radar coverage area by fusing surveillance data such as secondary radar (SSR) and multi-point positioning (MLAT) and combining it with the pre-planned flight paths of the flight plan processing system (FPL).

[0003] Enhanced Flight Path Prediction (ETP) systems are currently used in civil air traffic control. Their functions include real-time prediction of aircraft paths using various data fusion technologies, predicting flight path deviations approximately 15 minutes in advance, and automatically generating conflict solutions in the event of potential conflicts. However, such systems are highly dependent on ground-based radar networks, and their effectiveness is significantly limited in areas without radar coverage, such as the oceans and polar regions, which cover 71% of global airspace.

[0004] To improve the efficiency of global airspace operations, Contractual Automatic Dependent Surveillance (ADS-C) and Controller-Pilot Data Link Communication (CPDLC) are two key technologies applied in flight path management systems. As core applications based on the Aircraft Communications Addressing and Reporting System (ACARS), they achieve air-to-ground information exchange via satellite data links. In actual transoceanic flights and other scenarios, the coordinated operation of these two systems constitutes the technical support system for remote airspace management: ADS-C provides continuous situational awareness, while CPDLC enables precise command transmission. In environments with limited satellite communication bandwidth, its data packet transmission efficiency is an order of magnitude higher than traditional voice communication, making it suitable for communication conditions in areas without radar coverage.

[0005] However, the existing technical architecture has the following limitations:

[0006] (1) The lack of coordination between monitoring and control

[0007] Currently, the massive amounts of spatiotemporal data generated by the ADS-C system (e.g., approximately 5MB of location information per day for a single transoceanic flight) are primarily used for post-event analysis and have not been deeply integrated with trajectory prediction models. Furthermore, ADS-C-generated alarm information requires manual parsing and understanding by air traffic controllers before correction commands are manually sent via CPDLC. The average time from detecting a trajectory deviation to completing the command transmission far exceeds the real-time response requirements of four-dimensional trajectory management. In addition, although ICAO Doc 4444 requires technical collaboration between ADS-C and CPDLC, existing systems only achieve data sharing at the protocol stack level (e.g., sharing the ATN data link). At the business logic level, the "monitoring-decision-control" process remains fragmented; that is, after an ADS-C event is triggered, only an alarm is generated, but subsequent control flow cannot be automatically initiated. Similarly, after CPDLC commands are sent, ADS-C monitoring parameters cannot be dynamically adjusted to verify the pilot's execution of the commands.

[0008] (2) Static parameter configuration

[0009] ADS-C contract parameters (such as reporting cycle and event trigger threshold) are typically preset to fixed values ​​based on airspace category. In scenarios such as sudden weather changes requiring rerouting, the system cannot automatically switch to high-frequency monitoring mode, thus reducing its responsiveness to abnormal situations.

[0010] (3) Insufficient spatiotemporal coordination

[0011] When sending spatial control commands (such as altitude changes and heading adjustments) using existing CPDLC commands, it is difficult to synchronize and constrain the temporal dimension. For example, when a pilot executes a command such as "fly directly to a waypoint," the system only monitors the movement of the aircraft's spatial position and cannot automatically calculate and monitor the deviation in arrival time, thus failing to provide fine-grained management of the flight's spatiotemporal status information.

[0012] In response to the shortcomings of existing systems, such as the disconnect between monitoring and control, static parameter configuration, and insufficient spatiotemporal coordination, there is an urgent need to design an automated management method that can deeply integrate ADS-C monitoring capabilities with CPDLC control commands to achieve dynamic closed-loop management of four-dimensional tracks. Summary of the Invention

[0013] The purpose of this invention is to provide an operational network system based on ADS-C and CPDLC to solve problems such as the lack of coordination between monitoring and control, static parameter configuration, and insufficient spatiotemporal coordination in the current civil aviation system. It optimizes air traffic control information interaction in remote airspaces without radar coverage, realizes closed-loop control of real-time monitoring of four-dimensional flight paths and automatic command feedback, and improves the safety of flight operations and airspace utilization efficiency.

[0014] To achieve the above objectives, the present invention provides an operating network system based on ADS-C and CPDLC, comprising the following steps:

[0015] S1. Start the system to initialize before flight takeoff;

[0016] S2. After the aircraft enters the cruise phase, the ADS-C system establishes an ADS-C contract with the flight and updates the aircraft status information every set time. The trajectory prediction model is called to predict the trajectory, and the predicted future trajectory points are handed over to the conflict detection algorithm to determine whether a conflict will occur.

[0017] S3. Determine the circumstances under which a conflict may occur in the future and implement a tiered response to the conflict;

[0018] S4. After the conflict is resolved, the system is restored to normal mode.

[0019] Preferably, step S1 includes the following steps:

[0020] S11. Obtain the planned four-dimensional trajectory information:

[0021] The system interface is established through the SWIM network framework, and the AIXM5.1 standard data format is used to connect to FPPS to obtain basic flight track information including FPL submitted by airlines; the system extracts the flight plan four-dimensional track from it and stores it in the four-dimensional track maintenance module for easy updating and maintenance of the four-dimensional track in the future.

[0022] S12. Obtain initial aircraft parameter information:

[0023] The system additionally obtains the aircraft's initial state parameters from the FMS, including the total mass at takeoff, fuel quantity, and engine performance data, for trajectory prediction after the aircraft enters the cruise phase.

[0024] Preferably, step S2 includes the following steps:

[0025] S21, ADS-C and CPDLC initialization;

[0026] S22. Call the trajectory prediction model to predict the trajectory;

[0027] S23. Based on the spatiotemporal cube model, the predicted four-dimensional trajectory is decomposed into a vertical trajectory profile, a horizontal trajectory profile, and a velocity profile. Conflict detection is performed on altitude conflict, horizontal conflict, and spatiotemporal conflict, respectively, to achieve 4D conflict judgment.

[0028] Preferably, in S21, after the aircraft takes off and enters the cruise phase, before leaving the conventional radar coverage area, the airborne ADS-C and CPDLC systems initiate the ADS-C and CPDLC link establishment. The ground controller confirms and establishes the ADS-C and CPDLC communication link at the ground control terminal, and then the system automatically initializes the ADS-C periodic contract and event contract.

[0029] After the periodic contract is established, the airborne ADS-C system will send a periodic report every 15 seconds, which includes the ADS basic group and each on-demand message group. The longitude, latitude, altitude and timestamp in the ADS basic group are used to update the flight's four-dimensional track in real time. The on-demand message group includes the Earth reference group, the air reference group and the meteorological group with a modulus of 1.

[0030] After an event contract is established, the airborne ADS-C system will automatically send out the corresponding event report when the event is triggered. The default event contract requests include waypoint change events, altitude range events, and lateral deviation change events.

[0031] Preferably, in S22, the trajectory prediction model used by the system is the BADA model, which constructs ordinary differential equations describing the aircraft's motion, including the total energy balance equation and the fuel consumption equation.

[0032] The overall energy balance equation is:

[0033]

[0034] Describe engine thrust T, drag D, vacuum velocity v, aircraft weight W, and vertical velocity. The mass m of the aircraft and the rate of change of vacuum velocity The energy balance between them;

[0035] The fuel consumption equation is:

[0036] Δm = –F;

[0037] Δm represents the change in aircraft mass caused by fuel consumption F during flight;

[0038] When predicting flight paths, the model integrates and predicts future flight conditions based on mass decay, thrust model, fuel consumption, and aerodynamic parameters. The system parses the received periodic report data and uses it as input to the flight state of the flight path prediction model at the current moment. The model outputs a sequence of future four-dimensional waypoints for at least 15 minutes at a resolution of at least seconds and updates the aircraft's flight state data.

[0039] Preferably, in S23, the conflict detection for altitude conflicts is performed as follows: Within a 5-minute / 15-minute window, the altitude deviation between the predicted waypoint and the planned waypoint is calculated to determine whether an altitude conflict exists by checking if it exceeds the threshold specified for altitude range events.

[0040] |h i -h j |≤H th ;

[0041] Horizontal conflict detection is performed by calculating, within a 5-minute / 15-minute window, whether the lateral deviation between the predicted waypoint and the planned waypoint in the horizontal profile exceeds the threshold specified for lateral deviation events, and determining whether a horizontal conflict exists.

[0042]

[0043] Conflict detection for spatiotemporal conflicts involves analyzing the deviation between the 5-minute / 15-minute waypoint elapsed time and the planned time, detecting any abnormal speeds, and determining whether a spatiotemporal conflict exists.

[0044] |t i -t j |≤Δt th ;

[0045] (x i ,y i ,h i ,t i ) and (x j ,y j ,h j ,t j ) represent the predicted four-dimensional waypoint and the planned four-dimensional waypoint, respectively. th H th and Δt th These are preset horizontal, vertical, and time safety thresholds, respectively.

[0046] Preferably, in S3, the system classifies conflicts of different urgency levels: when the predicted conflict time is greater than 15 minutes, or when there is no conflict, it is determined to be a normal mode; when a conflict is predicted to occur within 15 minutes, it is determined to be a potential conflict, and the system enters the potential conflict response; when a conflict is predicted to occur within 5 minutes or an event report of an ADS-C height range event / lateral deviation event is received, it is determined to be an emergency conflict, and the system enters the emergency conflict response.

[0047] Preferably, the potential conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data collection frequency; indicate the potential conflict type and display optional CPDLC conflict query commands for the controller to view. The CPDLC uplink conflict query messages corresponding to the three conflict types are:

[0048] High conflict:

[0049] Instruction No. 133: Confirm Altitude;

[0050] Instruction No. 135: Confirm Allocation;

[0051] Horizontal conflict:

[0052] Instruction No. 132: Confirm Position;

[0053] Directive 137: Confirm assigned route;

[0054] Instruction 140: Confirm next waypoint;

[0055] Directive 142: Confirm subsequent waypoints; ENSURING WAYPOINT;

[0056] Directive 145: Confirm heading;

[0057] Directive 146: Confirm ground track;

[0058] Directive 147: Request a position report;

[0059] Spacetime Conflict:

[0060] Command 134: Confirm Speed;

[0061] Command 137: Confirm Assigned Speed;

[0062] Directive 141: Confirm the estimated time of arrival at the next waypoint; CONFIRM NEXT WAYPOINT ETA.

[0063] Preferably, the emergency conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data acquisition frequency; indicate the emergency conflict type and display optional CPDLC track change instructions for controllers to view. The CPDLC uplink track change instructions corresponding to the three conflict types are:

[0064] High conflict, requiring high-level correction:

[0065] Instructions 6-12: Expected climb / descent; EXPECT[altitude], EXPECT CLIMB AT[time], EXPECT CLIMB AT[position], EXPECT DESCENT AT[time], EXPECT DESCENT AT[position], EXPECT CRUISE CLIMB AT[time], EXPECT CRUISE CLIMB AT[position];

[0066] Instructions 13-18: Ascend / descend to a certain altitude; AT[time]EXPECT CLIMB TO[altitude], AT[position]EXPECT CLIMB TO[altitude], AT[time]EXPECT DESCENT TO[altitude], AT[position]EXPECT DESCENT TO[altitude], AT[time]EXPECT CRUISE CLIMB TO[altitude], AT[position]EXPECT CRUISE CLIMB TO[altitude];

[0067] Command No. 19-25: Altitude maintenance, altitude maintenance after climbing / descending; MAINTAIN[altitude], CLIMB TOAND MAINTAIN[altitude], AT[time]CLIMB TO AND MAINTAIN[altitude], AT[position]CLIMB TO AND MAINTAIN[altitude], DESCEND TO AND MAINTAIN[altitude], AT[time]DESCEND TO AND MAINTAIN[altitude], AT[position]DESCEND TO AND MAINTAIN[altitude];

[0068] Instructions 26-29: Ascend / descend to a certain altitude before the set time / position; CLIMB TO REACH[altitude]BY[time], CLIMB TO REACH[altitude]BY[position], DESCEND TO REACH[altitude]BY[time], DESCEND TO REACH[altitude]BY[position];

[0069] Instructions 30-32: Maintain interval height; MAINTAIN BLOCK[altitude]TO[altitude], CLIMBTO AND MAINTAIN BLOCK[altitude]TO[altitude], DESCEND TO AND MAINTAIN BLOCK[altitude]TO[altitude];

[0070] Instructions 33-35: Cruise at a certain altitude; CRUISE [altitude], CRUISE CLIMB TO [altitude], CRUISE CLIMB ABOVE [altitude];

[0071] Instructions 36-41: Immediately ascend / descend to a certain altitude; EXPEDITE CLIMB TO [altitude], EXPEDITE DESCENT TO [altitude], IMMEDIATELY CLIMB TO [altitude], IMMEDIATELY DESCEND TO [altitude], IMMEDIATELY STOP CLIMB AT [altitude], IMMEDIATELY STOP DESCENT AT [altitude];

[0072] Horizontal conflict, correct waypoints or heading angles:

[0073] Order No. 64-66: Request route offset; OFFSET[distanceoffset][direction]OF ROUTE, AT[position]OFFSET[distanceoffset][direction]OF ROUTE, AT[time]OFFSET[distanceoffset][direction]OF ROUTE;

[0074] Instructions 67-71: Resume the route at the required time / position, re-enter the route at the required time / position; PROCEED BACK ON ROUTE, REJOIN ROUTE BY [position], REJOIN ROUTE BY [time], EXPECT BACK ON ROUTE BY [position], EXPECT BACK ON ROUTE BY [time];

[0075] Instructions 74-78: Proceed directly to a location when conditions are met; PROCEED DIRECT TO [position], WHEN ABLE PROCEEDDIRECT TO [position], AT [time] PROCEEDDIRECT TO [position], AT [position] PROCEEDDIRECT TO [position], AT [altitude] PROCEEDDIRECT TO [position];

[0076] Instructions 87-90: Plan to proceed directly to a certain location; EXPECT DIRECT TO[position], AT[position] EXPECT DIRECT TO[position], AT[time] EXPECT DIRECT TO[position], AT[altitude] EXPECT DIRECT TO[position];

[0077] Instructions 94-98: Turn to a new heading angle; TURN HEADING, TURN GROUND TRACK, FLY PRESENT HEADING, AT FLY HEADING, IMMEDIATELY TURN HEADING.

[0078] Spacetime conflict, speed correction:

[0079] Instructions No. 106-110: Maintain a certain speed; MAINTAIN[speed], MAINTAIN PRESENT SPEED, MAINTAIN[speed]OR GREATER, MAINTAIN[speed]OR LESS, MAINTAIN[speed]TO[speed];

[0080] Instructions No. 111-112: Increase speed; INCREASE SPEED TO[speed], INCREASE SPEED TO[speed]OR GREATER;

[0081] Instructions 113-114: Reduce speed; Reduce speed to [speed], Reduce speed to [speed] or less;

[0082] Command 115: Set the speed limit threshold; DO NOT EXCEED [speed];

[0083] Command 116: Restore normal speed; RESUME NORMAL SPEED.

[0084] Preferably, in S4, after receiving an ADS periodic report, if the system calls the conflict detection algorithm to determine that the predicted trajectory meets the normal mode conditions, then the conflict is resolved; after the conflict is resolved, the system reverts to normal mode, sends an ADS-C periodic contract request with unchanged message group parameters and a period of 15 seconds, and updates the report interval to 15 seconds.

[0085] If the system enters emergency conflict response due to receiving an event report of a height range event or a lateral deviation event, it will additionally resend a default event contract containing all three events.

[0086] Therefore, the present invention adopts the above-mentioned operational network system based on ADS-C and CPDLC, which optimizes the air traffic control information interaction in remote airspace without radar coverage, realizes closed-loop control of real-time monitoring of four-dimensional flight paths and automatic command feedback, and improves the safety of flight operations and airspace utilization efficiency.

[0087] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0088] Figure 1 This is a flowchart illustrating the four-dimensional track management logic of an embodiment of the operational network system based on ADS-C and CPDLC according to the present invention. Detailed Implementation

[0089] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0090] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0091] Example 1

[0092] like Figure 1 As shown, this invention provides a network system based on ADS-C and CPDLC, comprising the following steps:

[0093] S1. Initialize the system before flight takeoff, including the following steps:

[0094] S11. Obtain the planned four-dimensional trajectory information.

[0095] The system interface is established through the SWIM network framework, and the AIXM5.1 standard data format is used to connect to FPPS to obtain basic flight track information including FPL submitted by airlines. The system extracts the flight plan four-dimensional track from it and stores it in the four-dimensional track maintenance module for easy updating and maintenance of the four-dimensional track in the future.

[0096] S12. Obtain initial aircraft parameter information.

[0097] The system additionally obtains the aircraft's initial state parameters from the FMS, including the total mass at takeoff, fuel quantity, and engine performance data, for trajectory prediction after the aircraft enters the cruise phase.

[0098] S2. After the aircraft enters the cruise phase, an ADS-C contract is established between the ADS-C system and the flight, and the aircraft status information is updated every set time. The trajectory prediction model is invoked to predict the trajectory, and the predicted future trajectory points are handed over to the conflict detection algorithm to determine whether a conflict will occur.

[0099] Specifically, the following steps are included:

[0100] S21, ADS-C and CPDLC initialization.

[0101] After takeoff, before the aircraft enters the cruise phase and prepares to leave the conventional radar coverage area, the airborne ADS-C and CPDLC systems initiate ADS-C and CPDLC link establishment. The ground controller confirms and establishes the ADS-C and CPDLC communication link at the ground control terminal, and then the system automatically initializes the ADS-C periodic contract and event contract.

[0102] The system's default periodic contract requests are every 15 seconds. The on-demand message group includes an Earth reference group, an aerial reference group, and a meteorological group, all with a modulus of 1. After establishing a periodic contract, the airborne ADS-C system will send a periodic report every 15 seconds, containing the ADS basic group and each on-demand message group. The longitude, latitude, altitude, and timestamp within the ADS basic group are used for real-time updates of the flight's four-dimensional track. Ground speed and vertical velocity within the Earth reference group, Mach number and heading angle within the aerial reference group, and wind speed, wind direction, and temperature information within the meteorological group are all used for four-dimensional track prediction.

[0103] The default event contract requests include waypoint change events, altitude range events, and lateral deviation change events: waypoint change events do not require setting event parameters and are triggered by the airborne ADS-C system determining whether a waypoint change has occurred; altitude range events have a default altitude range threshold of H. th (Typical value ±300ft), this event is triggered when the deviation between the flight's altitude and the planned waypoint's altitude exceeds the altitude range threshold; the default lateral deviation threshold for the lateral deviation change event is D. th (Typical value ±5NM) This event is triggered when the horizontal deviation between the flight and the planned waypoint exceeds the lateral deviation threshold.

[0104] Controllers can adjust the triggering parameters of each event by re-editing and sending event contracts. After the event contract is established, the airborne ADS-C system will automatically send the corresponding event report when the event is triggered.

[0105] S22. Call the trajectory prediction model to predict the trajectory.

[0106] After the system establishes an ADS-C contract with the flight, it updates the aircraft status information every 15 seconds and calls the trajectory prediction model to predict the trajectory. The predicted future trajectory points are then handed over to the conflict detection algorithm to determine whether a conflict will occur.

[0107] The system uses the BADA model for trajectory prediction, which constructs ordinary differential equations (ODEs) to describe aircraft motion, including total energy balance equations and fuel consumption equations.

[0108] The overall energy balance equation is:

[0109]

[0110] Describe engine thrust T, drag D, vacuum velocity v, aircraft weight W, and vertical velocity. The mass m of the aircraft and the rate of change of vacuum velocity The energy balance between them.

[0111] The fuel consumption equation is:

[0112] Δm = –F;

[0113] It represents the change in aircraft mass Δm caused by fuel consumption F during flight.

[0114] When predicting the flight path, the model is based on mass decay, thrust model, fuel consumption and aerodynamic parameters. It performs integral prediction of the future flight state by solving the ordinary differential equations (ODEs) that describe the aircraft's motion.

[0115] Each received ADS-C periodic report contains flight status information such as longitude, latitude, altitude, timestamp, ground speed, Mach number, vertical speed, heading angle, wind speed, wind direction, and temperature. After receiving the periodic report data, the system parses the data and uses it as input to the flight status of the trajectory prediction model at the current moment.

[0116] Based on the current status data, the system invokes the BADA model. The model outputs a sequence of future four-dimensional waypoints for at least 15 minutes at a resolution of at least seconds or higher, and updates the aircraft's flight status data. These waypoints not only reflect the aircraft's future flight path information, i.e., the changes in longitude, latitude, and altitude over time, but also incorporate fuel consumption and thrust models to estimate and correct internal performance parameters such as aircraft mass, fuel quantity, and engine thrust. These parameters originate from the initial performance data obtained from the flight plan during system initialization and are updated each time the BADA model is invoked, enabling the system to continue making accurate waypoint predictions the next time it receives an ADS periodic report.

[0117] Compared to the traditional ground air traffic control system that uses the BADA model, the method of using real-time monitoring data issued by ADS-C for prediction allows the system to continuously correct prediction errors during flight and adapt to changes in actual flight conditions, thereby improving prediction accuracy and reliability.

[0118] S23. After each generation of the future four-dimensional track point sequence, the system performs conflict detection on the prediction results. Based on the spatiotemporal cube model, the predicted four-dimensional track is decomposed into a vertical track profile, a horizontal track profile, and a velocity profile. Conflict detection is performed on altitude conflict, horizontal conflict, and spatiotemporal conflict respectively to achieve 4D conflict judgment.

[0119] Conflict detection for highly conflicting scenarios is as follows:

[0120] Calculate whether the altitude deviation between the predicted waypoint and the planned waypoint exceeds the threshold specified for altitude range events within a 5-minute / 15-minute window to determine if an altitude conflict exists.

[0121] |h i -h j |≤H th

[0122] Conflict detection for horizontal conflicts is performed as follows:

[0123] Calculate whether the lateral deviation between the predicted waypoint and the planned waypoint in the horizontal profile exceeds the threshold specified for lateral deviation events within a 5-minute / 15-minute window to determine if a horizontal conflict exists.

[0124]

[0125] Conflict detection for spatiotemporal conflicts is as follows:

[0126] Analyze the deviation between the 5-minute / 15-minute window waypoint elapsed time and the planned time to detect any speed anomalies and determine if there are any spatiotemporal conflicts.

[0127] |t i -t j |≤Δt th

[0128] (x i ,y i ,h i ,t i ) and (x j ,y j ,h j ,t j ) represent the predicted four-dimensional waypoint and the planned four-dimensional waypoint, respectively. th H th and Δt th These are preset horizontal, vertical, and time safety thresholds, respectively.

[0129] S3. Determine the circumstances under which a conflict may occur in the future and implement a tiered response to the conflict.

[0130] The system classifies conflicts according to their urgency:

[0131] Level 0 Normal Mode: When the predicted conflict time is greater than 15 minutes, or when there is no conflict;

[0132] Level 1 Potential Conflict: When a conflict is predicted to occur within 15 minutes, the system enters the potential conflict response phase.

[0133] Level 2 Emergency Conflict: The system enters emergency conflict response when a conflict is predicted to occur within 5 minutes or when an event report of an ADS-C altitude range event / lateral deviation event is received.

[0134] The potential conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data collection frequency; indicate the potential conflict type and display optional CPDLC conflict query commands for controllers to view. The CPDLC uplink conflict query messages corresponding to the three conflict types are:

[0135] High conflict:

[0136] Instruction No. 133: Confirm Altitude;

[0137] Instruction No. 135: Confirm Allocation;

[0138] Horizontal conflict:

[0139] Instruction No. 132: Confirm Position;

[0140] Directive 137: Confirm assigned route;

[0141] Instruction 140: Confirm next waypoint;

[0142] Directive 142: Confirm subsequent waypoints; ENSURING WAYPOINT;

[0143] Directive 145: Confirm heading;

[0144] Directive 146: Confirm ground track;

[0145] Directive 147: Request a position report;

[0146] Spacetime Conflict:

[0147] Command 134: Confirm Speed;

[0148] Command 137: Confirm Assigned Speed;

[0149] Directive 141: Confirm the estimated time of arrival at the next waypoint; CONFIRM NEXT WAYPOINT ETA.

[0150] The emergency conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data acquisition frequency; indicate the emergency conflict type and display optional CPDLC track change instructions for controllers to view. The CPDLC uplink track change instructions corresponding to the three conflict types are:

[0151] High conflict, requiring high-level correction:

[0152] Instructions 6-12: Expected climb / descent; EXPECT[altitude], EXPECT CLIMB AT[time], EXPECT CLIMB AT[position], EXPECT DESCENT AT[time], EXPECT DESCENT AT[position], EXPECT CRUISE CLIMB AT[time], EXPECT CRUISE CLIMB AT[position];

[0153] Instructions 13-18: Ascend / descend to a certain altitude; AT[time]EXPECT CLIMB TO[altitude], AT[position]EXPECT CLIMB TO[altitude], AT[time]EXPECT DESCENT TO[altitude], AT[position]EXPECT DESCENT TO[altitude], AT[time]EXPECT CRUISE CLIMB TO[altitude], AT[position]EXPECT CRUISE CLIMB TO[altitude];

[0154] Command No. 19-25: Altitude maintenance, altitude maintenance after climbing / descending; MAINTAIN[altitude], CLIMB TOAND MAINTAIN[altitude], AT[time]CLIMB TO AND MAINTAIN[altitude], AT[position]CLIMB TO AND MAINTAIN[altitude], DESCEND TO AND MAINTAIN[altitude], AT[time]DESCEND TO AND MAINTAIN[altitude], AT[position]DESCEND TO AND MAINTAIN[altitude];

[0155] Instructions 26-29: Ascend / descend to a certain altitude before the set time / position; CLIMB TO REACH[altitude]BY[time], CLIMB TO REACH[altitude]BY[position], DESCEND TO REACH[altitude]BY[time], DESCEND TO REACH[altitude]BY[position];

[0156] Instructions 30-32: Maintain interval height; MAINTAIN BLOCK[altitude]TO[altitude], CLIMBTO AND MAINTAIN BLOCK[altitude]TO[altitude], DESCEND TO AND MAINTAIN BLOCK[altitude]TO[altitude];

[0157] Instructions 33-35: Cruise at a certain altitude; CRUISE [altitude], CRUISE CLIMB TO [altitude], CRUISE CLIMB ABOVE [altitude];

[0158] Instructions 36-41: Immediately ascend / descend to a certain altitude; EXPEDITE CLIMB TO [altitude], EXPEDITE DESCENT TO [altitude], IMMEDIATELY CLIMB TO [altitude], IMMEDIATELY DESCEND TO [altitude], IMMEDIATELY STOP CLIMB AT [altitude], IMMEDIATELY STOP DESCENT AT [altitude];

[0159] Horizontal conflict, correct waypoints or heading angles:

[0160] Order No. 64-66: Request route offset; OFFSET[distanceoffset][direction]OF ROUTE, AT[position]OFFSET[distanceoffset][direction]OF ROUTE, AT[time]OFFSET[distanceoffset][direction]OF ROUTE;

[0161] Instructions 67-71: Resume the route at the required time / position, re-enter the route at the required time / position; PROCEED BACK ON ROUTE, REJOIN ROUTE BY [position], REJOIN ROUTE BY [time], EXPECT BACK ON ROUTE BY [position], EXPECT BACK ON ROUTE BY [time];

[0162] Instructions 74-78: Proceed directly to a location when conditions are met; PROCEED DIRECT TO [position], WHEN ABLE PROCEEDDIRECT TO [position], AT [time] PROCEEDDIRECT TO [position], AT [position] PROCEEDDIRECT TO [position], AT [altitude] PROCEEDDIRECT TO [position];

[0163] Instructions 87-90: Plan to proceed directly to a certain location; EXPECT DIRECT TO[position], AT[position] EXPECT DIRECT TO[position], AT[time] EXPECT DIRECT TO[position], AT[altitude] EXPECT DIRECT TO[position];

[0164] Instructions 94-98: Turn to a new heading angle; TURN HEADING, TURN GROUND TRACK, FLY PRESENT HEADING, AT FLY HEADING, IMMEDIATELY TURN HEADING.

[0165] Spacetime conflict, speed correction:

[0166] Instructions No. 106-110: Maintain a certain speed; MAINTAIN[speed], MAINTAIN PRESENT SPEED, MAINTAIN[speed]OR GREATER, MAINTAIN[speed]OR LESS, MAINTAIN[speed]TO[speed];

[0167] Instructions No. 111-112: Increase speed; INCREASE SPEED TO[speed], INCREASE SPEED TO[speed]OR GREATER;

[0168] Instructions 113-114: Reduce speed; Reduce speed to [speed], Reduce speed to [speed] or less;

[0169] Command 115: Set the speed limit threshold; DO NOT EXCEED [speed];

[0170] Command 116: Restore normal speed; RESUME NORMAL SPEED.

[0171] S4. After the conflict is resolved, the system is restored to normal mode.

[0172] Upon receiving an ADS periodic report, if the system uses the conflict detection algorithm to determine that the predicted trajectory meets the Level 0 normal mode conditions, then the conflict is resolved. After the conflict is resolved, the system reverts to normal mode, sends an ADS-C periodic contract request with unchanged message group parameters and a period of 15 seconds, and updates the report interval to 15 seconds.

[0173] If the system enters emergency conflict response due to receiving an event report of a height range event or a lateral deviation event, it will additionally resend a default event contract containing all three events.

[0174] Therefore, this invention employs an operational network system based on ADS-C and CPDLC, integrating ADS-C surveillance capabilities with CPDLC command control capabilities to achieve dynamic closed-loop management of four-dimensional flight paths. The system utilizes ADS-C to acquire real-time airborne parameter information, automatically creating periodic and event contracts to achieve high-frequency monitoring of 15 seconds (switching to 5 seconds during conflict warnings). After each acquisition of surveillance data, the system invokes the flight path prediction model to predict the four-dimensional flight path and performs flight path conflict detection, identifying potential deviations within a 15-minute prediction window. When a flight path exceeds limits or a waypoint time anomaly is predicted, the system assists controllers in quickly sending CPDLC control commands such as lateral deviation, climb / descent, or straight flight based on the conflict type, prompting pilots to respond rapidly and execute adjustments.

[0175] This solution optimizes air traffic control information exchange in remote airspace without radar coverage, and realizes closed-loop control of real-time monitoring of four-dimensional flight paths and automatic command feedback, thereby improving the safety of flight operations and the efficiency of airspace utilization.

[0176] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A network system based on ADS-C and CPDLC, characterized in that, Includes the following steps: S1. Start the system to initialize before flight takeoff; S2. After the aircraft enters the cruise phase, the ADS-C system establishes an ADS-C contract with the flight and updates the aircraft status information every set time. The trajectory prediction model is called to predict the trajectory, and the predicted future trajectory points are handed over to the conflict detection algorithm to determine whether a conflict will occur. S2 includes the following steps: S21, ADS-C and CPDLC initialization; In S21, after the aircraft takes off and enters the cruise phase, before leaving the conventional radar coverage area, the airborne ADS-C and CPDLC systems initiate the ADS-C and CPDLC link establishment. The ground controller confirms and establishes the ADS-C and CPDLC communication link at the ground control terminal, and then the system automatically initializes the ADS-C periodic contract and event contract. After the periodic contract is established, the airborne ADS-C system will send a periodic report every 15 seconds, which includes the ADS basic group and each on-demand message group. The longitude, latitude, altitude and timestamp in the ADS basic group are used to update the flight's four-dimensional track in real time. The on-demand message group includes the Earth reference group, the air reference group and the meteorological group with a modulus of 1. After an event contract is established, the airborne ADS-C system will automatically send out the corresponding event report when the event is triggered. The default event contract requests include waypoint change events, altitude range events, and lateral deviation change events. S22. Call the trajectory prediction model to predict the trajectory; In S22, the system uses the BADA model for trajectory prediction. This model constructs ordinary differential equations describing the aircraft's motion, including the total energy balance equation and the fuel consumption equation. The overall energy balance equation is: ； Describe engine thrust T ,resistance D Vacuum speed Aircraft weight Vertical velocity Aircraft quality and vacuum velocity change rate The energy balance between them; The fuel consumption equation is: ； This indicates the amount of fuel consumed by the aircraft during flight. The resulting change in aircraft mass ; When performing trajectory prediction, the model performs integral prediction of future flight status based on mass decay, thrust model, fuel consumption and aerodynamic parameters; the system parses the received periodic report data and uses it as the flight status input of the trajectory prediction model at the current moment; the model outputs a sequence of future four-dimensional trajectory points within 15 minutes at a resolution of at least seconds and updates the aircraft's flight status data. S23. Based on the spatiotemporal cube model, the predicted four-dimensional trajectory is decomposed into a vertical trajectory profile, a horizontal trajectory profile, and a velocity profile. Conflict detection is performed on altitude conflict, horizontal conflict, and spatiotemporal conflict respectively to achieve 4D conflict judgment. S3. Determine the circumstances under which a conflict may occur in the future and implement a tiered response to the conflict; In S3, the system classifies conflicts of different urgency levels: when the predicted time for a conflict to occur is greater than 15 minutes, or when there is no conflict, it is judged as normal mode; when a conflict is predicted to occur within 15 minutes, it is judged as a potential conflict, and the system enters potential conflict response; when a conflict is predicted to occur within 5 minutes or an event report of an ADS-C height range event / lateral deviation event is received, it is judged as an emergency conflict, and the system enters emergency conflict response. S4. After the conflict is resolved, the system is restored to normal mode. In S4, after receiving an ADS periodic report, if the system calls the conflict detection algorithm to determine that the predicted trajectory meets the normal mode conditions, then the conflict is resolved. After the conflict is resolved, the system reverts to normal mode, sends an ADS-C periodic contract request with unchanged message group parameters and a period of 15 seconds, and updates the report interval to 15 seconds. If the system enters emergency conflict response due to receiving an event report of a height range event or a lateral deviation event, it will additionally resend a default event contract containing all three events.

2. The network system based on ADS-C and CPDLC according to claim 1, characterized in that: S1 includes the following steps: S11. Obtain the planned four-dimensional trajectory information: The system interface is established through the SWIM network framework, and the AIXM5.1 standard data format is used to connect to FPPS to obtain basic flight track information including FPL submitted by airlines; the system extracts the flight plan four-dimensional track from it and stores it in the four-dimensional track maintenance module for easy updating and maintenance of the four-dimensional track in the future. S12. Obtain initial aircraft parameter information: The system additionally obtains the aircraft's initial state parameters from the FMS, including the total mass at takeoff, fuel quantity, and engine performance data, for trajectory prediction after the aircraft enters the cruise phase.

3. The network system based on ADS-C and CPDLC according to claim 1, characterized in that: In S23, conflict detection for altitude conflicts is performed as follows: Within a 5-minute / 15-minute window, the altitude deviation between the predicted waypoint and the planned waypoint is calculated to determine if an altitude conflict exists by checking if it exceeds the threshold specified for altitude range events. ； Horizontal conflict detection is performed by calculating, within a 5-minute / 15-minute window, whether the lateral deviation between the predicted waypoint and the planned waypoint in the horizontal profile exceeds the threshold specified for lateral deviation events, and determining whether a horizontal conflict exists. ； Conflict detection for spatiotemporal conflicts involves analyzing the deviation between the 5-minute / 15-minute waypoint elapsed time and the planned time, detecting any abnormal speeds, and determining whether a spatiotemporal conflict exists. ； and These represent the predicted 4D waypoints and the planned 4D waypoints, respectively. , and These are preset horizontal, vertical, and time safety thresholds, respectively.

4. The network system based on ADS-C and CPDLC according to claim 1, characterized in that, The potential conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data collection frequency; indicate the potential conflict type and display optional CPDLC conflict query commands for controllers to view. The CPDLC uplink conflict query messages corresponding to the three conflict types are: High conflict: Instruction No. 133: Confirm Altitude; Instruction No. 135: Confirm Allocation; Horizontal conflict: Instruction No. 132: Confirm Position; Directive 137: Confirm assigned route; Instruction 140: Confirm next waypoint; Directive 142: Confirm subsequent waypoints; ENSURING WAYPOINT; Directive 145: Confirm heading; Directive 146: Confirm ground track; Directive 147: Request a position report; Spacetime Conflict: Command 134: Confirm Speed; Command 137: Confirm Assigned Speed; Directive 141: Confirm the estimated time of arrival at the next waypoint; CONFIRM NEXT WAYPOINT ETA.

5. A network system based on ADS-C and CPDLC according to claim 1, characterized in that, The emergency conflict response is as follows: Send an ADS-C periodic contract request with unchanged message group parameters but shortened to 5 seconds, updating the periodic report update frequency to 5 seconds to increase the monitoring data acquisition frequency; indicate the emergency conflict type and display optional CPDLC track change instructions for controllers to view. The CPDLC uplink track change instructions corresponding to the three conflict types are: High conflict, requiring high-level correction: Instructions 6-12: Expected climb / descent; EXPECT [altitude], EXPECT CLIMB AT [time], EXPECT CLIMB AT [position], EXPECT DESCENT AT [time], EXPECT DESCENT AT [position], EXPECT CRUISE CLIMB AT [time], EXPECT CRUISE CLIMB AT [position]; Instructions 13-18: Ascend / descend to a certain altitude; AT [time] EXPECT CLIMB TO [altitude], AT [position] EXPECT CLIMB TO [altitude], AT [time] EXPECT DESCENT TO [altitude], AT [position] EXPECT DESCENT TO [altitude], AT [time] EXPECT CRUISE CLIMB TO [altitude], AT [position] EXPECT CRUISE CLIMB TO [altitude]; Order No. 19-25: Altitude maintenance, altitude maintenance after climb / descent; MAINTAIN [altitude], CLIMB TO ANDMAINTAIN [altitude], AT [time] CLIMB TO AND MAINTAIN [altitude], AT [position]CLIMB TO AND MAINTAIN [altitude], DESCEND TO AND MAINTAIN [altitude], AT [time]DESCEND TO AND MAINTAIN [altitude], AT [position] DESCEND TO AND MAINTAIN[altitude]; Instructions 26-29: Ascend / descend to a certain altitude before the set time / position; CLIMB TO REACH [altitude] BY [time], CLIMB TO REACH [altitude] BY [position], DESCEND TO REACH [altitude] BY [time], DESCEND TO REACH [altitude] BY [position]; Instructions 30-32: Maintain interval height; MAINTAIN BLOCK [altitude] TO [altitude], CLIMB TOAND MAINTAIN BLOCK [altitude] TO [altitude], DESCEND TO AND MAINTAIN BLOCK [altitude] TO [altitude]; Instructions 33-35: Cruise at a certain altitude; CRUISE [altitude], CRUISE CLIMB TO [altitude], CRUISE CLIMB ABOVE [altitude]; Instructions 36-41: Immediately ascend / descend to a certain altitude; EXPEDITE CLIMB TO [altitude], EXPEDITEDESCENT TO [altitude], IMMEDIATELY CLIMB TO [altitude], IMMEDIATELY DESCEND TO [altitude], IMMEDIATELY STOP CLIMB AT [altitude], IMMEDIATELY STOP DESCENT AT [altitude]; Horizontal conflict, correct waypoints or heading angles: Order No. 64-66: Request route offset; OFFSET [distanceoffset] [direction] OF ROUTE, AT [position] OFFSET [distanceoffset] [direction] OF ROUTE, AT [time] OFFSET [distanceoffset] [direction] OF ROUTE; Instructions 67-71: Resume route at the required time / position; re-enter route at the required time / position; PROCEED BACK ON ROUTE, REJOIN ROUTE BY [position], REJOIN ROUTE BY [time], EXPECT BACK ON ROUTE BY [position], EXPECT BACK ON ROUTE BY [time]; Instructions 74-78: Proceed directly to a location when conditions are met; PROCEED DIRECT TO [position], WHENABLE PROCEED DIRECT TO [position], AT [time] PROCEED DIRECT TO [position], AT [position] PROCEED DIRECT TO [position], AT [altitude] PROCEED DIRECT TO [position]; Instructions 87-90: Plan to proceed directly to a certain location; EXPECT DIRECT TO [position], AT [position]; EXPECT DIRECT TO [position], AT [time]; EXPECT DIRECT TO [position], AT [altitude]; Instructions 94-98: Turn to a new heading angle; TURN [direction] HEADING [degrees], TURN [direction] GROUND TRACK [degrees], FLY PRESENT HEADING, AT [position] FLYHEADING [degrees], IMMEDIATELY TURN [direction] HEADING [degrees]; Spacetime conflict, speed correction: Instructions No. 106-110: Maintain a certain speed; MAINTAIN [speed], MAINTAIN PRESENT SPEED, MAINTAIN [speed] OR GREATER, MAINTAIN [speed] OR LESS, MAINTAIN [speed] TO [speed]; Instructions No. 111-112: Increase speed; INCREASE SPEED TO [speed], INCREASE SPEED TO [speed] OR GREATER; Instructions 113-114: Reduce speed; Reduce speed to [speed], Reduce speed to [speed] or less; Command 115: Set the speed limit threshold; DO NOT EXCEED [speed]; Command 116: Restore normal speed; RESUME NORMAL SPEED.

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