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摘要:
机场场面多点定位（MLAT）利用到达时间差（TDOA）实现目标定位。针对多点定位模式存在时延标准差大、基线较长、竖直方向精确度较差、布设难度大等问题，引入基站簇概念，提出一种多点定位基站簇布站（C-MLAT）模式，揭示基站簇定位原理及性能状态，建立C-MLAT模型。基站簇内部易于时钟精确同步，简化几何精度衰减因子（GDOP）计算，GDOP分布状态证明C-MLAT在缩短基线后通过补充站或多基站簇联合定位的方式，都可满足定位需求。利用C-MLAT建立甲、乙2类布站方式，水平方向精确度误差与竖直方向精确度误差显著降低，其中，甲、乙2类C-MLAT将水平方向精确度误差分别提高到1.76 m和1.69 m，竖直方向精确度误差分别降低约26%和36%，验证了C-MLAT定位具有更佳的性能和应用优势。
Abstract:The time difference of arrival (TDOA) can be used for airport surface multilateration (MLAT). In order to resolve the problems which include large time delay standard deviation, long baseline, poor vertical positioning accuracy, and difficult layout design, etc. A base station cluster layout of multilateration (C-MLAT) method is suggested along with the introduction of the base station cluster concept. The principle and performance state of the base station cluster location is revealed, and the C-MLAT model is established. It is easy to accurately synchronize the clock in the base station cluster and simplify the geometric dilution of precision (GDOP) calculation. The GDOP distribution state proves that C-MLAT can meet the positioning requirements by means of supplementary station or multi-base station cluster joint positioning after shortening the baseline. The horizontal accuracy error and vertical accuracy error are significantly reduced by using C-MLAT to establish class A and class B station distribution methods. The vertical positioning inaccuracy of class A and class B C-MLAT is reduced by approximately 26% and 36%, respectively, while the horizontal positioning accuracy of class A and class B C-MLAT is enhanced to 1.76 m and 1.69 m, respectively. In conclusion, C-MLAT positioning has better performance and application advantages.
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图 1 TDOA标准差变化状态
Figure 1. Change state of standard deviation of time difference of arrival
图 3 C-MLAT状态参数对目标坐标的影响
Figure 3. Influence of C-MLAT state parameters on target angular coordinates
图 4 目标距离与定位精确度的关系
Figure 4. Relationship between target distance and positioning accuracy
图 5 时延标准差与定位距离的关系
Figure 5. Relation between time delays standard deviation and positioning range
图 13 补充基站与覆盖范围的关系
Figure 13. Relationship between supplementary base stations and coverage
图 14 西宁曹家堡国际机场基站布局
Figure 14. Layout of station in Xining Caojiapu International Airport
表 1 甲、乙2类C-MLAT的GDOP对比
Table 1. Comparative of GDOP between class A C-MLAT and class B C-MLAT
布站方式 GDOP均值 MLAT 53.21 甲类C-MLAT(N=1) 73.53 甲类C-MLAT(N=2，水平) 38.69 甲类C-MLAT(N=2，垂直) 28.52 甲类C-MLAT(N=3) 6.23 乙类C-MLAT(N=2) 48.39 乙类C-MLAT(N=3) 23.88 
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表 2 C-MLAT系统的技术指标
Table 2. Technical indexes of C-MLAT system
技术指标 性能 工作频率/MHz 1090 ± 3 工作信号模式 S模式 接收机灵敏度/dBm −90 最大跟踪数量 500 基站簇内时间误差/ns <2 基站簇间时间误差/ns <10 覆盖范围 依赖基站簇和补充站的数量 定位精确度/m 终端区：<7.5，其他：<20
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表 3 甲类C-MLAT和MLAT的VDOP和HDOP对比
Table 3. Comparative of VDOP and HDOP between class A C-MLAT and MLAT
m 布站方式 HDOP均值 VDOP均值 MLAT 43.56 36.75 甲类C-MLAT(N=2，垂直) 32.32 26.91
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表 4 乙类C-MLAT和MLAT的VDOP和HDOP对比
Table 4. Comparative of VDOP and HDOP between class B C-MLAT and MLAT
m 布站方式 HDOP均值 VDOP均值 MLAT 43.56 36.75 乙类C-MLAT（N=2） 39.14 30.61
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表 5 甲、乙2类C-MLAT的VDOP和HDOP对比
Table 5. Comparative of VDOP and HDOP between class A C-MLAT and class B C-MLAT
m 布站方式 HDOP均值 VDOP均值 甲类C-MLAT(N=2，垂直) 30.52 25.55 乙类C-MLAT(N=2) 29.38 23.49
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