points. This enables the precise position and identification (with the Mode S number contained in the squitter) to be determined. Then the system interrogates in selective mode to obtain the movement identity, which, according to the transponder category, can be either Mode A or the aircraft identification (the three letter ICAO designator of the operator, followed by flight identification number, e.g. SAS945). This principle can also be extended to vehicles, which can be equipped with simplified transponders. 在这些三角或multilateration系统中,消息(squitter)被应答机每秒传输和接收到几个点。这有精确的定位和识别(与S模式包含在squitter数量)来决定的。然后系统在质问选择性的运动模式后才能获得身份,而根据发射器的类别,既可以是模式也可以是飞机识别(三封信ICAO指示器的运算符,然后是飞行。SAS945识别码,如)。这一原则也可以被扩展到车辆配备简化转发器上。
2.3.4 Mode S Gates
Mode S gates can be an alternative for medium sized airports that cannot bear the cost of a multilateration system. With this application, departing aircraft are identified periodically when leaving the apron by a Mode S receiver installed at the edge of the taxiway. This receiver picks up the squitters and, through a process of selective interrogation and remote discrimination, identifies the passing aircraft.
S模式可以解决中等规模的机场不能忍受multilateration系统的成本问题。使用这个应用程序,离开的飞机可以定期识别安装在滑行道的边缘的S模式接收器。这个接收器接受唠叨,并通过一个选择性的审讯和远程歧视的过程,识别掠过飞机。
2.4 Dependent Sensors
The last category of sensors, which is still in the development stage, is termed dependent sensors. The aircraft or vehicle calculates its position and transmits it to the ground station along with its identification. This is known as ADS (Automatic Dependent Surveillance). For the ground application, this principle is particularly interesting in the ADS/B version, because it continuously broadcasts position and identification information. For ground surveillance, information only needs to be received at one point to be exploited. Although this system is not in widespread use today, some airports use it to track vehicles.
最后一类传感器仍然在开发的阶段,被称为依赖的传感器。它能计算车辆和飞机的位置并将其传输到地面接收站。这就是所谓的广告(广播式自动回报监视)。因为地面应用程序,它能形成特别有趣的广告/ B版本,因为它不断广播位置和标识信息。地面监测信息只需要一分就能收到剥削。尽管这个系统并没有在今天得到广泛使用,但一些机场仍使用它来追踪车辆。
2.5 Data Fusion Equipment
Data fusion is a key element of A-SMGCS systems. Good surveillance can only be achieved by combining different and complementary sensors. The data provided by these sensors can be asynchronous, have varied accuracy, or even be misleading. The purpose of fusion is to extract the best possible information and indicate its quality, all of this of course in real time, or at least compensating for calculation time. It is a difficult exercise that involves complex algorithms and quite powerful calculations.
数据融合的关键因素之一是A-SMGCS系统。良好的监测可以实现必须结合不同和互补的传感器。这些传感器所提供的数据可以异步的,有不同的准确性,甚至是误导。融合的目的是提取质量尽可能最好的信息和指示,所有这些当然应在真实的时间内,或者至少补偿计算时间。这是一个困难的涉及到复杂的算法而且很强大的计算的运动。
Data fusion quality is therefore of prime importance in an A-SMGCS system since it affects the systems final performance and the degree of confidence the operator can have.
因此数据融合质量最重要的在一个A-SMGCS系统,因为它会影响系统的操作者最后一次演出程度的信心。
The format of this fused information has been standardised by Eurocontrol with the ASTERIX 11.
这个信息融合的格式已经通过了阿标准化Eurocontrol 11。
2.6 HMIs (Surveillance Display A-SMGCS Level 1)
HMIs (Human Machine Interfaces) in A-SMGCS are the link between the system and the users who are controllers, pilots and drivers of vehicles. A-SMGCS是这辆车(人机界面)之间的联系的系统和用户控制器,包括飞行员和汽车的司机。
The controller's HMI must enable the ATCO to obtain all the information needed and continue to process the information accurately and automatically. Although an HMI required for the surveillance function is
well understood, it is very difficult to define the developments required for guidance and routing functions. However, this HMI should allow an improvement in the controller's working conditions. It should save time and increase awareness of the traffic situation that previously could not have taken into account. It must, of course, be interactive to enable the controller to process in real time.
控制器的人机界面必须通过启用ATCO获取所需的所有信息,并继续准确和自动的处理信息。尽管一个人机界面所需的监视功能是很好理解的,但发展需要的指导和路由功能是很难定义的。然而,这种人机界面应该允许改善控制器的工作条件。它应该考虑以前不可能考虑的节省时间和提高对交通状况的认识的本领。当然,它必须互动,使控制器能实时处理。
The pilot's HMI is integrated into the on-board equipment and is unlikely to be very specific for the ground segment. It could be envisaged (at A-SMGCS Level 3) that the pilot has a representation showing the ground situation on his navigation display, with obstacles, other moving vehicles and aircraft, alerts and instructions. This futuristic vision is certainly not yet an operational reality, but numerous studies are being carried out. It is the same for the pilot's vision, which could be enhanced by specific systems such as cameras with far better perception that the human eye, or a head-up representation saving him time and making him more efficient. 飞行员的人机界面集成到车载设备上和对于地面部分不太可能是非常特定的。它可以设想(在A-SMGCS等级3),这位飞行员已从他的导航显示器发现障碍、其他的移动车辆和飞机、警报和指令。这种未来的愿景肯定是没有一个操作可以实现,但无数的研究正在进行。它是飞行
员的梦想,它可以由特定的系统来增强,如相机, 像人类的眼睛一样有更好的感知,或让他更高效从而节省他的时间。
The vehicle driver's HMI is not limited by standardisation of on-board equipment, but rather by the space available in the vehicle, and the real operational requirement. This HMI can simply be an alarm in the vehicle for when it enters a specific area, but could also be a visual display representing the ground traffic situation. For the future maybe guidance systems can be envisaged that would enable the driver to follow a particular route.
汽车驾驶人机界面不会受制于标准化的车载设备,而是通过可用的空间在车里达到真正的操作要求。这仅仅是人机界面警报的工具,但当它进入一个特定的区域,也可能是用一个视觉显示来代表地面交通情况。未来也许可以通过制导系统,使司机遵循特定路线。
2.7 Anti Collision Modules: (A-SMGCS Level 2 “Control Function”) The possibility of a ground collision is one of the airport management's main areas of concern. The development of systems to prevent or give warnings of collisions is a main priority in the development A-SMGCS systems. The only problem is that there cannot be a good anti-collision system without previously having a good surveillance system. The anti-collision module called the \manual will use surveillance data from the data fusion to detect potentially hazardous situations. However, errors in the surveillance system can cause false alarms or intruders, which may lead to confusing or even hazardous situations (which should of course be minimised).