曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

strives for small size, weight, and power consumption. For MAV, batteries with high power/weight ratios
are important to maximize sensor capability and endurance. Larger aircraft need to extract power from
the engine to generate AC and DC power for sensor and data link operation. Industry is encouraged to
refine methods of drawing power from the engine to reduce mechanical inefficiencies and losses with
traditional airframe-mounted electrical and hydraulic drive systems. Services should consider power
requirements, including prudent margin to allow future sensor and mission growth and total power
generated as a fraction of system weight, when developing unmanned aircraft (see Appendix A).
Lightweight optics and support structures. In keeping with the need to reduce aircraft weight, lightweight
optics and optical support structure will enable small aircraft to carry the best possible EO/IR sensors.
The use of composite materials for optical enclosures results in very stiff but light sensor housings that
are capable of maintaining tight tolerances over a range of temperatures and operating conditions. Optical
elements themselves must also be designed for low weight. This becomes more important in larger
sensors with multiple glass elements; even in medium to large UA such as MQ-9 Predator and Global
Hawk, EO/IR sensor characteristics can limit the ability to carry multiple payloads simultaneously.
UAS ROADMAP 2005
APPENDIX B – SENSORS
Page B-9
Contractors have put a great deal of work into reducing optical sensor weight; the Services should
capitalize on this work by adapting existing sensors for new vehicle applications wherever possible, to
avoid the costly solution of sensors designed for single vehicle applications.
Communication. Data links that are designed for small aircraft applications are already proliferating in
U.S. and foreign UA systems. Israel in particular has long recognized the need for effective line-of-sight
and beyond-line-of-sight real time links to make effective use of sensor data from UA communications,
but the importance of a family of small JTRS-and Software Communications Architecture (SCA)-
compliant, network-enabled communications packages must be emphasized specifically as a sensor
enabler. As a near term solution, an SCA-compliant version of the common ISR family of data links,
Common Data Link (CDL), generated by a JTRS communications unit, should be the link of choice for
all UA platforms at and above the tactical class.
In addition to the need for smaller tactical data links, large aircraft carrying sophisticated sensors will
need high capacity data transfer systems, particularly in over-the-horizon roles. Current data capacities of
274 Mbps are stressed when carrying multiple sensors simultaneously. Classes of sensors that
particularly tax links are radar imagers when full phase history is sent to a ground station for post
processing and multispectral sensors with high resolution and wide fields of view. Hyperspectral data has
the potential to vastly outstrip current data rates provided over existing links and most satellite and
ground communication networks. If all (or many) bands of hyperspectral data must be downlinked, there
will be no ability to operate any other sensors on the aircraft in near-real-time. Data rates in excess of 1
Gbps, using other than RF links (specifically laser communication), will be needed to exploit sensor
capabilities, as well as to reduce RF spectrum saturation, in the near term.
Swarms of UA carry additional communications needs. Effective distributed operations require a
battlefield network of sensor-to-sensor, sensor-to-shooter, and UA-to-UA communications to allocate
sensor targets and priorities and to position aircraft where needed. While the constellation of sensors and
aircraft needs to be visible to operators, human oversight of a large number of UA operating in combat
must be reduced to the minimum necessary to prosecute the information war. Automated target search
and recognition will transfer initiative to the aircraft, and a robust, anti-jam communications network that
protects against hostile reception of data is a crucial enabler of UA swarming.
To effectively address the aforementioned issues, fully and rapidly integrating UA and their payloads
(sensors) into the GIG is paramount. OIF provides the best example of this combat need, as demonstrated
with the rapid development and fielding of the ROVER terminal family, enabling the AC-130 Gunship
and dismounted ground units to directly receive Predator motion video. The communications issue is
addressed in Appendix C of this Roadmap; however, to facilitate this integration sensors should be
designed with GIG directed concepts and standards in mind. This implies migrating away from
　
中國航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：unmanned aircraft systems roadmap(62)