A reverse positioning system and method based on aircraft ADS-B signals

Abstract

The present invention discloses a reverse positioning system and method based on aircraft ADS-B signals, comprising the following steps: obtaining a collection request for the position of an aircraft to be reverse positioned at different time periods, collecting basic data of the position of the aircraft to be reverse positioned at different time periods to a multimodal data edge computing cloud; collecting aircraft ADS-B signal data of the aircraft to be reverse positioned at different time periods, classifying and pre-processing the received data, and storing the data in a server data processing module according to the collected basic data of the position of the aircraft to be reverse positioned; calculating the received and processed data of the position of the aircraft to be reverse positioned at different time periods stored in the reverse positioning deviation collection and processing module using an AIP algorithm; obtaining the position data of all aircraft to be reverse 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; the present invention improves the accuracy of reverse positioning calculation.

Description

Technical Field

[0001] The present invention relates to the field of aircraft positioning, and in particular 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 growing. However, in complex environments such as airport airside areas and urban canyons, traditional positioning technologies such as GNSS (Global Navigation Satellite System), Wi-Fi, Bluetooth (BLE), and Ultra-Wideband (UWB) all have limitations. Automatic Dependent Surveillance-Broadcast (ADS-B) is a broadcast surveillance technology widely used in civil aviation, providing highly accurate aircraft position information. ADS-B-based reverse positioning systems utilize a network of ground receivers to measure ADS-B signals from multiple aircraft and infer the positions of ground objects (such as people, vehicles, or equipment). This method offers advantages such as a stable signal source, the absence of additional infrastructure, and suitability for large-scale airspace monitoring. It can provide reliable positioning services in scenarios such as airport airside areas and complex urban environments. However, existing traditional positioning technologies still face numerous challenges in complex environments, limiting their widespread adoption.

[0003] First, poor adaptability in complex environments is a major challenge for existing positioning technologies. At airports or in densely populated urban areas, GNSS signals are susceptible to obstruction or multipath interference, resulting in reduced positioning accuracy or even failure. Furthermore, positioning methods based on radio frequency signals, such as Wi-Fi and BLE, have limited accuracy in open areas and are significantly affected by interference, making it difficult to achieve stable, high-precision positioning in outdoor environments. In contrast, ADS-B, primarily used for aircraft monitoring, offers a strong signal and wide coverage, providing reliable measurement data for reverse positioning systems and improving their adaptability in complex environments.

[0004] Secondly, high costs and deployment complexity limit the large-scale adoption 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. This infrastructure is particularly expensive to build and maintain in large airport scenarios. Furthermore, many existing high-precision positioning systems require the installation of specialized hardware, such as UWB receivers and BLE beacons, which increases system costs and hinders the full utilization of existing infrastructure. In contrast, ADS-B-based reverse positioning systems can directly utilize aircraft as signal sources, while ground-based receiving stations are less expensive to build, reducing the need for additional equipment and overall deployment costs.

[0005] Furthermore, existing technologies have limitations in terms of accuracy and flexibility. GNSS accuracy significantly degrades in complex environments, such as near airport terminals, while UWB and BLE face challenges in large-scale application due to their limited coverage. Furthermore, Wi-Fi and BLE signals are susceptible to environmental interference, resulting in insufficient positioning accuracy and an inability to meet high-precision positioning requirements, such as equipment and personnel tracking at airport airside locations. Existing positioning methods mostly rely on traditional models such as trilateration (TOA) and angle of arrival (AOA), lacking adaptive optimization mechanisms for complex environments. Dynamically adjusting algorithms to ensure positioning accuracy is difficult in situations where signal sources are insufficient or interference is high. Summary of the Invention

[0006] To overcome the shortcomings of the aforementioned prior art, the present invention aims to provide a reverse positioning system and method based on aircraft ADS-B signals. By receiving ADS-B signals from multiple aircraft and utilizing an angle-of-arrival (AoA) and distance-weighted algorithm, the system performs a highly accurate reverse calculation of the ADS-B receiver's geographic location. With virtually no additional infrastructure, the present invention achieves an innovative positioning approach that is distinct from traditional positioning methods such as the Global Navigation Satellite System (GNSS), ultra-wideband (UWB), Bluetooth Low Energy (BLE), and Wi-Fi. This solution utilizes an adaptive weighting and optimization algorithm to reversely determine the signal source's location, dynamically adapting to environmental changes and improving positioning stability and accuracy.

[0007] The core of this invention lies in the Adaptive Inverse Positioning (AIP) algorithm, which integrates the angle of arrival data, distance information, and timestamps of multiple ADS-B signals. This algorithm processes the multi-source data through a complex weighting and filtering mechanism, automatically adjusting the contribution of each source to the positioning solution. This method is highly adaptable and robust, capable of maintaining high positioning accuracy in complex environments with dense tall buildings and severe signal reflections. Furthermore, this positioning method can be widely applied in scenarios difficult to cover with existing technologies, such as large airports and urban areas with complex construction.

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

[0009] The position data collection module for aircraft to be reverse-positioned is used to obtain collection requests for the positions of aircraft to be reverse-positioned at different time periods, and collect the basic data of the positions of aircraft to be reverse-positioned at different time periods to the multimodal data edge computing cloud;

[0010] 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 reversed positioned at different time periods, classify and pre-process the received data, and store it in the server data processing module according to the collected basic data of the aircraft position to be reversed positioned;

[0011] The server data processing module is used for calculating the data of the position of the aircraft to be reverse-positioned in different time periods received and processed by the reverse positioning deviation collection and processing module according to the adaptive reverse positioning algorithm AIP;

[0012] The 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 after analysis and calculation, generate 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 receiver's position based on the ADS-B signals of multiple aircraft with known positions. The expression is:

[0014]

[0015] in, Represents the unknown position of the receiver, that is, the three-dimensional coordinates that need to be solved, Indicates the The known position of the aircraft, which is the GPS coordinates of the ADS-B signal, Indicates the estimated The distance from the aircraft to the receiver, calculated by signal propagation time or other means, Indicates the total number of available aircraft, that is, the number of signals. The formula indicates that the receiver The distance constraint relationship between the aircraft is solved by the constraints provided by multiple aircraft (signals). Three-dimensional coordinates;

[0016] In the reverse positioning process, the weighting matrix is ​​used To dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation, the weighted matrix is ​​defined as:

[0017]

[0018] in, is a The diagonal matrix of Indicates signal The weighting coefficient of ; weight calculation, the expression is:

[0019]

[0020] in, Indicates signal The weight of is used to adjust its influence on the final reverse positioning calculation. Indicates signal The signal-to-noise ratio (SNR) indicates the quality of the signal. Indicates signal The actual angle of arrival (AoA) is the angle of the signal from the aircraft to the receiver. Represents the expected arrival angle, which is usually estimated based on prior information or some filtering method. Represents a small positive number that prevents the denominator from being zero, 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. and expected angle When the error between increases, the denominator increases, making the weight Smaller means that the signal with larger error contributes less, thus reducing its negative impact on the final reverse positioning calculation.

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

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

[0024] A component for generating a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface is used to generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface based on the basic data submitted when the position of the aircraft to be reverse positioned is collected;

[0025] The 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 aircraft to be reverse positioned, and synchronously update the obstruction change relationship, and real-time detect whether the data status of the aircraft to be reverse positioned at different time periods in the server data processing module is updated, obtain the updated data of the aircraft to be reverse positioned, and update the corresponding data of the reverse positioning constraint factor analysis interface.

[0026] Furthermore, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface uses the radar reflection signal intensity to present the changing structure of the obstruction based on the basic data submitted when the position of the aircraft to be reverse positioned is collected.

[0027] Furthermore, the reverse positioning constraint factor analysis interface generation component further includes:

[0028] A factor analysis and calculation component is used to reanalyze 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 based on the position data of the aircraft to be reverse positioned, and to prepare a causal relationship between the unique code of each position of the aircraft to be reverse positioned and the obstruction change factor, and at the same time bind the relevant attributes of the position object of the aircraft to be reverse positioned to the obstruction change factor;

[0029] The component for evaluating the missing and supplementing of original collected data is used to evaluate whether the current reverse positioning constraint factor analysis interface needs the missing and supplementing of original collected data;

[0030] The component for generating missing and supplementing the original collected data is used to output the position data of all aircraft to be reverse-positioned according to the number and correlation relationship of the positions of the aircraft to be reverse-positioned, and at the same time output the position relationship of the aircraft to be reverse-positioned, when the evaluation result shows that the current obstruction change map requires missing and supplementing the original collected data;

[0031] 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 shows that the current obstruction change map does not require the original collected data to be supplemented, obtain the data of the updated position of the aircraft to be reverse positioned, encode the corresponding obstruction change factor according to the position of the aircraft to be reverse positioned, and update the data of the corresponding obstruction change factor in the obstruction change map.

[0032] Furthermore, the factor analysis and calculation component is used to obtain all aircraft position data to be reversely positioned from the server data processing module, generate a correlation factor relationship based on 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, and construct 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, center point of the aircraft position to be reversely positioned, ground receiving station layout, antenna height and field of view, aircraft position data to be reversely positioned and other attributes of the aircraft position object to be reversed positioned to the corresponding obstruction change factor.

[0033] Furthermore, when the number of aircraft positions to be reverse positioned is large, the original collected data missing supplement generation component automatically obtains the type of original collected data missing, 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.

[0034] Furthermore, the reverse positioning constraint factor analysis interface generation component further includes:

[0035] The ground station signal receiving and transmitting frequency abnormality reminder component is used to update the ground station signal receiving and transmitting frequency corresponding to the obstruction change factor when the ground station signal receiving and transmitting frequency of the aircraft to be reversely positioned is detected to be abnormal, and to prompt the abnormal state signal frequency band.

[0036] Furthermore, 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 an aircraft position that is not to be reverse positioned and marks it.

[0037] To achieve the above object, the present invention further provides a reverse positioning method based on aircraft ADS-B signals, comprising the following steps:

[0038] Step S1: Obtain collection requests for the positions of aircraft to be reverse-positioned at different time periods, and collect basic data of the positions of aircraft to be reverse-positioned at different time periods to a multimodal data edge computing cloud;

[0039] Step S2, collecting aircraft ADS-B signal data of the aircraft to be reverse-located at different time periods, classifying and pre-processing the received data, and storing the collected basic data of the aircraft to be reverse-located in the server data processing module;

[0040] 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 processing.

[0041] Beneficial effects:

[0042] The present invention provides a reverse positioning system and method based on aircraft ADS-B signals. The system obtains collection requests for the positions of aircraft to be reversely positioned at different time periods on a multimodal data edge computing cloud, collects the position data of aircraft to be reversely positioned at different time periods to the multimodal data edge computing cloud, then collects aircraft ADS-B signal data of aircraft to be reversely positioned at different time periods, classifies and preprocesses the received data, and stores the collected position data of aircraft to be reversely positioned in a server data processing module. The position data of aircraft to be reversely positioned at all positions of aircraft to be reversely positioned in the server data processing module is obtained, and after analysis and calculation, a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface are generated. The system can intuitively display parameter data such as the changing structure of obstructions deployed between the positions of aircraft to be reversely positioned, position data statistics of aircraft to be reversely positioned, reverse positioning influence range, and signal frequency band statistics. When an abnormality occurs in the signal transmission and reception frequency of a ground station, a quick reminder can be issued, and reverse positioning analysis and calculation can be accurately performed, thereby ensuring the accuracy of the reverse positioning calculation. This invention utilizes the aircraft's existing ADS-B signal source to perform receiver reverse positioning with virtually no additional infrastructure, eliminating reliance on additional ground base stations. This makes it suitable for environments where building a large number of reverse positioning base stations is inconvenient, particularly airports and densely built-up urban areas. Unlike traditional GNSS reverse positioning systems, this invention provides reverse positioning services based on ADS-B signals and the Adaptive Inverse Positioning (AIP) algorithm, creating a reverse positioning model that is fundamentally different from existing technologies such as GNSS, UWB, BLE, and Wi-Fi. This innovative reverse positioning method maintains high accuracy and stability in areas where GNSS signals are limited or interfered with. Through multi-signal source fusion and adaptive weighting adjustment, the invention effectively mitigates interference from multipath propagation and ambient noise, making it particularly suitable for urban environments with high-rise buildings and densely built-up airside areas at airports, resulting in more reliable and accurate reverse positioning results. The reverse positioning method of this invention is applicable to a variety of scenarios, particularly in areas such as airport airside areas, densely built-up urban areas, and complex terrain, which are difficult to cover with existing reverse positioning systems. Furthermore, the system of this invention can provide real-time, high-precision reverse positioning support for personnel safety management, logistics scheduling, and emergency rescue, demonstrating significant practical value and broad market prospects. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0044] Figure 2 The present invention is a flowchart of the steps of a reverse positioning method based on aircraft ADS-B signals. DETAILED DESCRIPTION

[0045] The following describes the embodiments of the present invention using specific examples and accompanying drawings. Those skilled in the art will readily understand the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through other different specific examples, and the details in this specification may be modified and altered based on different viewpoints and applications without departing from the spirit of the present invention.

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

[0047] The position data collection module for aircraft to be reverse-positioned is used to obtain collection requests for the positions of aircraft to be reverse-positioned at different time periods, and collect the basic data of the positions of aircraft to be reverse-positioned at different time periods to the multimodal data edge computing cloud.

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

[0049] The reverse positioning deviation collection and processing module for different time periods is used to collect the current aircraft ADS-B signal data collected from the position of the aircraft to be reverse positioned at different time periods, and after classification and pre-processing of the received data, it is stored in the server data processing module according to the collected basic data of the position of the aircraft to be reverse positioned. In other words, the position of the aircraft to be reverse positioned at different time periods in the system will collect its current sending or receiving status and statistical data in real time, and send the collected data to the multimodal data edge computing cloud. The reverse positioning deviation collection and processing module for different time periods in the multimodal data edge computing cloud will receive the sending or receiving status and statistical data sent by the aircraft to be reverse positioned at different time periods in real time, analyze and calculate them, and finally store the obtained data in the server data processing module according to the collected data of the position of the aircraft to be reverse positioned.

[0050] The server data processing module is used to calculate the reverse positioning deviation data of different time periods received and processed by the adaptive reverse positioning algorithm AIP and the reverse positioning deviation collection and processing module.

[0051] The 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 after analysis and calculation, 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 receiver's position based on the ADS-B signals of multiple aircraft with known positions. The expression is:

[0053]

[0054] in, Represents the unknown position of the receiver, that is, the three-dimensional coordinates that need to be solved, Indicates the The known position of the aircraft, which is the GPS coordinates of the ADS-B signal, Indicates the estimated The distance from the aircraft to the receiver, calculated by signal propagation time or other means, Indicates the total number of available aircraft, that is, the number of signals. The formula indicates that the receiver The distance constraint relationship between the aircraft is solved by the constraints provided by multiple aircraft (signals). Three-dimensional coordinates;

[0055] In the reverse positioning process, the weighting matrix is ​​used To dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation, the weighted matrix is ​​defined as:

[0056]

[0057] in, is a The diagonal matrix of Indicates signal The weighting coefficient of

[0058] Weight calculation, the expression is:

[0059]

[0060] in, Indicates signal The weight of is used to adjust its influence on the final reverse positioning calculation. Indicates signal The signal-to-noise ratio (SNR) indicates the quality of the signal. Indicates signal The actual angle of arrival (AoA) is the angle of the signal from the aircraft to the receiver. Represents the expected arrival angle, which is usually estimated based on prior information or some filtering method. Represents a small positive number that prevents the denominator from being zero, used for numerical stability and 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. and expected angle When the error between increases, the denominator increases, making the weight Smaller means that the signal with larger error contributes less, thus reducing its negative impact on the final reverse positioning calculation.

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

[0063] The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface generation component is used to generate the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface based on the data submitted when the position of the aircraft to be reverse positioned is collected. In the present invention, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface only needs to be generated once, and its main function is to display the changing structure of the obstruction of the collected position of the aircraft to be reverse positioned.

[0064] In the present invention, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface displays a graph of changes in obstructions specified during the configuration process of the aircraft's position to be reverse positioned. The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface uses radar reflection signal intensity to present the obstruction change structure. The data displayed on the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface is the data submitted during the acquisition of the aircraft's position to be reverse positioned. This data is relatively fixed and primarily reflects the obstruction change relationship and longitude and latitude information of the aircraft's position to be reverse positioned, allowing for intuitive access to the current system's deployment architecture. For example, when a location is collecting the position of an aircraft to be reverse positioned, a custom name is assigned to the current aircraft's position to be reverse positioned. In the current system's real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface, all aircraft's positions to be reverse positioned are displayed in red, while non-collected aircraft positions to be reverse positioned are not displayed in red. For example, the present invention can interface with standard reverse positioning constraint factors. In this case, collection of the multimodal data edge computing cloud of the present invention is not required, but can still be displayed via the multimodal data edge computing cloud of the present invention. That is, the aircraft's positions to be reverse positioned in the reverse positioning constraint factors are the non-collected aircraft positions 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 acquired position data of the aircraft to be reverse positioned to display the real-time obstruction change structure of the current aircraft to be reverse positioned, and synchronously update the obstruction change relationship, and real-time detect whether the data status of the aircraft to be reverse positioned at different time periods in the server data processing module is updated, obtain the updated data of the aircraft 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 obstruction change structure of the current position of the aircraft to be reverse positioned. For example, when the high availability switch is enabled for the position of the aircraft to be reverse positioned, the reverse positioning constraint factor analysis interface will synchronously update the obstruction change relationship. In a specific embodiment of the present invention, each obstruction change factor of the reverse positioning constraint factor analysis interface will display data such as the signal frequency band of the position of the aircraft to be reverse positioned, the layout of the ground receiving station of the reverse positioning influence range of the position of the aircraft to be reverse positioned, the antenna height and field of view, the speed of the reverse positioning influence range, the reverse positioning influence range protocol, the current time of the position of the aircraft to be reverse positioned, and the market time, 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 based on the current connection status of the aircraft to be reverse positioned and the affected aircraft position data. In addition to displaying the basic data of the aircraft position to be reverse positioned, it also displays in real time data such as the aircraft ADS-B signal, signal frequency band, the center point of the aircraft position to be reverse positioned, the ground receiving station layout, 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 position to be reverse positioned changes, the obstruction change structure is dynamically adjusted. At the same time, when the ground station signal transmission and reception frequency of the aircraft ADS-B signal, signal frequency band, network, number of connections to the aircraft position to be reverse positioned, etc. is monitored, the corresponding obstruction change factor of the aircraft position to be reverse positioned can be updated according to different colors, and a sound reminder and signal log are played. Furthermore, for the reverse positioning constraint factors that have not been collected by the multimodal data edge computing cloud, 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] Furthermore, 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 positioned from the server data processing module, re-analyze and calculate the obtained aircraft position data to be reverse positioned, and generate correlation factor relationships between the aircraft positions to be reverse positioned in different time periods based on the aircraft position data to be reverse positioned, and establish a causal relationship between the unique code of each aircraft position to be reverse positioned and the obstruction change factor, and at the same time bind the relevant attributes of the aircraft position object to be reverse positioned to the obstruction change factor. Specifically, the factor analysis and calculation component re-analyzes and calculates the obtained aircraft position data to be reverse positioned in different time periods, for example, generates a correlation factor relationship based on the aircraft position code to be reverse positioned, the center point of the aircraft position to be reverse positioned within a preset range, and the clock synchronization error data, and establishes a causal relationship between each uniquely coded aircraft position to be reverse positioned and the obstruction change factor, and binds the aircraft ADS-B signal, signal frequency band, center point, ground receiving station layout, antenna height and field of view, aircraft position data to be reverse positioned and other attributes of the aircraft position object to be reverse positioned to the corresponding obstruction change factor.

[0069] The original acquisition data missing supplement assessment component is used to assess whether the current reverse positioning constraint factor analysis interface requires original acquisition data missing supplement. That is to say, if the reverse positioning constraint factor analysis interface is not generated currently, the original acquisition data missing supplement is required to generate the reverse positioning constraint factor analysis interface.

[0070] The component for generating missing data supplements for the original collected data is used to output all the position data of the aircraft to be reverse-located according to the number and correlation of the aircraft to be reverse-located, and also output the data statistics of the aircraft to be reverse-located, when the assessment result indicates that the current obstruction change map requires missing data supplements for the original collected data. When the number of aircraft to be reverse-located is large, the component automatically obtains the types of missing data from the original collected data, calculates the coordinates of the aircraft to be reverse-located at different time periods based on the correlation factors and the number of aircraft to be reverse-located positions, and automatically sorts and groups the aircraft to be reverse-located and adjusts the coordinate positions. For example, some initial values ​​are set, such as automatically wrapping the page when the display does not fit on one line, so as to complete the generated obstruction 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 shows that the current obstruction change map does not require the original collected data to be supplemented, obtain the data for updating the position of the aircraft to be reverse positioned, encode the corresponding obstruction change factors according to the position of the aircraft to be reverse positioned, and update the data of the corresponding obstruction change factors in the obstruction change map. Specifically, when it is detected that there are new aircraft positions to be reverse positioned and fewer aircraft positions to be reverse positioned in the server data processing module, it is necessary to return to the original collected data missing supplement generation component to re-establish the original collected data missing supplement relationship. When it is detected that the data status is only a change in the position data of the aircraft to be reverse positioned, such as a change in data time, a change in the aircraft ADS-B signal, a change in a high-rise building, etc., there is no need to re-collect the original data missing to supplement the position of the aircraft to be reverse positioned, and only the data of the corresponding factors need to be updated.

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

[0073] The ground station signal receiving and transmitting frequency abnormality reminder component is used to update the ground station signal receiving and transmitting frequency abnormality state signal band corresponding to the obstruction change factor to provide a prompt, such as a prompt sound signal, when it detects that the ground station signal receiving and transmitting frequency is abnormal at the position of the aircraft to be reverse positioned.

[0074] Nonlinear minimization of the error optimization model, the error term is defined as:

[0075]

[0076] in, Represents the error term, which indicates the deviation between the calculated distance and the actual measured distance. Indicates that based on the current receiver position Calculated distance:

[0077]

[0078] in, Indicates the measured distance from the aircraft to the receiver.

[0079] This formula calculates the The calculated distance and measured distance of an ADS-B signal The difference between them forms the error function.

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

[0081]

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

[0083]

[0084] in, Dynamically adjust based on signal quality (SNR) and angle of arrival error (AoA error).

[0085] Represents the error vector:

[0086]

[0087] This formula represents minimizing the sum of squared errors, with the contributions of different signals to the error being weighted by the factors impact.

[0088] Minimization of the error function, in order to minimize ,right Taking the derivative, we get the partial derivative equations:

[0089]

[0090] The formula is found by gradient descent or Newton's method The optimal solution of the error function Minimum.

[0091] Partial derivative of the error term

[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]

[0096] Observation Update:

[0097]

[0098] in, Indicates the current state (position estimate). Indicates the velocity estimate at the previous moment. Indicates a time interval. represents the Kalman gain matrix, which is used to adjust the estimated value. Indicates observation data (ADS-B signal). Represents the observation matrix, which projects the true observation value into the state space.

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

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

[0101]

[0102] Location Updates:

[0103]

[0104] in, Indicates the step size, which is used to adjust the amplitude of position updates. It represents the adjustment factor, which controls the size of the step and affects the convergence speed and stability. The larger the sum of squared errors, the larger the step size. The smaller it is, the less likely it is to cause convergence oscillation.

[0105] This formula is used to iteratively update the receiver's position, with the error decreasing after each update and eventually converging to the optimal position.

[0106] The present invention utilizes the aircraft's existing ADS-B signals to complete receiver reverse positioning without adding almost any additional infrastructure, avoiding dependence on additional ground base stations. It is suitable for environments where it is inconvenient to build a large number of reverse positioning base stations, especially airports and urban areas with dense buildings.

[0107] Independent of traditional reverse positioning technologies such as GNSS: Unlike traditional GNSS reverse positioning systems, this invention provides reverse positioning services based on ADS-B signals and the Adaptive Inverse Positioning (AIP) algorithm, creating a completely different reverse positioning model from existing technologies such as GNSS, UWB, BLE, and Wi-Fi. This innovative reverse positioning method maintains high accuracy and stability in areas where GNSS signals are limited or interfered with.

[0108] Adaptable to complex environments and with strong anti-interference capabilities: Through multi-signal source fusion and adaptive weighted adjustment, the present invention can effectively resist interference from multipath propagation and environmental noise. It is particularly suitable for urban environments with high-rise buildings and airport airside areas with dense buildings, making the reverse positioning results more reliable and accurate.

[0109] High-precision reverse positioning and low error correction: The adaptive reverse positioning algorithm (AIP) proposed in this paper integrates the arrival angle, distance information, and timestamps of multiple signal sources. Through multiple mechanisms such as dynamic weighting, error correction, and optimization iteration, it effectively improves reverse positioning accuracy. The error correction model further reduces errors caused by environmental reflections, achieving high-precision reverse positioning.

[0110] Broad Application Prospects: The reverse positioning method of this invention is applicable to a variety of scenarios, particularly areas difficult to reach with existing reverse positioning systems, such as airport airside areas, densely built-up urban areas, and complex terrain. Furthermore, the system of this invention can provide real-time, high-precision reverse positioning support for personnel safety management, logistics scheduling, and emergency rescue, demonstrating significant practical value and broad market prospects.

[0111] Strong adaptability and dynamic adjustment: The adaptive reverse positioning algorithm (AIP) analyzes received signal quality and environmental changes in real time, dynamically adjusting signal source weights and algorithm parameters to ensure that reverse positioning results are optimized as the environment changes. Even in scenarios with significant environmental fluctuations, the system can maintain the continuity and accuracy of reverse positioning.

[0112] Figure 2 The figure is a flow chart of the steps of a reverse positioning method based on aircraft ADS-B signals of the present invention. Figure 2 As shown, the present invention provides a reverse positioning method based on aircraft ADS-B signals, comprising the following steps:

[0113] Step S1 is used to obtain a collection request for the position of the aircraft to be reverse-positioned in different time periods, and collect the position data of the aircraft to be reverse-positioned in different time periods to the multimodal data edge computing cloud.

[0114] In the present invention, it is necessary to first collect the positions of the aircraft to be reverse positioned in different time periods in the system to the multimodal data edge computing cloud. The positions of the aircraft to be reverse positioned in different time periods here 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 that are affected, and collect the basic data of the positions of the aircraft to be reverse positioned that are affected to be reverse positioned to the multimodal data edge computing cloud. When the data collection module for the position of the aircraft to be reverse positioned receives a collection request for a certain position of the aircraft to be reverse positioned, it automatically generates a unique position code for the position of the aircraft to be reverse positioned, so as to reversely locate the position of the aircraft through the unique position code for the aircraft to be reverse positioned, and at the same time sets the latitude and longitude information such as the center point and name of the position of the aircraft to be reverse positioned, as well as the center point and clock synchronization error of the position of the aircraft to be reverse positioned within its preset range.

[0115] Step S2 collects the aircraft ADS-B signal data of the current aircraft position to be reversed positioned collected from the aircraft position to be reversed positioned at different time periods, and stores the received data in the server data processing module after classification and pre-processing. In other words, the aircraft position to be reversed positioned at different time periods in the system (including the aircraft position to be reversed positioned within the preset range and the affected aircraft position to be reversed positioned) will collect its current sending or receiving status and statistical data in real time, and send the collected data to the multimodal data edge computing cloud. The multimodal data edge computing cloud will receive the current sending or receiving status and statistical data sent by the aircraft position to be reversed positioned at different time periods in real time and store them in the server data processing module.

[0116] 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 processing.

[0117] Specifically, step S3 further includes:

[0118] Step T1: Generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface based on the data submitted when the position of the aircraft to be reverse positioned is collected.

[0119] In the present invention, the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface displays a diagram of the obstruction change relationship specified during the configuration process of the aircraft position to be reverse positioned. The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface uses the radar reflection signal intensity to present the obstruction change structure. The data displayed on the real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface is the data submitted when the position of the aircraft to be reverse positioned is collected, which mainly reflects the obstruction change relationship of the aircraft position to be reverse positioned and the longitude and latitude information of the aircraft position to be reverse positioned, so as to facilitate the intuitive acquisition of the deployment architecture of the current system.

[0120] Step T2: 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; 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.

[0121] In a specific embodiment of the present invention, the reverse positioning constraint factor analysis interface displays the real-time obstruction change structure of the current position of the aircraft to be reverse positioned. For example, when the high availability switch is enabled for the position of the aircraft to be reverse positioned, the reverse positioning constraint factor analysis interface will synchronously update the obstruction change relationship. In a specific embodiment of the present invention, each obstruction change factor of the reverse positioning constraint factor analysis interface will display data such as the signal frequency band of the aircraft to be reverse positioned, the layout of the ground receiving station of the reverse positioning impact range of the aircraft to be reverse positioned, the antenna height and field of view, etc., which can help aircraft ADS-B signal personnel 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 current connection status of the aircraft to be reverse positioned and the affected aircraft position data. In addition to displaying the basic data of the aircraft position to be reverse positioned, it also displays in real time the aircraft ADS-B signal, speed, signal frequency band, center point, ground receiving station layout, 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 position to be reverse positioned changes, the obstruction change structure is dynamically adjusted. At the same time, when the monitoring aircraft ADS-B signal, signal frequency band, number of connections to the aircraft position to be reverse positioned, and other ground station signal transmission and reception frequency abnormalities are detected, the corresponding obstruction change factor of the aircraft position to be reverse positioned can be updated according to different colors, and a sound reminder and signal log are played. Furthermore, for the reverse positioning constraint factors that have not been collected by the multimodal data edge computing cloud, 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.

[0122] Furthermore, step T2 further includes:

[0123] Step Q1, re-analyzes and calculates the acquired position data of the aircraft to be reverse positioned, and generates correlation factor relationships between the positions of the aircraft to be reverse positioned at different time periods based on the aircraft position data to be reverse positioned, and prepares a causal relationship between the unique code of each aircraft position to be reverse positioned and the obstruction change factor, and binds the relevant attributes of the aircraft position object to be reverse positioned to the obstruction change factor. Specifically, the factor analysis and calculation component re-analyzes and calculates the acquired position data of the aircraft to be reverse positioned at different time periods, for example, generates a correlation factor relationship based on the aircraft position code to be reverse positioned, the center point of the aircraft position to be reverse positioned within a preset range, and the clock synchronization error data, constructs a causal relationship between each uniquely coded aircraft position to be reverse positioned and the obstruction change factor, and binds the attributes of the aircraft position object to be reverse positioned, 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 positioned, to the corresponding obstruction change factor.

[0124] Step Q2: evaluate whether the current reverse positioning constraint factor analysis interface needs to be supplemented by the original collected data. That is, if the reverse positioning constraint factor analysis interface is not generated currently, the reverse positioning constraint factor analysis interface needs to be supplemented by the original collected data.

[0125] In step Q3, if the assessment result indicates that the current obstruction change map requires supplementation of missing original collected data, all aircraft position data for reverse positioning is output according to the number and relationship of the aircraft positions to be reverse positioned, along with the relationship between the aircraft positions to be reverse positioned. For example, if the number of aircraft positions to be reverse positioned is large, the missing types of original collected data are automatically determined, and the aircraft positions to be reverse positioned are automatically sorted and grouped, with their coordinates adjusted to generate a complete obstruction change map.

[0126] Step Q4: When the evaluation result shows that the current occlusion change map does not require any missing or supplementary original collected data, the data status in the server data processing module is detected in real time to see if it is updated, and the data of the updated position of the aircraft to be reverse positioned is obtained. The corresponding occlusion change factor is encoded according to the position of the aircraft to be reverse positioned, and the data of the corresponding occlusion change factor in the occlusion change map is updated.

[0127] Furthermore, step T2 further includes:

[0128] When it is detected that the ground station signal receiving and transmitting frequency of the aircraft to be reversely positioned is abnormal, the ground station signal receiving and transmitting frequency corresponding to the obstruction change factor is updated, and a prompt is given for the abnormal state signal frequency band, such as a prompt sound signal.

[0129] Example

[0130] First, the basic position data of the affected aircraft to be reverse positioned is collected to the multimodal data edge computing cloud. During the reverse positioning impact range of the affected aircraft position data, the sending or receiving status and statistical data of the current position of the aircraft to be reverse positioned are collected in real time through the reverse positioning deviation collection component under different weather conditions. Then, the collected data is sent to the multimodal data edge computing cloud through the aircraft position status sending component to be reverse positioned. The reverse positioning deviation collection and processing module of the multimodal data edge computing cloud classifies and pre-processes the received data and stores it in the server data processing module. The reverse positioning probability and size analysis component reads all the position data of the aircraft to be reverse positioned in the server data processing module. After analysis and calculation, it generates a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface. The reverse positioning constraint factor analysis interface updates the status in real time, and automatically signals when an abnormality occurs in the ground station signal receiving and sending frequency.

[0131] First, all the aircraft position data to be reverse-positioned are obtained from the server data processing module of the multimodal data edge computing cloud.

[0132] Secondly, the reverse positioning probability and size analysis component re-analyzes and calculates the acquired aircraft position data to be reverse positioned, generates correlation factor relationships based on the aircraft position code to be reverse positioned, the center point of the aircraft position to be reverse positioned within a preset range, and the clock synchronization error data, and constructs a causal relationship between each uniquely coded aircraft position to be reverse positioned and the obstruction change factor. At the same time, the aircraft ADS-B signal, signal frequency band, center point, ground receiving station layout, antenna height and field of view, aircraft position data to be reverse positioned and other attributes of the aircraft position object to be reverse positioned are bound to the corresponding obstruction change factor.

[0133] Next, the system evaluates whether the current obstruction change map requires supplementation of missing original data. If so, the position data for all aircraft to be reverse-located are plotted according to the specified coordinates, along with the position relationships of the aircraft to be reverse-located. If there are a large number of aircraft to be reverse-located, the system automatically determines the types of missing original data, automatically sorts and groups the aircraft to be reverse-located, and adjusts their coordinates to complete the obstruction change map. If supplementation of missing original data is not currently required, the position data for the aircraft to be reverse-located is updated based on the obstruction change factors corresponding to the aircraft position codes. This dynamically updates the obstruction change map data, enabling real-time monitoring.

[0134] When the ground station signal receiving and transmitting frequency is abnormal, the obstruction change factor is updated to the color of each alarm level, and the sound reminder of different alarms is played at the same time.

[0135] In summary, the present invention provides a reverse positioning system and method based on aircraft ADS-B signals. This system obtains collection requests for aircraft positions to be reverse-positioned at different time periods from a multimodal data edge computing cloud. The system collects aircraft position data for each of the different time periods to the multimodal data edge computing cloud. The system then collects aircraft ADS-B signal data for each of the different time periods, classifies and preprocesses the received data, and stores the collected aircraft position data in a server data processing module. The system then obtains aircraft position data for all aircraft positions to be reverse-positioned in the server data processing module. After analysis and computation, the system generates a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface and a reverse positioning constraint factor analysis interface. The system intuitively displays performance parameter data such as the changing structure of obstructions deployed between aircraft positions to be reverse-positioned, data statistics between aircraft positions to be reverse-positioned, the reverse positioning impact range, and signal frequency band statistics. When an abnormality in the ground station signal reception and transmission frequency occurs, the system can quickly issue a warning and accurately perform reverse positioning analysis and calculation, thereby quickly resolving the problem and resuming production.

[0136] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Any skilled artisan may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be as set forth in the appended claims.

Claims

1. A reverse positioning system based on aircraft ADS-B signals, comprising: The position data collection module for aircraft to be reverse-positioned is used to obtain collection requests for the positions of aircraft to be reverse-positioned at different time periods, and collect the basic data of the positions of aircraft to be reverse-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 reversed positioned at different time periods, classify and pre-process the received data, and store it in the server data processing module according to the collected basic data of the aircraft position to be reversed positioned; The server data processing module is used for calculating the data of the position of the aircraft to be reverse-positioned in different time periods received and processed by the reverse positioning deviation collection and processing module according to the adaptive reverse positioning algorithm AIP; 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: ； in, Represents the unknown position of the receiver, that is, the three-dimensional coordinates that need to be solved, Indicates the The known position of the aircraft, which is the GPS coordinates of the ADS-B signal, Indicates the estimated The distance from the aircraft to the receiver, calculated by signal propagation time or other means, Indicates the total number of available aircraft, that is, the number of signals. The formula indicates that the receiver The distance constraint relationship between the aircraft is solved by the constraints provided by multiple aircraft (signals). Three-dimensional coordinates; In the reverse positioning process, the weighting matrix is ​​used To dynamically adjust the contribution weights of different aircraft to the reverse positioning calculation, the weighted matrix is ​​defined as: ； in, is a The diagonal matrix of Indicates signal The weighting coefficient of ； in, Indicates signal The weight of is used to adjust its influence on the final reverse positioning calculation. Indicates signal The signal-to-noise ratio indicates the quality of the signal. Indicates signal The actual angle of arrival, that is, the angle at which the signal reaches the receiver from the aircraft, Represents the expected arrival angle, which is usually estimated based on prior information or some filtering method. Represents a small positive number that prevents the denominator from being zero, used for numerical stability and to avoid calculation errors.

2. The reverse positioning system based on aircraft ADS-B signals according to 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 position of an aircraft to be reversely located, it automatically generates a unique position code for the position of the aircraft to be reversely located, so as to reversely locate the position of the aircraft using 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 according to claim 2, characterized in that: The adaptive reverse positioning algorithm module further includes: A component for generating a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface is used to generate a real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface based on 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, configured to generate a reverse positioning constraint factor analysis interface based on the acquired position data of the aircraft to be reverse positioned, displaying the real-time obstruction change structure of the current position of the aircraft to be reverse positioned, synchronously updating the obstruction change relationship, detecting 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 has been updated, acquiring the updated data of the position of the aircraft to be reverse positioned, and updating the corresponding data of the reverse positioning constraint factor analysis interface; The real-time reverse positioning aircraft ADS-B signal fluctuation monitoring interface uses the radar reflection signal intensity to present the changing structure of the obstruction 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 according to claim 3, characterized in that: The reverse positioning constraint factor analysis interface generation component further includes: A factor analysis and calculation component is used to reanalyze 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 based on the position data of the aircraft to be reverse positioned, and to establish a causal relationship between the unique code of each position of the aircraft to be reverse positioned and the obstruction change factor, and at the same time bind the relevant attributes of the position object of the aircraft to be reverse positioned to the obstruction change factor; The component for evaluating the missing and supplementing of original collected data is used to evaluate whether the current reverse positioning constraint factor analysis interface needs the missing and supplementing of original collected data; The component for generating missing and supplementing the original collected data is used to output the position data of all aircraft to be reverse-positioned according to the number and correlation relationship of the positions of the aircraft to be reverse-positioned, and at the same time output the position relationship of the aircraft to be reverse-positioned, when the evaluation result shows that the current obstruction change map requires missing and supplementing the 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 shows that the current obstruction change map does not require the original collected data to be supplemented, obtain the data of the updated position of the aircraft to be reverse positioned, encode the corresponding obstruction change factor according to the position of the aircraft to be reverse positioned, and update the data of the corresponding obstruction change factor in the obstruction change map.

5. The reverse positioning system based on aircraft ADS-B signals according to claim 4, characterized in that: The factor analysis and calculation component is used to obtain all the position data of the aircraft to be reversely positioned from the server data processing module, generate a correlation factor relationship based on the position code of the aircraft 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, construct 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, center point of the aircraft position to be reversely positioned, ground receiving station layout, antenna height and field of view, 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. The reverse positioning system based on aircraft ADS-B signals according to 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 type of original collected data missing, 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 according to 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 corresponding to the obstruction change factor when it is detected that the ground station signal receiving and transmitting frequency of the aircraft to be reverse positioned is abnormal, and to prompt the abnormal state signal frequency band.

8. The reverse positioning system based on aircraft ADS-B signals according to 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 an aircraft position that has not been reverse positioned and marks it.

9. A reverse positioning method based on aircraft ADS-B signals using the reverse positioning system of claim 1, comprising the following steps: Step S1: Obtain collection requests for the positions of aircraft to be reverse-positioned at different time periods, and collect basic data of the positions of aircraft to be reverse-positioned at different time periods to a multimodal data edge computing cloud; Step S2, collecting aircraft ADS-B signal data of the aircraft to be reverse-located at different time periods, classifying and pre-processing the received data, and storing the collected basic data of the aircraft to be reverse-located in the server data processing module; 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 processing.

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