Reverse positioning system and method based on ADS-B signal of aircraft

Abstract

The invention discloses a reverse positioning system and method based on an ADS-B signal of an aircraft, and the method comprises the steps: obtaining collection requests for the position of an aircraft to be reversely positioned in different time periods, and collecting the basic data of the position of the aircraft to be reversely positioned in different time periods to a multi-modal data edge calculation cloud; aDS-B signal data of the aircraft at the position of the aircraft to be reversely positioned at different time periods are collected, and after the received data are classified and preprocessed, the collected basic data of the position of the aircraft to be reversely positioned are stored in a server data processing module; the AIP algorithm calculates the received and processed data of the position of the aircraft to be reversely positioned at different time periods stored by the reverse positioning deviation collecting and processing module at different time periods; acquiring position data of all aircrafts to be reversely positioned in the server data processing module, and generating a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning restriction factor analysis interface; according to the invention, the accuracy of reverse positioning calculation is improved.

Description

Technical Field

[0001] The present invention relates to the field of aircraft positioning, and particularly to a reverse positioning system and method based on aircraft ADS-B signals. Background Art

[0002] With the rapid development of applications such as smart airports, drone monitoring, and air logistics, the demand for high-precision, low-cost, stable, and reliable positioning technologies is increasing day by day. However, in complex environments such as the airport apron area and urban canyons, traditional positioning technologies such as GNSS (Global Navigation Satellite System), Wi-Fi, Bluetooth (BLE), and Ultra-Wideband (UWB) all have certain limitations. ADS-B (Automatic Dependent Surveillance-Broadcast) is a broadcast surveillance technology widely used in civil aviation that can provide high-precision aircraft position information. The reverse positioning system based on ADS-B signals uses a network of ground receivers to reverse-calculate the positions of ground targets (such as personnel, vehicles, or equipment) by measuring the ADS-B signal information of multiple aircraft. This method has the advantages of stable signal sources, no need for additional infrastructure, and applicability to large-scale airspace monitoring, and can provide reliable positioning services in scenarios such as the airport apron and complex urban environments. However, existing traditional positioning technologies still face many challenges in complex environments, limiting their widespread application.

[0003] First of all, poor adaptability in complex environments is a major problem of existing positioning technologies. In the airport apron area or densely built-up urban areas, GNSS signals are easily blocked or affected by multipath interference, resulting in a decrease in positioning accuracy or even inability to work properly. At the same time, positioning methods based on radio frequency signals such as Wi-Fi and BLE have limited accuracy in open areas and are greatly affected by interference, especially in outdoor environments, it is difficult to achieve stable high-precision positioning. In contrast, ADS-B, mainly used for aircraft surveillance, has strong signals and a wide coverage range, which can provide reliable measurement data for the reverse positioning system and improve adaptability in complex environments.

[0004] Secondly, high cost and deployment complexity limit the large-scale application of positioning technologies such as UWB and BLE. UWB and BLE require the deployment of multiple base station nodes to form an effective positioning network. Especially in large-scale airport scenarios, the construction cost and maintenance difficulty of infrastructure are relatively high. At the same time, many existing high-precision positioning systems require the additional installation of specific hardware, such as UWB receivers, BLE beacons, etc., which increases the system cost and is also difficult to make full use of existing infrastructure. In contrast, the reverse positioning system based on ADS-B can directly use aircraft as signal sources, and the construction cost of ground receiving stations is relatively low, which can reduce the dependence on additional equipment and thus reduce the overall deployment cost.

[0005] In addition, there are also certain limitations in the prior art in terms of accuracy and flexibility. In complex environments such as near airport terminals, the accuracy of GNSS significantly decreases, and due to the limited coverage range of UWB and BLE, it is difficult to be applied on a large scale. In addition, the signals of Wi-Fi and BLE are vulnerable to environmental interference, resulting in insufficient positioning accuracy and unable to meet the scenarios with high-precision positioning requirements, such as the tracking of equipment and personnel on the airside of the airport. Most existing positioning methods rely on traditional models such as time of arrival (TOA) and angle of arrival (AOA), lacking an adaptive optimization mechanism for complex environments. In the case of insufficient signal sources or strong interference, it is difficult to dynamically adjust the algorithm to ensure positioning accuracy. Summary of the Invention

[0006] To overcome the deficiencies of the above prior art, the object of the present invention is to provide a reverse positioning system and method based on aircraft ADS-B signals. The present invention receives the ADS-B signals of multiple aircraft and uses the angle of arrival (AoA) and distance weighting algorithm to perform high-precision reverse calculation on the geographical location of the ADS-B receiver. On the premise of hardly increasing infrastructure, the present invention realizes an innovative positioning method that is completely different from traditional positioning means such as global navigation satellite system (GNSS), ultra-wideband (UWB), Bluetooth low energy (BLE), and Wi-Fi. This solution performs reverse solution on the signal source position through an adaptive weighting and optimization algorithm, and can dynamically adapt to environmental changes, improving the stability and accuracy of positioning.

[0007] The core of the present invention is the adaptive inverse positioning algorithm (AIP). This algorithm synthesizes the angle of arrival data, distance information, and their timestamps of multiple ADS-B signals, processes the multi-signal source data through a complex weighting and filtering mechanism, and automatically adjusts the contribution of each signal source to the positioning solution. This method has high adaptability and robustness, and can maintain high positioning accuracy in complex environments with dense high-rise buildings and severe signal reflections. At the same time, this positioning method can be widely applied to scenarios such as large airports and complex urban building areas that are difficult to cover by the prior art.

[0008] To achieve the above object, the present invention provides a reverse positioning system based on aircraft ADS-B signals, including:

[0009] An aircraft position data acquisition module to be reverse-positioned, which is used to obtain the acquisition requests for the positions of the aircraft to be reverse-positioned at different times, and collect the basic data of the positions of the aircraft to be reverse-positioned at different times to the multi-modal data edge computing cloud;

[0010] The reverse positioning deviation collection and processing module for different time periods is used to collect the aircraft ADS-B signal data of the aircraft to be reverse positioned at different time periods. After classifying and preprocessing the received data, it is stored in the server data processing module according to the basic data of the position of the aircraft to be reverse positioned collected.

[0011] The server data processing module is used to calculate the data of the positions of the aircraft to be reverse positioned at different time periods received and processed by the reverse positioning deviation collection and processing module for different time periods using the AIP algorithm.

[0012] The adaptive reverse positioning algorithm module is used to obtain the position data of the aircraft to be reverse positioned in all the aircraft to be reverse positioned in the server data processing module. After analysis, calculation and processing, it generates a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface.

[0013] The adaptive reverse positioning algorithm estimates the position of the receiver based on the ADS-B signals of multiple aircraft with known positions. The expression is:

[0014]

[0015] Among them, (x, y, z) represents the unknown position of the receiver, that is, the three-dimensional coordinates to be solved. (x i , y i , z i ) represents the known position of the i-th aircraft, which is the GPS coordinate of the ADS-B signal. d i represents the estimated distance from the i-th aircraft to the receiver, calculated through the signal propagation time or other means. N represents the total number of available aircraft, that is, the number of signals. This formula represents the distance constraint relationship from the receiver to the i-th aircraft. Through the constraints provided by multiple aircraft (signals), the unknown three-dimensional coordinates (x, y, z) are solved.

[0016] During the reverse positioning process, a weighted matrix W is used to dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation. The definition of the weighted matrix is:

[0017] W = diag(w 1 , w 2 ,..., w N )

[0018] Among them, W is an N×N diagonal matrix, and w i represents the weighting coefficient of signal i. The weight calculation expression is:

[0019]

[0020] where, wii represents the weight of signal i, which is used to adjust its influence on the final reverse positioning calculation, and SNR i represents the signal-to-noise ratio (SNR) of signal i, which indicates the quality of the signal, and θ i represents the actual angle of arrival (AoA) of signal i, that is, the direction angle of the signal from the aircraft to the receiver. represents the expected angle of arrival, which is usually the angle estimated based on prior information or a certain filtering method. ∈ represents a small positive number to prevent the denominator from being zero, which is used for numerical stability and to avoid calculation errors.

[0021] The larger the signal-to-noise ratio (SNR), the higher the signal quality, and the greater the weight, indicating that a more reliable signal should have a greater contribution in the reverse positioning process. When the error between the actual angle of arrival θ i and the expected angle increases, the denominator increases, causing the weight w i to become smaller, meaning that a signal with a larger error has a smaller contribution to reduce its negative impact on the final reverse positioning calculation.

[0022] Furthermore, when the aircraft position data acquisition module to be reverse-positioned receives a collection request for a certain aircraft position to be reverse-positioned, it automatically generates a unique aircraft position code to be reverse-positioned for the aircraft position to be reverse-positioned, so as to reverse-position the aircraft position through the unique aircraft position code to be reverse-positioned. At the same time, it sets the longitude and latitude information of the aircraft position to be reverse-positioned, as well as the altitude and timestamp information of the aircraft positions to be reverse-positioned within its preset range.

[0023] Furthermore, the adaptive reverse positioning algorithm module further includes:

[0024] a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface generation component, which is used to generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface according to the basic data submitted during the acquisition of the aircraft position to be reverse-positioned;

[0025] a reverse positioning constraint factor analysis interface generation component, which is used to generate a reverse positioning constraint factor analysis interface according to the obtained aircraft position data to be reverse-positioned to display the real-time occluder change structure of the current aircraft position to be reverse-positioned, and synchronously update the occluder change relationship, and real-time detect whether the data status of the aircraft positions to be reverse-positioned in different time periods in the server data processing module has been updated, obtain the updated aircraft position data to be reverse-positioned, and update the corresponding data of the reverse positioning constraint factor analysis interface.

[0026] Further, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface presents the occluder change structure by using the radar reflection signal intensity according to the basic data submitted during the acquisition of the position of the aircraft to be reverse positioned.

[0027] Further, the component for generating the reverse positioning constraint factor analysis interface further includes:

[0028] A factor analysis and calculation component, configured to re-analyze, calculate, and organize the obtained position data of the aircraft to be reverse positioned, generate a correlation factor relationship between the positions of the aircraft to be reverse positioned at different time periods according to the position data of the aircraft to be reverse positioned, prepare a causal relationship between the unique code of each position of the aircraft to be reverse positioned and the occluder change factor, and bind the relevant attributes of the position object of the aircraft to be reverse positioned to the occluder change factor;

[0029] An original acquisition data missing supplement evaluation component, configured to evaluate whether the current reverse positioning constraint factor analysis interface requires supplementing the missing original acquisition data;

[0030] An original acquisition data missing supplement generation component, configured to output all the position data of the aircraft to be reverse positioned according to the number of positions of the aircraft to be reverse positioned and the association relationship, and output the position relationship of the aircraft to be reverse positioned when the evaluation result is that the current occluder change map requires supplementing the missing original acquisition data;

[0031] A reverse positioning constraint factor analysis interface update component, configured to, when the evaluation result is that the current occluder change map does not require supplementing the missing original acquisition data, detect in real time whether the data status in the server data processing module has been updated, obtain the updated position data of the aircraft to be reverse positioned, and update the data of the corresponding occluder change factor in the occluder change map according to the occluder change factor corresponding to the position code of the aircraft to be reverse positioned.

[0032] Further, the factor analysis and calculation component is configured to obtain all the position data of the aircraft to be reverse positioned from the server data processing module, generate a correlation factor relationship according to the position code of the aircraft to be reverse positioned, the center point of the position of the aircraft to be reverse positioned within a preset range, and the clock synchronization error data, prepare a causal relationship between each uniquely coded position of the aircraft to be reverse positioned and the occluder change factor, and bind the attributes such as the aircraft ADS-B signal, signal frequency band, center point of the position of the aircraft to be reverse positioned, ground receiving station layout, antenna height and field of view, and position data of the aircraft to be reverse positioned of the position object of the aircraft to be reverse positioned to the corresponding occluder change factor.

[0033] Further, when there are a large number of aircraft positions to be reverse-located, the original acquisition data missing supplement generation component automatically obtains the types of missing original acquisition data, automatically sorts and groups the aircraft positions to be reverse-located, and adjusts the coordinate positions to generate a complete reverse-location constraint factor analysis interface.

[0034] Further, the reverse-location constraint factor analysis interface generation component further includes:

[0035] A ground station signal transceiver frequency anomaly reminder component, which is used to update the signal frequency band of the ground station signal transceiver frequency anomaly status of the corresponding occlusion change factor for prompting signals when detecting that the ground station signal transceiver frequency of the aircraft position to be reverse-located is abnormal.

[0036] Further, when a reverse-location constraint factor of the multi-modal data edge computing cloud that has not been collected is connected to a certain aircraft position to be reverse-located in the reverse-location constraint factor analysis interface, the reverse-location constraint factor analysis interface generation component displays it as a terminal without an aircraft position to be reverse-located and marks it.

[0037] To achieve the above object, the present invention also provides a reverse-location method based on the aircraft ADS-B signal, including the following steps:

[0038] Step S1, obtain the acquisition requests of the aircraft positions to be reverse-located at different times, and collect the basic data of the aircraft positions to be reverse-located at different times into the multi-modal data edge computing cloud;

[0039] Step S2, collect the aircraft ADS-B signal data of the aircraft positions to be reverse-located at different times, classify and preprocess the received data, and store it in the server data processing module according to the basic data of the aircraft positions to be reverse-located collected;

[0040] Step S3, obtain the aircraft position data of all aircraft positions to be reverse-located in the server data processing module, and after analysis and calculation processing, generate a real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface and a reverse-location constraint factor analysis interface.

[0041] Beneficial effects:

[0042] The present invention relates to a reverse positioning system and method based on aircraft ADS-B signals. It obtains acquisition requests for the positions of aircraft to be reverse-positioned at different times from the multi-modal data edge computing cloud, collects the position data of the aircraft to be reverse-positioned at different times to the multi-modal data edge computing cloud, then collects the ADS-B signal data of the aircraft to be reverse-positioned at different times. After classifying and preprocessing the received data, and storing it in the server data processing module according to the collected position data of the aircraft to be reverse-positioned, obtains the position data of all aircraft to be reverse-positioned in the server data processing module. After analysis, calculation, and processing, a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface are generated. The present invention can intuitively display parameter data such as the change structure of obstacles deployed between the positions of aircraft to be reverse-positioned, the statistics of the position data of aircraft to be reverse-positioned, the reverse positioning influence range, and the signal frequency band statistics. When the signal transceiver frequency of the ground station is abnormal, it can quickly give a reminder and perform accurate reverse positioning analysis and calculation, ensuring the accuracy of reverse positioning calculation. On the premise of hardly increasing additional infrastructure, the present invention uses the existing ADS-B signal source of the aircraft to complete receiver reverse positioning, avoiding dependence on additional ground base stations, and is applicable to environments where it is inconvenient to build a large number of reverse positioning base stations, especially airports, urban building-intensive areas, etc. Different from traditional GNSS reverse positioning systems, the present invention provides reverse positioning services based on ADS-B signals and an adaptive inverse positioning (AIP) algorithm, forming a reverse positioning mode completely different from existing technologies such as GNSS, UWB, BLE, and Wi-Fi. This innovative reverse positioning method can maintain high precision and high stability in areas where GNSS signals are limited or interfered. Through multi-signal source fusion and adaptive weighted adjustment, the present invention can effectively resist interference from multipath propagation and environmental noise, especially applicable to urban environments with high-rise buildings and the airside area of airports with intensive buildings, making the reverse positioning results more reliable and accurate. The reverse positioning method of the present invention is applicable to multiple application scenarios, especially suitable for areas such as the airport airside, urban building-intensive areas, and complex terrains that are difficult to cover by existing reverse positioning systems. At the same time, the system of the present invention can provide real-time high-precision reverse positioning support for personnel safety management, logistics scheduling, emergency rescue, etc., with significant practical value and broad market prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a block diagram of the module composition of a reverse positioning system based on aircraft ADS-B signals according to the present invention;

[0044] Figure 2 It is a flowchart of the steps of a reverse positioning method based on aircraft ADS-B signals according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0045] The embodiments of the present invention will be described below through specific examples in conjunction with the accompanying drawings. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific examples, and various details in this specification can also be modified and changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0046] Figure 1 It is a system architecture diagram of a reverse positioning system based on aircraft ADS-B signals of the present invention. As Figure 1 shown, a reverse positioning system based on aircraft ADS-B signals of the present invention includes:

[0047] An aircraft position data acquisition module to be reverse positioned, which is used to obtain acquisition requests for the positions of the aircraft to be reverse positioned at different times, and collect the basic data of the positions of the aircraft to be reverse positioned at different times to the multi-modal data edge computing cloud.

[0048] In the present invention, the positions of the aircraft to be reverse positioned at different times in the system are collected to the multi-modal data edge computing cloud through the aircraft position data acquisition module to be reverse positioned. Here, the positions of the aircraft to be reverse positioned at different times include all the positions of the aircraft to be reverse positioned in the system, including the positions of the aircraft to be reverse positioned within a preset range and the positions of the aircraft to be reverse positioned affected. The basic data of the positions of the aircraft to be reverse positioned affected is collected to the multi-modal data edge computing cloud. When collecting the positions of the aircraft to be reverse positioned, a unique position code for the aircraft to be reverse positioned is automatically generated, so that the multi-modal data edge computing cloud can reverse position the aircraft position through this unique position code for the aircraft to be reverse positioned. At the same time, basic data such as the center point and name of the positions of the aircraft to be reverse positioned at different times, as well as the center point and clock synchronization error of the positions of the aircraft to be reverse positioned within its preset range, are set.

[0049] A reverse positioning deviation collection and processing module for different times, which is used to collect the current aircraft ADS-B signal data of the positions of the aircraft to be reverse positioned collected at different times, and after classifying and preprocessing the received data, store the data into the server data processing module according to the basic data of the positions of the aircraft to be reverse positioned collected. That is to say, the positions of the aircraft to be reverse positioned at different times in the system will all collect their current sending or receiving status and statistical data in real time, and send the collected data to the multi-modal data edge computing cloud. The reverse positioning deviation collection and processing module for different times in the multi-modal data edge computing cloud will receive in real time the sending or receiving status and statistical data sent by the positions of the aircraft to be reverse positioned at different times, analyze and calculate and process them, and finally store the obtained data into the server data processing module according to the position data of the aircraft to be reverse positioned collected.

[0050] The server data processing module is used to calculate the data of the positions of the aircraft to be reverse-located at different times received and processed by the reverse positioning deviation collection and processing module at different times through the AIP algorithm.

[0051] The adaptive reverse positioning algorithm module is used to obtain all the data of the positions of the aircraft to be reverse-located in the server data processing module, and after analysis, calculation and processing, generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface.

[0052] Specifically, the adaptive reverse positioning algorithm estimates the position of the receiver based on the ADS-B signals of multiple aircraft with known positions, and the expression is:

[0053]

[0054] where (x, y, z) represents the unknown position of the receiver, that is, the three-dimensional coordinates to be solved, (x i , y i , z i ) represents the known position of the i-th aircraft, which is the GPS coordinate of the ADS-B signal, d i represents the estimated distance from the i-th aircraft to the receiver, calculated through the signal propagation time or other means, N represents the total number of available aircraft, that is, the number of signals, and this formula represents the distance constraint relationship from the receiver to the i-th aircraft. By the constraints provided by multiple aircraft (signals), the unknown three-dimensional coordinates (x, y, z) are solved;

[0055] During the reverse positioning process, a weighting matrix W is used to dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation. The definition of the weighting matrix is:

[0056] W = diag(w 1 , w 2 ,..., w N )

[0057] where W is an N×N diagonal matrix, and w i represents the weighting coefficient of signal i;

[0058] The weight calculation formula is:

[0059]

[0060] where w i represents the weight of signal i, used to adjust its influence on the final reverse positioning calculation, SNR i represents the signal-to-noise ratio of signal i (Signal-to-Noise Ratio), indicating the quality of this signal, and θi represents the actual Angle of Arrival (AoA) of signal i, that is, the direction angle of the signal from the aircraft to the receiver. represents the expected Angle of Arrival, which is usually the angle estimated based on prior information or a certain filtering method. ∈ represents a small positive number to prevent the denominator from being zero, which is used for numerical stability to avoid calculation errors.

[0061] The larger the Signal-to-Noise Ratio (SNR), the higher the signal quality and the greater the weight, indicating that a more reliable signal should have a greater contribution in the reverse positioning process. When the error between the actual arrival angle θ i and the expected angle increases, the denominator increases, making the weight w i become smaller, meaning that signals with larger errors have smaller contributions to reduce their negative impact on the final reverse positioning calculation.

[0062] Specifically, the adaptive reverse positioning algorithm module further includes:

[0063] a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface generation component, which is used to generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface according to the data submitted during the acquisition of the position of the aircraft to be reverse positioned. In the present invention, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface only needs to be generated once, and it is mainly used to display the occlusion change structure of the position of the aircraft to be reverse positioned during acquisition.

[0064] In the present invention, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface displays the occlusion change relationship diagram specified during the configuration of the position of the aircraft to be reverse positioned. The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface presents the occlusion change structure using the radar reflection signal intensity. The data displayed by the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface is the data submitted during the acquisition of the position of the aircraft to be reverse positioned, which is relatively fixed and mainly reflects the occlusion change relationship of the position of the aircraft to be reverse positioned and the longitude and latitude information of the position of the aircraft to be reverse positioned, so as to conveniently and intuitively obtain the deployment architecture of the current system. For example, when a certain place is for acquiring the position of the aircraft to be reverse positioned, a custom name is given to the current position of the aircraft to be reverse positioned. All positions of the aircraft to be reverse positioned in the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface of the current system will be displayed in red, and positions that are not for acquiring the position of the aircraft to be reverse positioned will not display red marks. For example, the present invention can interface with reverse positioning constraint factors that meet the specifications. At this time, it is not necessary to collect the multi-modal data edge computing cloud of the present invention, but it can also be displayed through the multi-modal data edge computing cloud of the present invention, that is, the position of the aircraft to be reverse positioned in the reverse positioning constraint factor is the position that is not for acquiring the position of the aircraft to be reverse positioned.

[0065] The reverse positioning constraint factor analysis interface generation component is used to generate a reverse positioning constraint factor analysis interface based on the obtained aircraft position data to be reverse positioned, so as to display the real-time occlusion change structure of the current aircraft position to be reverse positioned, synchronously update the occlusion change relationship, and detect in real time whether the data status of the aircraft position to be reverse positioned at different time periods in the server data processing module is updated, obtain the updated data of the aircraft position to be reverse positioned, and update the corresponding data of the reverse positioning constraint factor analysis interface.

[0066] In a specific embodiment of the present invention, the reverse positioning constraint factor analysis interface displays the real-time occlusion change structure of the current aircraft position to be reverse positioned. For example, when the high-availability switch of the aircraft position to be reverse positioned is enabled, the reverse positioning constraint factor analysis interface will synchronously update the occlusion change relationship. In a specific embodiment of the present invention, on each occlusion change factor of the reverse positioning constraint factor analysis interface, data such as the signal frequency band of the aircraft position to be reverse positioned, the layout of ground receiving stations in the reverse positioning influence range of the aircraft position to be reverse positioned, antenna height and field of view, speed in the reverse positioning influence range, protocol in the reverse positioning influence range, current time of the aircraft position to be reverse positioned, and market time will be displayed, which can help aircraft ADS-B signal staff quickly obtain important data to achieve the purpose of real-time monitoring. The reverse positioning constraint factor analysis interface is dynamically generated through the connection status of the current aircraft position to be reverse positioned and the data of the affected aircraft positions to be reverse positioned. In addition to displaying the basic data of the aircraft position to be reverse positioned, it also displays in real time aircraft ADS-B signals, signal frequency bands, the center point of the aircraft position to be reverse positioned, the layout of ground receiving stations, antenna height and field of view, data time, and the local time of the current aircraft position to be reverse positioned. When the connection of the aircraft position to be reverse positioned or the affected aircraft positions to be reverse positioned changes, the occlusion change structure is dynamically adjusted. At the same time, when abnormal ground station signal transceiver frequencies such as aircraft ADS-B signals, signal frequency bands, networks, and the number of connections of the aircraft positions to be reverse positioned are monitored, the corresponding occlusion change factors of the aircraft positions to be reverse positioned can be updated according to different colors, and voice alerts are played and signal logs are recorded. Further, for the reverse positioning constraint factors that are not collected by the edge computing cloud of this multi-modal data, if they are currently connected to a certain aircraft position to be reverse positioned in the reverse positioning constraint factor analysis interface, they can also be displayed as a terminal without an aircraft position to be reverse positioned, and marked with a special graphic.

[0067] Further, the reverse positioning constraint factor analysis interface generation component further includes:

[0068] The factor analysis and calculation component is used to obtain all the aircraft position data to be reverse-located from the server data processing module, re-analyze, calculate and organize the obtained aircraft position data to be reverse-located, generate a correlation factor relationship between the aircraft position data to be reverse-located at different time periods, prepare a causal relationship between the unique code of each aircraft position to be reverse-located and the occlusion change factor, and at the same time bind the relevant attributes of the aircraft position object to be reverse-located to the occlusion change factor. Specifically, the factor analysis and calculation component re-analyzes, calculates and organizes the aircraft position data to be reverse-located at different time periods obtained, for example, generates a correlation factor relationship according to the aircraft position code, the center point of the aircraft position to be reverse-located within a preset range, and the clock synchronization error data, prepares a causal relationship between each uniquely coded aircraft position to be reverse-located and the occlusion change factor, and binds the attributes such as the aircraft ADS-B signal, signal frequency band, center point, ground receiving station layout, antenna height and field of view, and aircraft position data to be reverse-located of the aircraft position object to be reverse-located to the corresponding occlusion change factor.

[0069] The original acquisition data missing supplement and evaluation component is used to evaluate whether the original acquisition data missing supplement is required for the current reverse-location constraint factor analysis interface, that is, if the reverse-location constraint factor analysis interface has not been generated currently, then the original acquisition data missing supplement is required to generate the reverse-location constraint factor analysis interface.

[0070] The original acquisition data missing supplement and generation component is used to output all the aircraft position data to be reverse-located according to the number and correlation relationship of the aircraft positions to be reverse-located, and at the same time output the data statistics of the aircraft positions to be reverse-located when the evaluation result is that the current occlusion change map requires the original acquisition data missing supplement. When the number of aircraft positions to be reverse-located is large, automatically obtain the types of missing original acquisition data, calculate and determine the coordinates of the aircraft positions to be reverse-located at different time periods according to the correlation factor relationship and quantity of the aircraft positions to be reverse-located, and automatically sort and group the aircraft positions to be reverse-located to adjust the coordinate positions, for example, set some initial values, such as automatically changing lines when the page cannot display a row completely, so as to draw a complete occlusion change map.

[0071] The reverse positioning constraint factor analysis interface update component is used to detect in real time whether the data status in the server data processing module has been updated when the evaluation result is that the current occlusion change map does not require the supplementation of missing original acquisition data, obtain the data of the aircraft position to be reverse positioned with updated data, encode the corresponding occlusion change factors according to the position of the aircraft to be reverse positioned, and update the data of the corresponding occlusion change factors in the occlusion change map. Specifically, when it is detected that there are newly added aircraft positions to be reverse positioned and reduced aircraft positions to be reverse positioned in the server data processing module, it is necessary to return to the original acquisition data missing supplementation generation component to re-establish the relationship of original acquisition data missing supplementation. When it is detected that the data status is only a change in the data of the aircraft position to be reverse positioned, such as a change in data time, a change in the aircraft ADS-B signal, a change in high-rise buildings, etc., it is not necessary to re-supplement the missing original acquisition data for the aircraft position to be reverse positioned, and only the data of the corresponding factors needs to be updated.

[0072] Furthermore, the reverse positioning constraint factor analysis interface generation component further includes:

[0073] The ground station signal transceiver frequency anomaly reminder component is used to update the signal frequency band of the ground station signal transceiver frequency anomaly status of the corresponding occlusion change factor for prompting signals, such as prompting sound signals, when it is detected that the ground station signal transceiver frequency of the aircraft position to be reverse positioned is abnormal.

[0074] Nonlinear minimization of the error optimization model, error term definition:

[0075] E i =f i (x, y, z)-d i

[0076] where E i represents the error term, indicating the deviation between the calculated distance and the true measured distance. f i (x, y, z) represents the calculated distance calculated according to the current receiver position (x, y, z):

[0077]

[0078] where d i represents the measured distance from the aircraft to the receiver.

[0079] This formula calculates the difference between the distance calculated from the i-th ADS-B signal and the measured distance d i to form an error function.

[0080] Weighted least squares error optimization, the expression is

[0081]

[0082] Among them, J represents the total error function (weighted least squares error). W represents the weighting matrix, which is defined as follows:

[0083] W = diag(w 1 , w 2 ,..., w N )

[0084] Among them, w i is dynamically adjusted according to the signal quality (SNR) and the angle of arrival error (AoA error).

[0085] E represents the error vector:

[0086]

[0087] This formula represents minimizing the sum of squared errors, and the contribution of different signals to the error is affected by the weighting factor w i .

[0088] To minimize the error function, in order to minimize J, take the derivatives with respect to x, y, and z to obtain a system of partial derivative equations:

[0089]

[0090] This formula is used to find the optimal solutions of x, y, and z through gradient descent or Newton iteration method to minimize the error function J.

[0091] The partial derivatives of the error terms

[0092]

[0093] These partial derivatives are used to calculate the gradient descent direction and are used in the optimization algorithm to iteratively update the position of the receiver.

[0094] Combined filtering and Kalman filtering fusion, state calculation:

[0095] X t = X t-1 + V t-1 ·Δt

[0096] Observation update:

[0097]

[0098] Among them, X t represents the state at the current moment (position estimate). V t-1 represents the velocity estimate at the previous moment. Δt represents the time interval. K t represents the Kalman gain matrix, which is used to adjust the estimated value. Z tRepresents the observed data (ADS-B signal). H represents the observation matrix, which projects the true observed values into the state space.

[0099] This formula combines the calculation and measurement updates, reduces noise through Kalman filtering, and improves the reverse positioning accuracy.

[0100] Adaptive step size update and iterative calculation, step size definition:

[0101]

[0102] Position update:

[0103]

[0104] Among them, δ represents the step size, which is used to adjust the amplitude of position update. α represents the adjustment factor, which controls the size of the step size and affects the convergence speed and stability. The larger the sum of squared errors, the smaller the step size δ, to prevent convergence oscillation.

[0105] This formula is used to iteratively update the position of the receiver. After each update, the error decreases, and finally converges to the optimal position.

[0106] Without almost adding extra infrastructure, the present invention uses the existing ADS-B signals of the aircraft to complete the reverse positioning of the receiver, avoiding the dependence on additional ground base stations, and is applicable to the environments where it is inconvenient to build a large number of reverse positioning base stations, especially airports, densely built urban areas, etc.

[0107] Independent of traditional reverse positioning technologies such as GNSS: Different from the traditional GNSS reverse positioning system, the present invention provides reverse positioning services based on ADS-B signals and the adaptive inverse positioning (AIP) algorithm, forming a reverse positioning mode completely different from the existing technologies such as GNSS, UWB, BLE, Wi-Fi, etc. This innovative reverse positioning method can maintain high precision and high stability in areas where GNSS signals are limited or interfered.

[0108] Adapt to complex environments and have strong anti-interference ability: Through multi-signal source fusion and adaptive weighted adjustment, the present invention can effectively resist the interference from multipath propagation and environmental noise, especially applicable to urban environments with numerous high-rise buildings and the airside areas of airports with dense buildings, making the reverse positioning results more reliable and accurate.

[0109] High-precision reverse positioning and low error correction: The adaptive inverse positioning algorithm (AIP) proposed by the present invention synthesizes the angle of arrival, distance information and timestamp of multiple signal sources, and effectively improves the reverse positioning accuracy through multiple mechanisms such as dynamic weighting, error correction and optimization iteration. The error correction model further reduces the error caused by environmental reflection, realizing high-precision reverse positioning.

[0110] Wide application prospects: The reverse positioning method of the present invention is applicable to multiple application scenarios, especially areas that are difficult to cover by existing reverse positioning systems, such as the airside of airports, urban building-intensive areas, and complex terrains. At the same time, the system of the present invention can provide real-time high-precision reverse positioning support for personnel safety management, logistics scheduling, emergency rescue, etc., and has significant practical value and broad market prospects.

[0111] Strong adaptability and capable of dynamic adjustment: The AIP algorithm of the present invention dynamically adjusts the signal source weights and algorithm parameters by analyzing the received signal quality and environmental changes in real time, ensuring that the reverse positioning results can be optimized as the environment changes. Even in scenarios with large environmental changes, the system can maintain the continuity and accuracy of reverse positioning.

[0112] Figure 2 This is a flowchart of the steps of a reverse positioning method based on aircraft ADS-B signals according to the present invention. As Figure 2 shown, a reverse positioning method based on aircraft ADS-B signals according to the present invention includes the following steps:

[0113] Step S1 is used to obtain acquisition requests for the positions of aircraft to be reverse-positioned at different time periods, and collect the position data of the aircraft to be reverse-positioned at different time periods to the multi-modal data edge computing cloud.

[0114] In the present invention, it is necessary to first collect the positions of aircraft to be reverse-positioned at different time periods in the system to the multi-modal data edge computing cloud. The positions of aircraft to be reverse-positioned at different time periods here include all the positions of aircraft to be reverse-positioned in the system, including the positions of aircraft to be reverse-positioned within a preset range and the positions of aircraft to be reverse-positioned affected. The basic data of the positions of aircraft to be reverse-positioned affected are collected to the multi-modal data edge computing cloud. When the position data acquisition module of the aircraft to be reverse-positioned receives an acquisition request for a certain position of the aircraft to be reverse-positioned, a unique position code for the aircraft to be reverse-positioned is automatically generated for this position of the aircraft to be reverse-positioned, so as to reverse-position the aircraft position through this unique position code for the aircraft to be reverse-positioned. At the same time, the longitude and latitude information such as the center point and name of this position of the aircraft to be reverse-positioned, as well as the center point and clock synchronization error of the positions of aircraft to be reverse-positioned within its preset range, are set.

[0115] Step S2, collect the aircraft ADS-B signal data of the current aircraft position to be reverse-located collected at different times, and after classifying and preprocessing the received data, store it in the server data processing module. That is to say, the aircraft positions to be reverse-located at different times in the system (including the aircraft positions to be reverse-located within the preset range and the affected aircraft positions to be reverse-located) will all collect their current transmission or reception status and statistical data in real time, and send the collected data to the multi-modal data edge computing cloud. The multi-modal data edge computing cloud will receive in real time the current transmission or reception status and statistical data sent by the aircraft positions to be reverse-located at different times and store them in the server data processing module.

[0116] Step S3, obtain the aircraft position data to be reverse-located of all aircraft positions to be reverse-located in the server data processing module, and after analysis, calculation and processing, generate a real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface and a reverse-location constraint factor analysis interface.

[0117] Specifically, step S3 further includes:

[0118] Step T1, generate a real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface according to the data submitted during the acquisition of the aircraft position to be reverse-located.

[0119] In the present invention, the real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface displays a change relationship diagram of the obstacles specified during the configuration of the aircraft position to be reverse-located. The real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface presents the change structure of the obstacles using the radar reflection signal intensity. The data displayed on the real-time reverse-location aircraft ADS-B signal fluctuation monitoring interface is the data submitted during the acquisition of the aircraft position to be reverse-located, mainly reflecting the change relationship of the obstacles of the aircraft position to be reverse-located and the longitude and latitude information of the aircraft position to be reverse-located, so as to conveniently and intuitively obtain the current deployment architecture of the system.

[0120] Step T2, generate a reverse-location constraint factor analysis interface according to the obtained aircraft position data to be reverse-located to display the real-time change structure of the obstacles of the current aircraft position to be reverse-located, and synchronously update the change relationship of the obstacles. Real-time detect whether the data status of the aircraft positions to be reverse-located at different times in the server data processing module has been updated, obtain the updated data of the aircraft positions to be reverse-located, and update the corresponding data of the reverse-location constraint factor analysis interface.

[0121] In a specific embodiment of the present invention, the reverse positioning constraint factor analysis interface displays the real-time occlusion change structure of the position of the aircraft to be reverse positioned currently. For example, when high-availability switching is enabled for the position of the aircraft to be reverse positioned, the reverse positioning constraint factor analysis interface will synchronously update the occlusion change relationship. In a specific embodiment of the present invention, on each occlusion change factor of the reverse positioning constraint factor analysis interface, data such as the signal frequency band of the position of the aircraft to be reverse positioned, the layout of ground receiving stations within the reverse positioning influence range of the position of the aircraft to be reverse positioned, antenna height, and field of view will be displayed, which can help the staff of aircraft ADS-B signals quickly obtain important data to achieve the purpose of real-time monitoring. The reverse positioning constraint factor analysis interface is dynamically generated based on the connection status of the current position of the aircraft to be reverse positioned and the data of the positions of the aircraft to be reverse positioned affected. In addition to displaying the basic data of the position of the aircraft to be reverse positioned, it also displays in real time data such as aircraft ADS-B signals, speed, signal frequency band, center point, layout of ground receiving stations, antenna height and field of view, data time, and local time of the current position of the aircraft to be reverse positioned. Moreover, when the connection of the position of the aircraft to be reverse positioned or the positions of the aircraft to be reverse positioned affected change, the occlusion change structure is dynamically adjusted. At the same time, when abnormal ground station signal transceiver frequencies such as aircraft ADS-B signals, signal frequency bands, and the number of connections of the positions of the aircraft to be reverse positioned are monitored, the occlusion change factors corresponding to the positions of the aircraft to be reverse positioned can be updated according to different colors, and a sound reminder is played and a signal log is recorded. Further, for the reverse positioning constraint factors of the edge computing cloud that have not collected this multimodal data, if currently connected to a certain position of the aircraft to be reverse positioned in the reverse positioning constraint factor analysis interface, it can also be displayed as a terminal without the position of the aircraft to be reverse positioned, and marked with a special graphic.

[0122] Further, step T2 further includes:

[0123] Step Q1: Re-analyze and calculate the organized aircraft position data to be reverse-located, generate a correlation factor relationship between the aircraft positions to be reverse-located at different time periods based on the aircraft position data to be reverse-located, prepare a causal relationship between the unique code of each aircraft position to be reverse-located and the occlusion change factor, and at the same time bind the relevant attributes of the aircraft position object to be reverse-located to the occlusion change factor. Specifically, the factor analysis and calculation component re-analyzes and calculates the organized aircraft position data to be reverse-located at different time periods. For example, a correlation factor relationship is generated based on the aircraft position code, the center point of the aircraft position to be reverse-located within a preset range, and the clock synchronization error data. A causal relationship is prepared between each uniquely coded aircraft position to be reverse-located and the occlusion change factor. Attributes such as the aircraft ADS-B signal, signal frequency band, center point, ground receiving station layout, antenna height and field of view, and aircraft position data to be reverse-located of the aircraft position object to be reverse-located are bound to the corresponding occlusion change factor.

[0124] Step Q2: Evaluate whether the current reverse-location constraint factor analysis interface requires supplementation of missing original acquisition data. That is, if the reverse-location constraint factor analysis interface has not been generated currently, then it is necessary to supplement the missing original acquisition data to generate the reverse-location constraint factor analysis interface.

[0125] Step Q3: When the evaluation result is that the current occlusion change map requires supplementation of missing original acquisition data, output all the aircraft position data to be reverse-located according to the number of aircraft positions to be reverse-located and the association relationship, and at the same time output the aircraft position relationship. For example, when the number of aircraft positions to be reverse-located is large, automatically obtain the types of missing original acquisition data, automatically sort and group the aircraft positions to be reverse-located and adjust the coordinate positions to generate a complete occlusion change map.

[0126] Step Q4: When the evaluation result is that the current occlusion change map does not require supplementation of missing original acquisition data, real-time detect whether the data status in the server data processing module has been updated, obtain the updated aircraft position data to be reverse-located, and update the data of the corresponding occlusion change factor in the occlusion change map according to the aircraft position code corresponding to the occlusion change factor.

[0127] Furthermore, step T2 further includes:

[0128] When it is detected that the ground station signal transceiver frequency of the aircraft position to be reverse-located is abnormal, update the abnormal state signal frequency band of the ground station signal transceiver of the corresponding occlusion change factor to give a prompt signal, such as a prompt sound signal.

[0129] Embodiment

[0130] First, collect the basic data of the aircraft positions to be backlocated affected by the wave to the multi-modal data edge computing cloud. During the process of backlocating the affected range of the aircraft positions to be backlocated, through the backlocation deviation collection component for different weather conditions, collect the sending or receiving status and statistical data of the current aircraft positions to be backlocated in real time, and then send the collected data to the multi-modal data edge computing cloud through the aircraft position status sending component; the backlocation deviation collection and processing module at different time periods in the multi-modal data edge computing cloud classifies and preprocesses the received data and stores it in the server data processing module. The backlocation probability and magnitude analysis component reads all the aircraft position data to be backlocated in the server data processing module, and after analysis, calculation and processing, generates a real-time backlocation monitoring interface for aircraft ADS-B signal fluctuations and a backlocation constraint factor analysis interface. The backlocation constraint factor analysis interface updates the status in real time and automatically signals when the ground station signal transceiver frequency is abnormal.

[0131] First, obtain all the aircraft position data to be backlocated from the server data processing module in the multi-modal data edge computing cloud.

[0132] Secondly, the backlocation probability and magnitude analysis component reorganizes the obtained aircraft position data to be backlocated through reanalysis and calculation, generates a correlation factor relationship based on the aircraft position code to be backlocated, the center point of the aircraft position to be backlocated within the preset range, and the clock synchronization error data, and prepares a causal relationship between each uniquely coded aircraft position to be backlocated and the occlusion change factor. At the same time, bind the attributes such as the aircraft ADS-B signal, signal frequency band, center point, ground receiving station layout, antenna height and field of view, and aircraft position data of the aircraft position object to be backlocated to the corresponding occlusion change factor.

[0133] Then, evaluate whether the current occlusion change map needs to supplement the missing original acquisition data. When supplementing the missing original acquisition data, draw all the aircraft position data to be backlocated according to the specified coordinates, and at the same time draw the aircraft position relationship. When the number of aircraft positions to be backlocated is large, automatically obtain the types of missing original acquisition data, automatically sort and group the aircraft positions to be backlocated and adjust the coordinate positions to complete the drawing of the occlusion change map. If there is no need to supplement the missing original acquisition data currently, update the aircraft position data according to the occlusion change factor corresponding to the aircraft position code to be backlocated, that is, dynamically update the data of the occlusion change map to achieve real-time monitoring.

[0134] When the ground station signal transceiver frequency is abnormal, update the occlusion change factor to the colors of each alarm level, and at the same time play the sound reminders of different alarms.

[0135] In summary, for the reverse positioning system and method based on the aircraft ADS-B signal of the present invention, a collection request for the positions of aircraft to be reverse positioned at different times is obtained from the multi-modal data edge computing cloud, and the position data of the aircraft to be reverse positioned at different times is collected to the multi-modal data edge computing cloud. Then, the ADS-B signal data of the aircraft to be reverse positioned at different times is collected. After the received data is classified and preprocessed, and stored in the server data processing module according to the collected position data of the aircraft to be reverse positioned, the position data of all aircraft to be reverse positioned in the server data processing module is obtained. After analysis, calculation and processing, a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface are generated. The present invention can intuitively display performance parameter data such as the change structure of obstacles deployed between the positions of aircraft to be reverse positioned, data statistics between the positions of aircraft to be reverse positioned, the situation of the reverse positioning influence range, and signal frequency band statistics. When an abnormality occurs in the signal transceiver frequency of the ground station, it can quickly give a reminder and perform accurate reverse positioning analysis and calculation, so as to quickly solve the problem and resume production.

[0136] The above embodiments are only illustrative of the principles and effects of the present invention, and are not used to limit the present invention. Any person skilled in the art can modify and change the above embodiments without departing from the spirit and scope of the present invention. Therefore, the scope of the protection of the rights of the present invention shall be as listed in the claims.

Claims

1. A reverse positioning system based on aircraft ADS-B signals, comprising: The position data collection module of the aircraft to be reversed positioned is used to obtain the collection requests of the positions of the aircraft to be reversed positioned at different time periods, and collect the basic data of the positions of the aircraft to be reversed positioned at different time periods to the multimodal data edge computing cloud; The reverse positioning deviation collection and processing module at different time periods is used to collect the aircraft ADS-B signal data of the aircraft position to be reversely positioned at different time periods, and after classification and pre-processing of the received data, store it in the server data processing module according to the collected basic data of the aircraft position to be reversely positioned; The server data processing module is used for calculating the data of the position of the aircraft to be reversely positioned in different time periods received and processed and stored in the reverse positioning deviation collection and processing module in different time periods by the AIP algorithm; An adaptive reverse positioning algorithm module is used to obtain the position data of all aircraft to be reverse positioned in the server data processing module, and generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface after analysis and calculation processing; The adaptive reverse positioning algorithm estimates the receiver's position based on the ADS-B signals of multiple aircraft with known positions. The expression is: Among them, (x, y, z) represents the unknown position of the receiver, that is, the three-dimensional coordinates that need to be solved, (x i ,y i , z i ) represents the known position of the i-th aircraft, which is the GPS coordinate of the ADS-B signal, d i represents the estimated distance from the i-th aircraft to the receiver, which is calculated by signal propagation time or other means. N represents the total number of available aircraft, that is, the number of signals. This formula represents the distance constraint relationship from the receiver to the i-th aircraft. Through the constraints provided by multiple aircraft (signals), the unknown (x, y, z) three-dimensional coordinates are solved; In the reverse positioning process, the weighting matrix W is used to dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation. The weighting matrix is ​​defined as: In=diag(w1,w2,...,w N ) Where W is an N×N diagonal matrix, w i Represents the weighting coefficient of signal i; weight calculation, the expression is Among them, w i Represents the weight of signal i, which is used to adjust its influence on the final reverse positioning calculation, SNR i represents the signal-to-noise ratio of signal i, indicating the quality of the signal, θ i represents the actual arrival angle of signal i, that is, the direction angle of the signal from the aircraft to the receiver, It represents the expected arrival angle, which is usually the angle estimated based on prior information or some filtering method. ∈ represents a small positive number to prevent the denominator from being zero, which is used for numerical stability and to avoid calculation errors.

2. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 1, characterized in that: When the data acquisition module for the position of an aircraft to be reversely located receives a collection request for a certain position of an aircraft to be reversely located, it automatically generates a unique position code for the aircraft to be reversely located, so as to reversely locate the aircraft position through the unique position code, and at the same time sets the longitude and latitude information of the position of the aircraft to be reversely located, as well as the altitude and timestamp information of the position of the aircraft to be reversely located within a preset range.

3. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 2, characterized in that: The adaptive reverse positioning algorithm module further comprises: A component for generating a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface, which is used to generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface according to the basic data submitted when the position of the aircraft to be reverse positioned is collected; A reverse positioning constraint factor analysis interface generation component is used to generate a reverse positioning constraint factor analysis interface based on the acquired position data of the aircraft to be reverse positioned to display the real-time obstruction change structure of the current position of the aircraft to be reverse positioned, and synchronously update the obstruction change relationship, and to detect in real time whether the data status of the position of the aircraft to be reverse positioned in different time periods in the server data processing module is updated, obtain the updated data of the position of the aircraft to be reverse positioned, and update the corresponding data of the reverse positioning constraint factor analysis interface; The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface presents the changing structure of the obstruction using the radar reflection signal intensity based on the basic data submitted when the position of the aircraft to be reverse positioned is collected.

4. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 3, characterized in that: The reverse positioning constraint factor analysis interface generation component further includes: The factor analysis and calculation component is used to re-analyze and calculate the acquired position data of the aircraft to be reverse positioned, and generate correlation factor relationships between the positions of the aircraft to be reverse positioned at different time periods according to the position data of the aircraft to be reverse positioned, and prepare a causal relationship between the unique code of each position of the aircraft to be reverse positioned and the occlusion change factor, and bind the relevant attributes of the position object of the aircraft to be reverse positioned to the occlusion change factor; The component for evaluating the missing and supplementing of the original collected data is used to evaluate whether the current reverse positioning constraint factor analysis interface needs the missing and supplementing of the original collected data; The component for generating missing supplements for the original collected data is used to output the position data of all the aircraft to be reverse positioned according to the number and correlation of the positions of the aircraft to be reverse positioned, and output the position relationship of the aircraft to be reverse positioned at the same time when the evaluation result shows that the current obstruction change map needs to be supplemented with missing original collected data; The reverse positioning constraint factor analysis interface update component is used to detect in real time whether the data status in the server data processing module has been updated when the evaluation result is that the current obstruction change map does not need to supplement the missing original collected data, obtain the data of the updated aircraft position to be reverse positioned, and update the data of the corresponding obstruction change factors in the obstruction change map according to the corresponding obstruction change factors encoded according to the aircraft position to be reverse positioned.

5. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 4, characterized in that: The factor analysis and calculation component is used to obtain all the aircraft position data to be reversely positioned from the server data processing module, generate a correlation factor relationship according to the aircraft position code to be reversely positioned, the center point of the aircraft position to be reversely positioned within a preset range and the clock synchronization error data, prepare a causal relationship between each uniquely coded aircraft position to be reversely positioned and the obstruction change factor, and bind the aircraft ADS-B signal, signal frequency band, the center point of the aircraft position to be reversely positioned, the ground receiving station layout, the antenna height and field of view, the aircraft position data to be reversely positioned and other attributes of the aircraft position object to be reversely positioned to the corresponding obstruction change factor.

6. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 5, characterized in that: When the number of aircraft positions to be reverse positioned is large, the original collected data missing supplement generating component automatically obtains the original collected data missing type, automatically sorts and groups the aircraft positions to be reverse positioned, and adjusts the coordinate positions to generate a complete reverse positioning constraint factor analysis interface.

7. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 6, characterized in that: The reverse positioning constraint factor analysis interface generation component further includes: a ground station signal receiving and transmitting frequency abnormality reminder component, which is used to update the ground station signal receiving and transmitting frequency abnormality state signal frequency band corresponding to the shielding change factor to send a reminder signal when it is detected that the ground station signal receiving and transmitting frequency is abnormal at the position of the aircraft to be reverse positioned.

8. A reverse positioning system based on aircraft ADS-B signals as claimed in claim 7, characterized in that: When a reverse positioning constraint factor that has not collected the multimodal data edge computing cloud is connected to a certain aircraft position to be reverse positioned in the reverse positioning constraint factor analysis interface, the reverse positioning constraint factor analysis interface generation component displays it as a terminal without an aircraft position to be reverse positioned and marks it.

9. A reverse positioning method based on aircraft ADS-B signals, comprising the following steps: Step S1, obtaining a collection request for the position of the aircraft to be reversely positioned at different time periods, and collecting basic data of the position of the aircraft to be reversely positioned at different time periods to a multimodal data edge computing cloud; Step S2, collecting aircraft ADS-B signal data of the aircraft position to be reversely positioned at different time periods, and after classification and pre-processing of the received data, storing it in the server data processing module according to the collected basic data of the aircraft position to be reversely positioned; Step S3, obtaining the position data of all aircraft to be reversely positioned in the server data processing module, and generating a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface after analysis and calculation.

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