Multi-source ADS-B data anti-jitter rapid fusion method and system

Abstract

The application discloses a kind of multi-source ADS-B data anti-jumping quick fusion method and system, method includes: receiving ADS-B message and obtaining target flight multi-source ADS-B track data;According to the ADS-B track data, obtain the first target track set according to 24-bit address code;Whether the first target track set satisfies secondary segmentation condition is judged using distance, height and heading difference according to the ADS-B track data, and second target track set is obtained according to the judgment result;Whether the second target track set satisfies tertiary segmentation condition is judged using distance, flight number and secondary code according to the ADS-B track data, and third target track set is obtained according to the judgment result;The number of elements in the target track set that cannot be segmented again is judged based on the tertiary segmentation result, and fusion track is obtained.The application improves the accuracy of system output ADS-B track data, and enhances the support for controller decision.

Description

Technical Field

[0001] This invention relates to the field of ADS-B data fusion technology, specifically to a method and system for rapid fusion of multi-source ADS-B data to prevent jumps. Background Technology

[0002] The ADS-B Data Center (ADC system) system receives ADS-B data from ADS-B ground stations and lower-level ADS-B data centers within its jurisdiction. After processing such as ADS-B data parsing, fusion, and verification, it provides real-time integrated ADS-B surveillance information to air traffic control departments within its jurisdiction. For areas in central and western my country with incomplete radar coverage, the application of ADS-B surveillance technology can solve the problem of "invisibility," while simultaneously enhancing the reliability of air traffic control operations, reducing the risk of errors, omissions, and oversights, improving the utilization rate of ADS-B data, increasing airspace capacity, and enhancing the level of flight safety. ADS-B data is rich in information and updated frequently. Therefore, using ADS-B information in the core air traffic control system and air traffic control automation system can improve the accuracy of flight tracks and the correlation rate of system tracks. However, due to multipath and obstruction problems in the transmission of ADS-B data identification information, under the existing ADS-B data processing mechanism, it is easy to cause jumps in track identification information (secondary codes and flight numbers). This can lead to the formation of false targets in the existing fusion method of ADS-B tracks, resulting in target splitting in air traffic control automation and failure to automatically correlate tracks, which in turn affects the safe operation of air traffic control.

[0003] Since ADS-B data is actively broadcast by the airborne system, all eligible ADS-B ground stations can receive the airborne ADS-B messages. The ADS-B ground stations assemble the Target Status Report (CAT021) based on these messages. Therefore, a single target may be monitored by multiple ADS-B ground stations. However, due to multipath interleaving or obstruction, different ADS-B ground stations may lack the latest track identification information (secondary codes or flight numbers). Furthermore, changes to secondary codes or flight numbers (during calibration or code correction) can lead to inconsistencies in the secondary codes or flight numbers transmitted by different stations. Current ADS-B fusion mechanisms primarily employ multi-radar processing methods, typically including mosaic multi-radar data processing and weighted fusion multi-radar data processing. Existing ADS-B data fusion processing methods have the following drawbacks:

[0004] (1) Although the traditional mosaic multi-radar data processing method has a fast processing speed, it is easy to cause the output fused ADS-B track identification information (secondary code or flight number) to jump when the secondary codes or flight numbers sent by multiple ground stations are inconsistent.

[0005] (2) Traditional dynamic weighted fusion multi-radar data processing can accept the processing time of radar data with a 4-second update cycle, but it has the problem of high algorithm time complexity and long processing time for real-time dynamic target processing in a large airspace with a 0.5-second update cycle and a large number of multiple coverages. It also has the problem of inconsistent secondary codes or flight numbers sent by multiple ground stations, which can easily lead to the output of fused ADS-B track identification information (secondary code or flight number) jumping. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a method and system for rapid fusion of multi-source ADS-B data to prevent jumps.

[0007] Firstly, a method for rapid fusion of multi-source ADS-B data to prevent jumps includes:

[0008] Receive ADS-B messages and obtain multi-source ADS-B track data of the target flight based on the ADS-B messages;

[0009] Based on the ADS-B track data, the first segmentation is performed according to the 24-bit address code to obtain the first target track set;

[0010] Based on the distance, altitude, and heading difference of the ADS-B track data, determine whether the first target track set meets the secondary segmentation condition, and perform a second segmentation on the corresponding first target track set according to the judgment result to obtain the second target track set;

[0011] Based on the distance, flight number, and secondary code of the ADS-B track data, determine whether the second target track set meets the three-stage segmentation condition, and perform a third segmentation on the corresponding second target track set according to the judgment result to obtain the third target track set;

[0012] Based on the results of the three-stage segmentation, the number of elements in the current set of all target tracks that cannot be further segmented is determined, and the fused track is obtained based on the ADS-B track data in the corresponding target track set according to the number of elements.

[0013] Furthermore, the step of receiving the ADS-B message and obtaining the target flight's multi-source ADS-B track data based on the ADS-B message specifically includes:

[0014] ADS-B messages are received from multiple ground stations in each processing cycle;

[0015] Based on the ADS-B message, obtain all ADS-B track data of the target flight at multiple ADS-B ground stations, and perform data preprocessing on the ADS-B track data to remove invalid data;

[0016] The ADS-B track data includes eleven-tuple information, which includes the ground station number, 24-bit address code, TOA time, longitude, latitude, altitude, heading, secondary code, duration of secondary code, flight number, and duration of flight number for the target flight at a specific time.

[0017] Further, the first segmentation of the ADS-B track data according to the 24-bit address code to obtain the first target track set is specifically as follows:

[0018] The ADS-B track data acquired within the same processing cycle are classified according to the 24-bit address code. All ADS-B track data with the same 24-bit address code are classified into the same target track set for the first segmentation, and the target track set obtained from the first segmentation is used as the first target track set.

[0019] Further, the step of determining whether the first target track set meets the secondary segmentation condition based on the distance, altitude, and heading difference of the ADS-B track data, and then performing a second segmentation on the corresponding first target track set based on the determination result to obtain the second target track set, specifically involves:

[0020] The path length is obtained by using distance, altitude, and heading difference based on the ADS-B track data, and the current position of the target flight is obtained.

[0021] If the number of ADS-B track data in the first target track set is greater than 1, then determine whether the first target track set satisfies the secondary segmentation condition based on the path length and the current position of the target flight.

[0022] If yes, then the first target track set is divided into two second target track subsets; otherwise, the current first target track set is retained.

[0023] Based on the path length and the current location of the target flight, it is determined again whether the current set of all second target tracks meets the secondary segmentation condition. If so, the corresponding set of second target tracks is segmented a second time until it cannot be segmented.

[0024] Furthermore, the step of determining whether the first target trajectory set satisfies the secondary segmentation condition based on the path length and the current position of the target flight is as follows:

[0025] When the path length is of type distance, if the target flight is currently located in the terminal or tower area and the path length is greater than 3 nautical miles, the corresponding first target track set will be divided into two second target track sets.

[0026] When the path length is of type distance, if the target flight is currently located in the route area and the path length is greater than 5 nautical miles, the corresponding first target track set will be divided into two second target track sets.

[0027] When the path length type is altitude, if the path length is greater than 60 meters, the corresponding first target track set will be divided into two second target track sets.

[0028] When the path length is of type heading, if the path length is greater than 45°, the corresponding first target track set will be divided into two second target track sets.

[0029] Further, the step of determining whether the second target track set meets the triple segmentation condition based on the distance, flight number, and secondary code of the ADS-B track data, and then performing a third segmentation on the corresponding second target track set based on the determination result to obtain the third target track set, specifically involves:

[0030] The current location of the target flight is obtained by using distance, flight number, and secondary code as tertiary segmentation criteria based on the ADS-B track data.

[0031] If the number of ADS-B track data in the second target track set is greater than 1, then it is determined whether the second target track set meets the three-stage segmentation condition based on the three-stage segmentation criteria and the current position of the target flight.

[0032] If yes, then the second target track set is divided into two third target track sets; otherwise, the current second target track set is retained.

[0033] Based on the three-stage segmentation criteria and the current location of the target flight, it is determined again whether the current set of all third target tracks meets the three-stage segmentation conditions. If so, the corresponding set of third target tracks is segmented a third time until it cannot be segmented.

[0034] Furthermore, the step of determining whether the second target trajectory set satisfies the three-stage segmentation condition based on the three-stage segmentation criteria and the current position of the target flight specifically involves:

[0035] When the target flight is currently located in the terminal or tower area, if the distance is greater than 0.56 NM and the flight number or secondary code is inconsistent, the corresponding second target track set will be divided into two third target track sets.

[0036] When the target flight is currently located in the route area, if the distance is greater than 1.9 NM and the flight number or secondary code is inconsistent, the corresponding second target track set will be divided into two third target track sets.

[0037] Furthermore, during the first processing cycle, the distance is the distance between the location of the target flight in the current target track set and the location of the first flight within this cycle;

[0038] When not in the first processing cycle, the distance is the distance between the location of the target flight in the current cycle and the location of the target flight in the previous cycle;

[0039] The first flight includes: the flight corresponding to the first ADS-B track data received within the current period in the target track set with the same 24-bit address code.

[0040] Furthermore, based on the results of the three-stage segmentation, the number of elements in the current set of all indivisible target tracks is determined, and the fused track is obtained based on the ADS-B track data in the corresponding target track set according to the number of elements. Specifically:

[0041] Determine the number of ADS-B track data in each of the current sets of target tracks that cannot be further divided;

[0042] If the number of ADS-B track data is greater than 1, the ADS-B track data with the shortest secondary code duration or flight number duration in the corresponding set will be used as the fusion track template. Other ADS-B track data that are missing from the fusion track template but are included in the corresponding set will be aggregated and merged onto the fusion track template to obtain the final fusion track.

[0043] If the number of ADS-B track data is equal to 1, then the ADS-B track data in the corresponding set is directly output as the fused track template.

[0044] Secondly, a multi-source ADS-B data anti-jump fast fusion system includes:

[0045] Information acquisition module: used to receive ADS-B messages and obtain multi-source ADS-B track data of the target flight based on the ADS-B messages;

[0046] First segmentation module: used to perform the first segmentation based on the ADS-B track data according to the 24-bit address code to obtain the first target track set;

[0047] Secondary segmentation module: used to determine whether the first target track set meets the secondary segmentation conditions based on the distance, altitude and heading difference of the ADS-B track data, and to perform a second segmentation on the corresponding first target track set according to the determination result to obtain the second target track set;

[0048] The third segmentation module is used to determine whether the second target track set meets the third segmentation condition based on the distance, flight number and secondary code of the ADS-B track data, and to perform a third segmentation on the corresponding second target track set according to the determination result to obtain the third target track set.

[0049] Track fusion module: Based on the results of the three-stage segmentation, it determines the number of elements in the current set of all target tracks that cannot be further segmented, and obtains the fused track based on the ADS-B track data in the corresponding target track set according to the number of elements.

[0050] The beneficial effects of this invention are as follows: It obtains multi-source ADS-B track data of the target flight based on ADS-B messages, classifies the ADS-B track data according to 24-bit address codes to obtain multiple target track sets, and segments the target track sets based on information such as longitude, latitude, heading, altitude, secondary codes, and flight numbers in the ADS-B track data. Finally, it converges and merges all the target track sets at the lowest level after segmentation to obtain a fused track. This achieves rapid fusion of real-time dynamic secondary codes or flight numbers of multi-source ADS-B target flights over a large airspace, preventing jumps and avoiding the problem of inconsistent secondary codes or flight numbers of the same target flight output by multiple ground stations due to multipath interleaving or obstruction of ADS-B messages caused by jumps in secondary codes or flight numbers. This improves the accuracy of ADS-B track data output by the ADS-B data center system and enhances support for air traffic controller decision-making. Attached Figure Description

[0051] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0052] Figure 1 This is a flowchart of a multi-source ADS-B data anti-jump fast fusion method provided in Embodiment 1 of the present invention;

[0053] Figure 2 This is a schematic diagram of target track set segmentation for a multi-source ADS-B data anti-jump fast fusion method provided in Embodiment 1 of the present invention;

[0054] Figure 3 This is a block diagram of a multi-source ADS-B data anti-jump fast fusion system provided in Embodiment 2 of the present invention. Detailed Implementation

[0055] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0056] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application should have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0057] Example 1

[0058] Aircraft equipped with ADS-B can broadcast their precise position and other data (such as speed, altitude, whether the aircraft is turning, climbing or descending, identification information, etc.) via data link. The downlink broadcast data is ADS-B messages. After receiving the ADS-B messages from the airborne aircraft, the ground-deployed ADS-B ground station encapsulates the ADS-B target status report according to the corresponding rules. That is, an ADS-B target status report consists of multiple ADS-B messages. Each frame of the ADS-B message contains partial information about a target's track. Some contain position and altitude information, some contain identification information, and some contain speed and heading information, and so on. This means that theoretically, each ADS-B receives the same message, so the output track information should also be consistent. However, ground stations typically encapsulate ADS-B target status reports based on location reports. The update time for location reports is 0.4–0.6 seconds, while the update time for track identification information (flight number or secondary code) is 4.8–5.2 seconds. Following this logic, when encapsulating target status reports, ADS-B ground stations will inevitably use the previous frame of track identification information. When ADS-B message interleaving or occlusion occurs, a certain ADS-B ground station may lack the latest flight number or secondary code information, resulting in the output of the flight number or secondary code information before the change. Consequently, multiple ADS-B ground stations may output inconsistent flight numbers or secondary codes for the same target.

[0059] Based on the aforementioned characteristics of ADS-B data, this embodiment proposes a fast fusion method for multi-source ADS-B data to prevent jumps, such as... Figure 1 As shown, it includes:

[0060] S1: Receive an ADS-B message and obtain multi-source ADS-B track data of the target flight based on the ADS-B message;

[0061] Specifically, within each processing cycle, ADS-B messages from multiple ground stations are received and parsed to obtain all ADS-B track data of the target flight at these ground stations. Each ADS-B track data is associated with a corresponding ground station ID. The ADS-B track data undergoes preprocessing to remove invalid data that does not conform to the standard message format, such as missing latitude and longitude information or missing time data, thereby obtaining valid ADS-B track data.

[0062] The preprocessed ADS-B track data includes eleven-tuple information:

[0063] T(SID,AA,TOA,LONGT,LAT,HGT,HD,AM,AMG,CS,CSG)

[0064] Wherein, SID represents the ground station number of the target flight at a specific time t, ΔT is set to 0.2s based on the characteristics of ADS-B time-scaled data, AA represents the 24-bit address code of the target flight at a specific time t, TOA represents the TOA time of the target flight at a specific time t, LONGT represents the longitude of the target flight at a specific time t, LAT represents the latitude of the target flight at a specific time t, HGT represents the altitude of the target flight at a specific time t, HD represents the heading of the target flight at a specific time t, AM represents the secondary code of the target flight at a specific time t, AMG represents the duration of the secondary code of the target flight at a specific time t, CS represents the flight number of the target flight at a specific time t, and CSG represents the duration of the flight number of the target flight at a specific time t.

[0065] Each 11-tuple T x If the target trajectory information output by each ADS-B ground station at time t can be uniquely determined, then all ADS-B trajectory data of the target flight at time t (±ΔT) in the ADS-B data center system can be represented as a set T = {T1, T2, ..., T...} n}

[0066] S2: Based on the ADS-B track data, perform the first segmentation according to the 24-bit address code to obtain the first target track set;

[0067] Specifically, using the AA information in the 11-tuple information, the ADS-B track data set T acquired in the same processing cycle is grouped according to the 24-bit address code. All ADS-B track data with the same 24-bit address code are classified into the same target track set for the first segmentation. The target track set can be represented as: T AA ={T AA1 ,T AA2 ,...,T AAn}, set TAA Each element represents a set of ADS-B track data with the same 24-bit address code. The set of all target tracks obtained from the first segmentation is taken as the first target track set.

[0068] S3: Based on the distance, altitude and heading difference of the ADS-B track data, determine whether the first target track set meets the secondary segmentation condition, and perform a second segmentation on the corresponding first target track set according to the judgment result to obtain the second target track set;

[0069] Specifically, for the first target track set TAA with the same 24-bit address code in step S2, if the number of ADS-B track data in the set is greater than 1, the iForest method is used for classification based on the longitude, latitude, heading, and altitude information in the 11-tuple of the ADS-B track data. The distance, altitude, and heading difference are used as the path length, and the current position of the target flight is obtained. Based on the path length and the current position of the target flight, it is determined whether the first target track set with more than 1 ADS-B track data satisfies the secondary segmentation condition. If so, the first target track set that satisfies the secondary segmentation condition is divided into two second target track sets; otherwise, the current first target track set is directly retained.

[0070] Specifically, the step of determining whether the first target track set meets the secondary segmentation condition based on the path length and the current position of the target flight includes: when the path length type is distance, if the target flight is currently located in the terminal or tower area and the path length is greater than 3 nautical miles, then the corresponding first target track set is segmented into two second target track sets; when the path length type is distance, if the target flight is currently located in the route area and the path length is greater than 5 nautical miles, then the corresponding first target track set is segmented into two second target track sets; when the path length type is altitude, if the path length is greater than 60 meters, then the corresponding first target track set is segmented into two second target track sets; when the path length type is heading, if the path length is greater than 45°, then the corresponding first target track set is segmented into two second target track sets.

[0071] Furthermore, for each set of second target tracks obtained by segmentation, it is determined again whether it meets the secondary segmentation condition based on the path length and the current position of the target flight. If so, the set of second target tracks is segmented a second time until the set cannot be segmented.

[0072] S4: Based on the distance, flight number and secondary code of the ADS-B track data, determine whether the second target track set meets the three-stage segmentation condition, and perform a third segmentation on the corresponding second target track set according to the judgment result to obtain the third target track set;

[0073] Specifically, for the second target track set that cannot be segmented in step S3, if the number of ADS-B track data in the set is greater than 1, the iForest method is used for classification based on the longitude, latitude, altitude, secondary code, flight number, and other information in the 11-tuple of the ADS-B track data. Distance, flight number, and secondary code are used as the three-stage segmentation criteria, and the current position of the target flight is obtained. Based on the three-stage segmentation criteria and the current position of the target flight, it is determined whether the second target track set with more than 1 ADS-B track data satisfies the three-stage segmentation condition. If so, the corresponding second target track set that satisfies the condition is segmented into two third target track sets; otherwise, the current second target track set is directly retained.

[0074] The step of determining whether the current target track set or target track subset meets the three-stage segmentation condition based on the three-stage segmentation criteria and the current location of the target flight includes: when the target flight is currently located in the terminal or tower area, if the distance is greater than 0.56 NM and the flight number or secondary code is inconsistent, the corresponding second target track set is segmented into two third target track sets; when the target flight is currently located in the airway area, if the distance is greater than 1.9 NM and the flight number or secondary code is inconsistent, the corresponding second target track set is segmented into two third target track sets.

[0075] Furthermore, for all current sets of third target tracks, it is determined again whether they meet the three-stage segmentation conditions based on the three-stage segmentation criteria and the current position of the target flight. If so, the set of third target tracks is segmented a third time until the set cannot be segmented.

[0076] For ease of understanding, this embodiment uses Figure 2 For example, box T0 represents the target track ADS-B data set for one processing cycle. T0 is segmented once according to the 24-bit address code as the classification standard to obtain two first target track sets T11 and T12 (flight d). Then, distance, altitude, and heading difference are used to determine whether sets T11 and T12 (flight d) meet the secondary segmentation conditions. If only set T11 meets the secondary segmentation conditions, set T11 is segmented twice to obtain two second target track sets T21 (flight a) and T22. Then, distance, flight number, and secondary code are used to determine whether sets T21 (flight a) and T22 meet the tertiary segmentation conditions. If only set T22 meets the tertiary segmentation conditions, set T22 is segmented tertiary to obtain two third target track sets T31 (flight b) and T32 (flight c).

[0077] It should be noted that, when in the first processing cycle, the distance mentioned in this embodiment refers to the distance between the location of the target flight and the location of the first flight in the current target track set within this cycle. The first flight refers to the flight corresponding to the first ADS-B track data received in this cycle within the target track set with the same 24-bit address code. When not in the first processing cycle, i.e., in other cycles after the first cycle, the distance mentioned in this embodiment refers to the distance between the location of the target flight in the current cycle and the location of the target flight in the previous cycle.

[0078] S5: Based on the results of the three-stage segmentation, determine the number of elements in the current set of all target tracks that cannot be further segmented, and obtain the fused track based on the ADS-B track data in the corresponding target track set according to the number of elements;

[0079] Specifically, determine the number of ADS-B track data in all currently indivisible target track sets. The "all indivisible target track sets" refers to all bottom-level target track sets after three partitions, such as... Figure 2 The set consists of sets T12 (flight d), T21 (flight a), T31 (flight b), and T32 (flight c). If the number of ADS-B track data in all indivisible target track sets is greater than 1, then the ADS-B track data with the smallest secondary code duration (AMG) or flight number duration (CSG) in the corresponding set is used as the fused track template data. Other ADS-B track data that exist in the corresponding set but are missing from the fused track template are then aggregated and merged onto the fused flight template to obtain the final fused track.

[0080] Furthermore, if the number of ADS-B track data in all currently indivisible target track sets is equal to 1, then the ADS-B track data of that set is directly output as the template for the fused track to obtain the final fused track. This avoids the problem of inconsistent secondary codes or flight numbers output by multiple ground stations for the same target due to ADS-B message multipath interleaving or obstruction when changing secondary codes or flight numbers, thus triggering a jump in the secondary code or flight number in the target track information output by the ADC.

[0081] Example 2

[0082] like Figure 3 As shown, a multi-source ADS-B data anti-jump fast fusion system includes:

[0083] Information acquisition module: used to receive ADS-B messages and obtain multi-source ADS-B track data of the target flight based on the ADS-B messages;

[0084] First segmentation module: used to perform the first segmentation based on the ADS-B track data according to the 24-bit address code to obtain the first target track set;

[0085] Secondary segmentation module: used to determine whether the first target track set meets the secondary segmentation conditions based on the distance, altitude and heading difference of the ADS-B track data, and to perform a second segmentation on the corresponding first target track set according to the determination result to obtain the second target track set;

[0086] The third segmentation module is used to determine whether the second target track set meets the third segmentation condition based on the distance, flight number and secondary code of the ADS-B track data, and to perform a third segmentation on the corresponding second target track set according to the determination result to obtain the third target track set.

[0087] Track fusion module: Based on the results of the three-stage segmentation, it determines the number of elements in the current set of all target tracks that cannot be further segmented, and obtains the fused track based on the ADS-B track data in the corresponding target track set according to the number of elements.

[0088] It should be noted that for a more detailed workflow of a multi-source ADS-B data anti-jump fast fusion system, please refer to the aforementioned method implementation section, which will not be repeated here.

[0089] This invention acquires multi-source ADS-B track data of a target flight from ADS-B messages, classifies the ADS-B track data according to 24-bit address codes to obtain multiple target track sets, and segments the target track sets based on information such as longitude, latitude, heading, altitude, secondary codes, and flight numbers in the ADS-B track data. Finally, it converges and merges all the target track sets at the lowest level after segmentation to obtain a fused track. This achieves rapid fusion of real-time dynamic secondary codes or flight numbers of multi-source ADS-B target flights over a large airspace without jumps, avoiding the problem of inconsistent secondary codes or flight numbers of the same target flight output by multiple ground stations due to multipath interleaving or obstruction of ADS-B messages caused by jumps in secondary codes or flight numbers in ADS-B track data. This improves the accuracy of ADS-B track data output by the ADS-B data center system and enhances support for air traffic controller decision-making.

[0090] 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 the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A multi-source ADS-B data anti-jumping fast fusion method, characterized in that, The method comprises the following steps: receiving an ADS-B message, and obtaining target flight multi-source ADS-B track data according to the ADS-B message; performing first segmentation on the ADS-B track data according to a 24-bit address code to obtain a first target track set; judging whether the first target track set meets a second segmentation condition by using distance, height and heading difference of the ADS-B track data, and performing second segmentation on the corresponding first target track set according to the judging result to obtain a second target track set; judging whether the second target track set meets a third segmentation condition by using distance, flight number and secondary code of the ADS-B track data, and performing third segmentation on the corresponding second target track set according to the judging result to obtain a third target track set; judging the number of elements in all target track sets that cannot be segmented again based on the third segmentation result, and obtaining a fusion track based on the ADS-B track data in the corresponding target track set according to the number of elements.

2. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 1, characterized in that, The method of receiving an ADS-B message and obtaining target flight multi-source ADS-B track data comprises the following steps: receiving an ADS-B message from a plurality of ground stations in each processing cycle; obtaining all ADS-B track data of the target flight at a plurality of ADS-B ground stations according to the ADS-B message, and performing data preprocessing on the ADS-B track data to remove invalid data; the ADS-B track data comprises eleven-tuple information, and the eleven-tuple information comprises ground station number, 24-bit address code, TOA time, longitude, latitude, height, heading, secondary code, secondary code survival time, flight number and flight number survival time of the target flight at a specific moment.

3. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 2, characterized in that, The method of performing first segmentation on the ADS-B track data according to a 24-bit address code to obtain a first target track set comprises the following steps: classifying the ADS-B track data obtained in the same processing cycle according to a 24-bit address code, classifying all ADS-B track data with the same 24-bit address code into the same target track set to perform first segmentation, and taking the target track set obtained by the first segmentation as the first target track set.

4. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 3, characterized in that, The method of judging whether the first target track set meets a second segmentation condition by using distance, height and heading difference of the ADS-B track data, and performing second segmentation on the corresponding first target track set according to the judging result to obtain a second target track set comprises the following steps: using distance, height and heading difference as path length, and obtaining the current position of the target flight according to the ADS-B track data; if the number of ADS-B track data of the first target track set is greater than 1, judging whether the first target track set meets a second segmentation condition according to the path length and the current position of the target flight; if yes, the first target track set is segmented into two second target track subsets, and if no, the current first target track set is retained. According to the path length and the current position of the target flight, it is determined again whether all the second target track sets currently satisfy the secondary segmentation condition, and if yes, the corresponding second target track set is segmented again for the second time until it cannot be segmented.

5. The multi-source ADS-B data anti-jumping and fast fusion method according to claim 4, characterized in that, The first target track set is segmented into two second target track sets when the path length is greater than 3 nautical miles if the target flight is currently located in the terminal or tower area and the type of the path length is distance. The first target track set is segmented into two second target track sets when the path length is greater than 5 nautical miles if the target flight is currently located in the en route area and the type of the path length is distance. The first target track set is segmented into two second target track sets when the path length is greater than 60 meters if the type of the path length is height. The first target track set is segmented into two second target track sets when the path length is greater than 45° if the type of the path length is heading. According to the ADS-B track data, distance, flight number and secondary code are used as the third segmentation standard, and the current position of the target flight is obtained.

6. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 5, characterized in that, If the number of ADS-B track data of the second target track set is greater than 1, it is determined whether the second target track set satisfies the third segmentation condition according to the third segmentation standard and the current position of the target flight. If yes, the second target track set is segmented into two third target track sets, and if no, the current second target track set is retained. It is determined again whether all the third target track sets currently satisfy the third segmentation condition according to the third segmentation standard and the current position of the target flight, and if yes, the corresponding third target track set is segmented again for the third time until it cannot be segmented. The second target track set is segmented into two third target track sets when the distance is greater than 0.56 NM and the flight number or secondary code is inconsistent if the target flight is currently located in the terminal or tower area. The second target track set is segmented into two third target track sets when the distance is greater than 1.9 NM and the flight number or secondary code is inconsistent if the target flight is currently located in the en route area.

7. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 6, characterized in that, 8. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 7, characterized in that: When in the first processing period, the distance is the distance between the position of the target flight in the current target track set and the position of the first flight in the first processing period. ​ ​ ​ When not in the first processing cycle, the distance is the distance between the location of the target flight in the current cycle and the location of the target flight in the last cycle; The first flight includes: in the target track set with the same 24-bit address code, the flight corresponding to the first received ADS-B track data in the current cycle.

9. The multi-source ADS-B data anti-jumping rapid fusion method according to claim 7, characterized in that, Based on the third segmentation result, the number of elements in all target track sets that cannot be further segmented is judged, and the fusion track is obtained based on the ADS-B track data in the corresponding target track set according to the number of elements. The number of ADS-B track data in all target track sets that cannot be further segmented is judged respectively. If the number of ADS-B track data is greater than 1, the ADS-B track data with the minimum secondary code survival time or flight number survival time in the corresponding set is taken as the fusion track template, and other ADS-B track data in the corresponding set which is not included in the fusion track template is aggregated and fused to the fusion track template to obtain the final fusion track. If the number of ADS-B track data is equal to 1, the ADS-B track data in the corresponding set is directly output as the fusion track template to obtain the final fusion track.

10. A multi-source ADS-B data anti-jumping quick fusion system, characterized in that, It includes: An information collection module for receiving ADS-B messages and obtaining target flight multi-source ADS-B track data based on the ADS-B messages; A first segmentation module for performing the first segmentation according to the ADS-B track data based on 24-bit address codes to obtain a first target track set; A second segmentation module for judging whether the first target track set meets the second segmentation condition using distance, height and heading difference based on the ADS-B track data, and performing the second segmentation on the corresponding first target track set according to the judgment result to obtain a second target track set; A third segmentation module for judging whether the second target track set meets the third segmentation condition using distance, flight number and secondary code based on the ADS-B track data, and performing the third segmentation on the corresponding second target track set according to the judgment result to obtain a third target track set; A track fusion module for judging the number of elements in all target track sets that cannot be further segmented based on the third segmentation result, and obtaining the fusion track based on the ADS-B track data in the corresponding target track set according to the number of elements.

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