TCAS and ADS-B track association method, system and device

Abstract

The invention relates to the technical field of track identification, in particular to a TCAS and ADS-B track association method, system and device. The method comprises the following steps: receiving a TCAS report and an ADS-B report of monitoring an aircraft by a local machine; if the TCAS report does not contain the S mode address, the TCAS report and the ADS-B report are converted to the same coordinate system; calculating a dynamic association window according to the first ENU coordinate and the time difference between the ADS-B report and the TCAS report; if the predicted position of the second ENU coordinate continuously falls into the dynamic association window and the TCAS report and the ADS-B report are not completely associated with other reports, marking the TCAS report and the ADS-B report as being completely associated; and combining the TCAS report and the ADS-B report which are completely associated into a comprehensive track and outputting the comprehensive track. And the condition that the same aircraft is identified as a plurality of independent targets in a high-density airspace environment is effectively reduced.

Description

Technical Field

[0001] This invention relates to the field of track identification technology, specifically to a method, system, and device for associating TCAS and ADS-B tracks. Background Technology

[0002] With the rapid development of the global aviation industry, air traffic volume continues to rise, and the airspace environment is becoming increasingly complex, making flight safety a growing concern for all sectors of society. Traffic Collision Avoidance Systems (TCAS) and Automatic Dependent Surveillance-Broadcast (ADS-B) systems, as two core technologies of modern aviation safety surveillance, play an irreplaceable and crucial role in ensuring aircraft operational safety and improving air traffic control efficiency.

[0003] TCAS is an airborne collision avoidance system based on the principle of Secondary Radar Surveillance (SSR). It works by transmitting a C / S mode interrogation signal at 1030MHz and receiving a 1090MHz response signal from a nearby aircraft. The system calculates the target's slant range and azimuth using the round-trip time and phase difference, and combines this with the barometric altitude information carried in the response signal to achieve target surveillance and conflict detection. This system boasts high autonomy and real-time performance, capable of independently generating Traffic Advisory (TA) and Decision Advisory (RA) information without relying on ground facilities. It serves as the last line of defense for airborne collision avoidance, meeting the requirements of the International Civil Aviation Organization (ICAO). However, TCAS also has inherent limitations: its effective radius is generally no more than 40 nautical miles, and it cannot provide aircraft identification codes or intent status information; in dense terminal areas or parallel approach scenarios, the intersecting movement of multiple targets can easily cause signal interference and false alarms; its disengagement logic only supports vertical maneuvers and lacks horizontal disengagement capability, which may be suboptimal under specific airspace structures and weather conditions.

[0004] ADS-B is a next-generation surveillance technology. Its core is that aircraft acquire high-precision status information through onboard navigation and status sensors, and periodically broadcast parameters such as their position, speed, track angle, identification code, and flight status via the 1090ES or UAT data link. Relying on the Global Navigation Satellite System (GNSS), this system provides superior positioning accuracy and update rate compared to traditional radar, enabling panoramic situational awareness sharing between air and ground, and supporting coordinated spacing and track optimization, significantly improving airspace capacity and operational efficiency. However, ADS-B also faces several challenges: its performance is highly dependent on the availability, integrity, and continuity of GNSS signals, making it susceptible to interference from space segment anomalies, ionospheric disturbances, or malicious deception; as a passive broadcast mechanism, it cannot detect unequipped or malfunctioning aircraft; and its function is limited to surveillance and information transmission, lacking conflict detection and resolution decision-making capabilities.

[0005] Current air traffic surveillance systems typically employ a hybrid surveillance architecture combining ADS-B and TCAS to achieve data fusion, spatial correlation, and identification. However, in real-world operating environments characterized by high dynamics, high density, and multiple interferences, this system still exhibits significant deficiencies in surveillance integrity and consistency. Specifically, targets that have triggered TA / RA alarms, or historical aircraft with only Mode C response capabilities, currently rely solely on TCAS for active detection, tracking, and surveillance, without fusion of TCAS and ADS-B reports. Furthermore, the output of these unfused TCAS and ADS-B reports to the display terminal may, if the integrated avionics system fails to achieve efficient data correlation and target deduplication, lead to the identification of two reports from the same aircraft as two independent targets, resulting in "ghost tracks" or target splitting on the cockpit traffic display terminal. This display ambiguity severely interferes with pilots' air traffic situational awareness, increases cognitive load, affects the efficiency of judging and making decisions regarding real threats, and may even trigger unnecessary maneuvers, creating new flight conflict risks. These shortcomings weaken the reliability and stability of the hybrid surveillance system under high operational loads and complex electromagnetic environments. Summary of the Invention

[0006] The purpose of this invention is to provide a method, system, and device for associating TCAS and ADS-B tracks, which solves the problems in the prior art.

[0007] This invention is achieved through the following technical solution:

[0008] In a first aspect, embodiments of the present invention provide a method for associating TCAS and ADS-B tracks, including:

[0009] Receive TCAS reports and ADS-B reports from the local unit for monitoring aircraft, wherein the TCAS report is a monitoring report for the first aircraft and the ADS-B report is a monitoring report for the second aircraft;

[0010] If the TCAS report does not contain an S-mode address, then the TCAS report and the ADS-B report are converted to the same coordinate system to obtain the first ENU coordinates of the first aircraft and the second ENU coordinates of the second aircraft;

[0011] Calculate the dynamic association window based on the time difference between the first ENU coordinates and the ADS-B report and the TCAS report;

[0012] If the predicted position of the second ENU coordinates falls continuously within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports, then the TCAS report and the ADS-B report are marked as fully associated, so that the first aircraft and the second aircraft are considered as the same aircraft;

[0013] The TCAS report and the ADS-B report that have achieved full correlation will be merged into a single integrated track output.

[0014] Preferably, the step of converting the TCAS report and the ADS-B report to the same coordinate system if the TCAS report does not contain an S-mode address includes:

[0015] The parameters in the TCAS report are converted to the ENU coordinate system with the aircraft as the origin to obtain the first ENU coordinates of the first aircraft.

[0016] The WGS-84 coordinates in the ADS-B report are converted to the ENU coordinate system with the aircraft as the origin to obtain the second ENU coordinates of the second aircraft.

[0017] Preferably, the step of calculating the dynamic correlation window based on the target motion state and time difference reported by the TCAS includes:

[0018] Based on the first ENU coordinates, determine the center position of the dynamic association window;

[0019] Based on the motion state of the first aircraft and the time difference, the horizontal expansion range of the dynamic association window in the horizontal direction is determined;

[0020] Based on a preset vertical error parameter, the vertical expansion range of the dynamic association window in the vertical direction is determined, wherein the horizontal expansion range and the vertical expansion range together constitute the boundary of the dynamic association window.

[0021] Preferably, determining the horizontal expansion range of the dynamic association window in the horizontal direction based on the motion state of the first aircraft and the time difference includes:

[0022] Calculate the core region with the central position as its core, the core region consisting of four core vertices;

[0023] Calculate the width of the buffer zone surrounding the core region;

[0024] The horizontal expansion range of the dynamically associated window in the horizontal direction is determined based on the core vertex and the buffer width.

[0025] Preferably, the calculation of the core region centered on the central location includes:

[0026] Calculate the length of the core region based on the preset TCAS standard deviation;

[0027] The relative bearing angle is calculated based on the horizontal distance between the first aircraft and the host, and based on the host's heading and the initial relative bearing angle in the TCAS report;

[0028] The width correlation angle is calculated based on the TCAS standard deviation, and the width correlation angle is used to define the half width of the core region;

[0029] Determine whether the horizontal distance is greater than half of the length;

[0030] If the horizontal distance is greater than half of the length, then the four core vertices P1, P2, P3, and P4 are calculated according to a preset formula.

[0031] If the horizontal distance is not greater than half the length, then the coordinates of P1 and P4 among the four core vertices are set as the coordinate zero point with the local machine as the origin, and P2 and P3 are calculated according to a preset formula; wherein, the preset formula is:

[0032] ;

[0033] ;

[0034] ;

[0035] ;

[0036] ;

[0037] ;

[0038] ;

[0039] ;

[0040] ;

[0041] in, Horizontal distance For length, The relative azimuth angle. For width-related angles, The distance is as stated in the TCAS report. The height in the TCAS report. The height of the machine. The heading of the machine. The heading in the TCAS report. To ensure the threshold region length is constant, To ensure the threshold width is constant, This refers to the standard deviation of the orientation. This represents the standard deviation of TCAS.

[0042] Preferably, determining the vertical expansion range of the dynamically associated window in the vertical direction based on a preset vertical error parameter includes:

[0043] The extended half-height in the vertical direction is calculated based on the preset TCAS height measurement error and the vertical estimated position error parameter in the ADS-B report.

[0044] The vertical altitude range is determined based on the extended half-height and the barometric altitude of the first aircraft.

[0045] Preferably, if the predicted position of the second ENU coordinates continuously falls within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports, then marking the TCAS report and the ADS-B report as fully associated includes:

[0046] Based on the time difference and the second ENU coordinates, the position of the second aircraft is extrapolated to obtain the predicted position;

[0047] When the predicted location is first determined to fall within the dynamic association window, the TCAS report and the ADS-B report are marked as temporarily associated;

[0048] If the predicted position falls within the dynamic association window within a consecutive preset number of times, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

[0049] Preferably, the method further includes:

[0050] If the TCAS report contains an S-mode address, then search for a report with the same S-mode address in the ADS-B report;

[0051] If found, calculate the distance difference and height difference between the predicted location in the ADS-B report and the location indicated in the TCAS report;

[0052] If the distance difference is not greater than a preset distance threshold and the height difference is not greater than a preset height threshold, then the TCAS report and the ADS-B report are marked as temporarily associated, wherein the distance threshold and the height threshold are calculated based on a preset TCAS standard deviation;

[0053] If, within a consecutive preset number of times, the distance difference is not greater than a preset distance threshold, and the height difference is not greater than a preset height threshold, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

[0054] Secondly, embodiments of the present invention provide a TCAS and ADS-B track association system, comprising:

[0055] The Mode C surveillance and processing module is configured to actively interrogate, receive responses, and process flight paths of aircraft equipped with Mode A / C transponders.

[0056] The Mode S surveillance and processing module is configured to perform name-calling, data exchange and track processing on aircraft equipped with Mode S transponders, and obtain their Mode S addresses.

[0057] The ADS-B IN receiver processing module is configured to receive and decode ADS-B broadcast signals and generate a report containing target status information.

[0058] The hybrid monitoring and processing module is configured to integrate active monitoring data from the S-mode monitoring and processing module and passive monitoring data from the ADS-B IN receiving and processing module, and dynamically select the monitoring mode based on the proximity of the target and the data quality.

[0059] The CAS collision avoidance processing module is configured to generate a TCAS report based on the output of the hybrid monitoring processing module and the output of the C-mode monitoring processing module.

[0060] The ADS-B monitoring and processing module is configured to correlate and merge the reports generated by the ADS-B IN receiving and processing module to generate an ADS-B report.

[0061] The TCAS and ADS-B association processing module is configured to perform association determination between the TCAS report and the ADS-B report according to any one of the methods described in claims 1-8.

[0062] Thirdly, embodiments of the present invention provide an electronic device, including: at least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, implement the method of the first aspect described above.

[0063] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0064] This invention eliminates the phenomenon of the same aircraft appearing as separate targets at the cockpit display level, maintaining accurate representation of airspace situation and reducing pilot cognitive load. The S-mode address matching path provides efficient identity verification, while the dynamic window verification path adapts to the surveillance needs of historical aircraft. These two paths work together to cover the entire fleet. A two-level state transition mechanism of temporary and full association balances system response speed and decision reliability, maintaining association stability in rapidly changing airspace environments. The three-dimensional dynamic window design considers sensor characteristics and kinematic parameters, adapting association decisions to geometric distribution characteristics under different distance, altitude, and speed conditions. A one-to-one mapping constraint prevents association path intersections and avoids trajectory jumps caused by erroneous fusion. The system maintains high target resolution in high-density operational scenarios in the terminal area while maintaining wide-area surveillance coverage during the en-route phase. Continuous association verification requires filtering transient interference and abnormal measurements, enhancing system resilience in complex electromagnetic environments. This scheme achieves complementary enhancement of TCAS and ADS-B surveillance capabilities, optimizing spectrum resource utilization efficiency while maintaining the integrity of collision avoidance functions, and providing a smooth transition path for future air traffic control system upgrades. Attached Figure Description

[0065] To more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be considered as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. In the drawings:

[0066] Figure 1 A schematic diagram of the TCAS and ADS-B track association method provided by the present invention;

[0067] Figure 2 This is a schematic diagram of the TCAS and ADS-B track association system provided by the present invention;

[0068] Figure 3 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of the present invention are only used to explain the present invention and are not intended to limit the present invention.

[0070] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0071] It should be noted that all actions involving the acquisition of signals, information, or data in this invention are carried out in compliance with the relevant data protection laws and regulations of the locality and with authorization from the owner of the relevant device.

[0072] Example 1

[0073] Please see Figure 1 This invention provides a method for associating TCAS and ADS-B tracks, including:

[0074] S1. Receive the TCAS report and ADS-B report from the local unit for monitoring the aircraft, wherein the TCAS report is a monitoring report for the first aircraft and the ADS-B report is a monitoring report for the second aircraft;

[0075] Specifically, the system simultaneously acquires two heterogeneous surveillance source data. The TCAS report is relative position information generated by triggering a 1030 MHz interrogation signal and receiving a 1090 MHz response signal, including slant range, azimuth, and barometric altitude parameters, suitable for active detection of aircraft equipped with transponders. The ADS-B report is broadcast status information received through a 1090 MHz extended message data link, including latitude, longitude, geometric altitude, ground speed, and heading parameters derived from the Global Navigation Satellite System, suitable for passive surveillance of aircraft equipped with ADS-B transmitters. The two reports form a spatiotemporally complementary data source, providing basic input for subsequent correlation processing. TCAS, as the decision-making basis of the airborne collision avoidance system, can independently generate traffic advisories and decision advisories, while ADS-B, as a new generation of surveillance technology, provides highly complete status information. The differences in the data characteristics of the two create conditions for fusion processing.

[0076] S2. If the TCAS report does not contain an S-mode address, then the TCAS report and the ADS-B report are converted to the same coordinate system to obtain the first ENU coordinates of the first aircraft and the second ENU coordinates of the second aircraft.

[0077] Specifically, when the TCAS report does not carry a 24-bit ICAO address identifier, the two heterogeneous coordinate systems need to be converted to the ENU local rectangular coordinate system. The polar coordinate parameters of the TCAS report are converted into the east, north, and celestial components relative to the local location using trigonometric functions. The WGS-84 geodetic coordinates of the ADS-B report undergo three stages of processing: pressure altitude to geometric altitude correction, ECEF geocentric coordinate transformation, and local coordinate calculation. The transformation process uses the Earth ellipsoid model parameters and the local location as reference benchmarks to ensure that the location comparison is performed within the same geometric framework. This coordinate transformation eliminates the reference system differences between different data sources, establishing a consistent foundation for subsequent spatial correlation. The coordinate transformation process considers the differences in Earth curvature and altitude benchmarks, making the location data from different sources comparable.

[0078] S3. Calculate the dynamic association window based on the time difference between the first ENU coordinates and the ADS-B report and the TCAS report;

[0079] Specifically, based on the position of the first aircraft in the ENU coordinate system and the time difference parameter between the two reports, an association determination area with adaptive characteristics is calculated. The window size is jointly determined by the TCAS ranging standard deviation, angle measurement standard deviation, altitude error, and ADS-B navigation accuracy factor. A composite structure of trapezoidal core area superimposed with polygonal buffer is constructed in the horizontal direction, and a threshold range based on the statistical characteristics of altitude error is set in the vertical direction. The time difference parameter is used to extrapolate the ADS-B position to the TCAS reporting time. The dynamic window size is nonlinearly adjusted according to the distance of the target from the aircraft. The window is reduced at close range to improve resolution, and the window is expanded at long distance to compensate for system errors. The window boundary calculation integrates sensor characteristic parameters and kinematic predictions, so that the association determination can adapt to the monitoring needs of different distances and motion states.

[0080] S4. If the predicted position of the second ENU coordinates falls continuously within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports, then the TCAS report and the ADS-B report are marked as fully associated, so that the first aircraft and the second aircraft are regarded as the same aircraft.

[0081] Specifically, when the predicted ENU coordinates of the second aircraft fall within the dynamic association window for three consecutive update cycles, and neither of the reports forms a complete association with other target reports, the TCAS report and the ADS-B report are marked as fully associated. The continuous verification mechanism requires that each verification simultaneously meet the window constraints of horizontal position and vertical altitude. The association exclusivity check ensures that a single TCAS report can only form a complete association with a single ADS-B report, avoiding many-to-one or one-to-many erroneous mappings. This dual verification mechanism balances association accuracy and system response speed, effectively distinguishing multiple spatially adjacent aircraft in a high-density airspace environment and preventing the generation of ghost targets.

[0082] S5. Merge the TCAS report and the ADS-B report that have achieved full correlation into a single integrated track output.

[0083] Specifically, TCAS reports marked as fully related are fused with ADS-B reports to generate a single integrated track. The fusion process prioritizes the high-precision position and identification information provided by ADS-B, supplemented by the conflict assessment parameters and collision avoidance logic provided by TCAS. The integrated track inherits the advantages of both data sources, including complete target identification codes, motion status, and threat level information, and is input as a single target entity to the cockpit traffic display system. This fusion mechanism eliminates the phenomenon of the same aircraft appearing as separate targets on the display, maintains the correct representation of the airspace situation, reduces the cognitive load on pilots, and provides a coherent traffic situation view for flight decisions.

[0084] In some implementations, S2, if the TCAS report does not contain an S-mode address, then the TCAS report and the ADS-B report are converted to the same coordinate system, including:

[0085] S21. Convert the parameters in the TCAS report to the ENU coordinate system with the aircraft as the origin to obtain the first ENU coordinates of the first aircraft.

[0086] Specifically, the raw parameters in the TCAS report include slant range, relative azimuth, and barometric altitude difference. These polar coordinate measurements are converted into three-dimensional position vectors in an east-north-sky rectangular coordinate system centered on the aircraft through coordinate transformation. The transformation process applies trigonometric functions and combines the true north heading angle provided by the aircraft's inertial reference system to convert the relative azimuth into an absolute azimuth. At the same time, considering the difference in altitude reference between the aircraft and the target aircraft, the altitude coordinates use relative values ​​corrected for barometric altitude. This transformation establishes a local rectangular coordinate framework, enabling the TCAS measurement data to have spatial geometric characteristics consistent with the navigation system. The transformed ENU coordinates eliminate the nonlinear complexity of the polar coordinate system in distance calculation and motion prediction, providing linearized position parameters for subsequent correlation processing.

[0087] Furthermore, the distance, orientation, and altitude in the TCAS report are converted to ENU (Northeast-Sky) coordinates according to Formula 1. );

[0088] ;

[0089] ;

[0090] ;

[0091] ;

[0092] ;

[0093] in, For the height in the TCAS report, Here, r is the height of the machine, and r is the distance in the TCAS report. This is the heading of the machine. This refers to the heading in the TCAS report.

[0094] S22. Convert the WGS-84 coordinates in the ADS-B report to the ENU coordinate system with the aircraft as the origin to obtain the second ENU coordinates of the second aircraft.

[0095] Specifically, the raw parameters of the ADS-B report include longitude, latitude, and geometric altitude in the WGS-84 geodetic coordinate system. The conversion process consists of three calculation stages: First, the pressure altitude is corrected to geometric altitude by applying the Earth's gravity field model and standard atmospheric parameters for altitude reference conversion; second, the geodetic coordinates are converted to the geocentric Earth-fixed coordinate system by constructing a coordinate mapping function using Earth ellipsoid parameters; finally, based on the current location of the local coordinate system as the origin, the target position vector is projected onto three orthogonal axes—east, north, and celestial—through a coordinate rotation matrix. This conversion process considers the Earth's curvature effect and the geometric characteristics of the reference ellipsoid to ensure the geometric consistency of position data over a large airspace. The representation in the ENU coordinate system has the same spatial reference frame as the TCAS data, providing a unified geometric basis for the spatial correlation of the two heterogeneous surveillance sources.

[0096] Further, the first step: convert the barometric altitude H of the ADS-B report and the machine's location to WGS-84 altitude. ;

[0097] ;

[0098] ;

[0099] ;

[0100] in: =Acceleration due to gravity=9.7803253359 , 1.931853 10⁻³,e = Earth's first eccentricity = 8.1819190842622 10⁻², a = Earth's semi-major axis = 6.3781370 10 6 m, =Gravity ratio 0.003449787, f = Earth's oblateness = (ab) / a, =Latitude.

[0101] Step 2: Convert the ADS-B report and the machine's location from the WGS-84 coordinate system to the ECEF coordinate system (Geocentric-fixed coordinate system).

[0102] ;

[0103] ;

[0104] ;

[0105] ;

[0106] in: The ECEF coordinates of this machine. For the ECEF coordinates reported by ADS-B, a = Earth's semi-major axis = 6.3781370. 10 6 m, =First eccentricity squared=6.69437999 014 10⁻³, The height of the machine. This is the latitude of the machine. This is the longitude of the machine. For the height in the ADS-B report, For latitude in the ADS-B report, This refers to the longitude in the ADS-B report.

[0107] Step 3: Calculate the ENU coordinates corresponding to the ADS-B report based on the ADS-B report and the ECEF coordinates of the local machine location. ).

[0108] .

[0109] In some implementations, S3, calculating the dynamic association window based on the time difference between the first ENU coordinates and the ADS-B report and the TCAS report, includes:

[0110] Based on the first ENU coordinates, determine the center position of the dynamic association window;

[0111] Based on the motion state of the first aircraft and the time difference, the horizontal expansion range of the dynamic association window in the horizontal direction is determined;

[0112] Based on a preset vertical error parameter, the vertical expansion range of the dynamic association window in the vertical direction is determined, wherein the horizontal expansion range and the vertical expansion range together constitute the boundary of the dynamic association window.

[0113] Specifically, the center position of the dynamic association window directly adopts the three-dimensional coordinates of the first aircraft in the ENU coordinate system. The horizontal expansion range calculation combines the standard deviation of TCAS ranging error, the standard deviation of angular error, navigation accuracy category parameters, and time extrapolation uncertainty to construct a composite geometry of a trapezoidal core area plus a polygonal buffer zone. The size of the core area is determined by the product of the threshold zone length adaptation constant and the slant range. The width is dynamically adjusted according to the azimuth standard deviation and the slant range sine function. The buffer zone range considers the position uncertainty protection value and the maximum possible displacement of the target within the time difference period. The vertical expansion range is calculated based on the standard deviation of TCAS altitude measurement and the vertical flight state integrity parameter, forming a symmetrical interval with the center altitude as the reference. The window boundary expands non-linearly with the target distance. The near-range area maintains a small judgment range to distinguish nearby targets, while the far-range area expands to accommodate the growth of system error. This dynamic window structure adapts to the judgment requirements of different distances and motion states while ensuring the reliability of association. The window parameters are determined through sensor error statistical models and kinematic predictions, providing an adaptive judgment basis for track association of different data sources.

[0114] In some implementations, determining the horizontal expansion range of the dynamic association window in the horizontal direction based on the motion state of the first aircraft and the time difference includes:

[0115] Calculate the core region with the central position as its core, the core region consisting of four core vertices;

[0116] Calculate the width of the buffer zone surrounding the core region;

[0117] The horizontal expansion range of the dynamically associated window in the horizontal direction is determined based on the core vertex and the buffer width.

[0118] Specifically, the core area has a trapezoidal geometric structure. The coordinates of its four vertices are calculated by combining the center position with slant range, azimuth angle, threshold zone length adaptation constant, and azimuth standard deviation. The vertex positions are expanded radially and tangentially according to trigonometric function relationships. The buffer zone width is composed of static and dynamic components. The static component is determined according to the ADS-B navigation accuracy category parameters, while the dynamic component is equal to the product of the first aircraft's horizontal velocity and the time difference, reflecting the target's maximum possible displacement within the time difference period. The horizontal expansion range is formed by expanding the buffer zone width outward from the core area boundary along the normal vector direction. The expansion process calculates boundary points in twelve azimuths, and connecting these boundary points forms a closed polygon. This polygon has a smaller expansion amplitude in the direction close to the aircraft and a larger expansion amplitude in the direction far from the aircraft, forming a non-uniform judgment area adapted to the target's motion characteristics. The coordinates of the boundary points of the horizontal expansion range are determined through vector operations and coordinate transformations, providing a spatial matching basis for target association from different monitoring sources.

[0119] In some implementations, the calculation of the core region centered on the central location includes:

[0120] Calculate the length of the core region based on the preset TCAS standard deviation;

[0121] The relative bearing angle is calculated based on the horizontal distance between the first aircraft and the host, and based on the host's heading and the initial relative bearing angle in the TCAS report;

[0122] The width correlation angle is calculated based on the TCAS standard deviation, and the width correlation angle is used to define the half width of the core region;

[0123] Determine whether the horizontal distance is greater than half of the length;

[0124] If the horizontal distance is greater than half of the length, then the four core vertices P1, P2, P3, and P4 are calculated according to a preset formula.

[0125] If the horizontal distance is not greater than half the length, then the coordinates of P1 and P4 among the four core vertices are set as the coordinate zero point with the local machine as the origin, and P2 and P3 are calculated according to a preset formula; wherein, the preset formula is:

[0126] ;

[0127] ;

[0128] ;

[0129] ;

[0130] ;

[0131] ;

[0132] ;

[0133] ;

[0134] ;

[0135] in, Horizontal distance For length, The relative azimuth angle. For width-related angles, The distance is as stated in the TCAS report. The height in the TCAS report. The height of the machine. The heading of the machine. The heading in the TCAS report. To ensure the threshold region length is constant, To ensure the threshold width is constant, This refers to the standard deviation of the orientation. This represents the standard deviation of TCAS.

[0136] In some implementations, determining the vertical expansion range of the dynamically associated window in the vertical direction based on a preset vertical error parameter includes:

[0137] The extended half-height in the vertical direction is calculated based on the preset TCAS height measurement error and the vertical estimated position error parameter in the ADS-B report.

[0138] The vertical altitude range is determined based on the extended half-height and the barometric altitude of the first aircraft.

[0139] Specifically, the extended half-height calculation employs a height error fusion model, combining the TCAS height standard deviation, height scalar coefficient, and ADS-B vertical flight status integrity parameters. The height scalar coefficient reflects the system error amplification effect, and the vertical flight status integrity parameters are obtained by dividing the VFOM value in the ADS-B report by a confidence factor of 1.96. The vertical height interval is based on the barometric altitude of the first aircraft as the reference center value, extending upwards and downwards by one extended half-height to form a closed interval [center height - extended half-height, center height + extended half-height]. This interval considers the measurement uncertainties of different monitoring sources in the vertical direction. The height interval boundary exhibits nonlinear characteristics as the target distance changes. The extension amplitude of the near-distance interval is smaller to improve vertical resolution, while the extension amplitude of the far-distance interval is larger to accommodate accumulated errors. The vertical determination range and the horizontal extension range are orthogonal in space, jointly constituting a three-dimensional correlation determination space, providing a vertical dimension determination basis for matching the height information of different monitoring sources.

[0140] Further, calculate the TCAS buffer width;

[0141] ;

[0142] in =EPU / 1.96, where EPU is 92.6m when NACp=8. =TCAS reports the horizontal velocity, and dt is the time difference between the ADS-B report and the TCAS report.

[0143] Calculate the horizontal buffers Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, Q10, Q11, and Q12 of TCAS;

[0144] ;

[0145] ;

[0146] ;

[0147] ;

[0148] ;

[0149] ;

[0150] ;

[0151] ;

[0152] ;

[0153] ;

[0154] ;

[0155] ;

[0156] ;

[0157] ;

[0158] Calculate the TCAS height buffer h:

[0159] ;

[0160] in: =Height scalar=6.359, =TCAS height standard deviation=3.889m, =VFOM / 1.96, VFOM=45m.

[0161] In some implementations, the step of marking the TCAS report and the ADS-B report as fully associated if the predicted position of the second ENU coordinates continuously falls within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports includes:

[0162] Based on the time difference and the second ENU coordinates, the position of the second aircraft is extrapolated to obtain the predicted position;

[0163] When the predicted location is first determined to fall within the dynamic association window, the TCAS report and the ADS-B report are marked as temporarily associated;

[0164] If the predicted position falls within the dynamic association window within a consecutive preset number of times, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

[0165] Specifically, the predicted position calculation adopts a constant velocity motion model, combining the ENU coordinates of the second aircraft at the ADS-B report time with its ground speed vector and track angle, and extrapolating the distance corresponding to the time difference along the direction of motion. The extrapolation process considers the effects of Earth's rotation and atmospheric wind field disturbances on the trajectory. The temporary association state sets an association timer and a verification counter. The timer records the association duration, and the counter records the number of consecutive verifications. This state allows the system to retain the independence of the original report before confirmation. The complete association determination requires the verification counter to reach a preset threshold. This threshold is dynamically adjusted according to the sensor update frequency and airspace density, and is usually set to 3 to 5 consecutive cycles. At the same time, an association exclusivity check is performed to verify that there is no complete association record with other targets in the association mapping tables of the TCAS report and the ADS-B report. The exclusivity check is achieved through a bidirectional hash table for fast lookup. When both conditions are met, the association status flag is updated and the temporary storage resources occupied by the temporary association are released. This process manages the association lifecycle through a state machine mechanism to ensure the temporal consistency and data integrity of association decisions.

[0166] Furthermore, the ENU coordinates of the ADS-B report are extrapolated based on the generation time of the TCAS report;

[0167] ;

[0168] ;

[0169] ;

[0170] in: For the ENU coordinates corresponding to the ADS-B report, The predicted ENU coordinates corresponding to the ADS-B report. For the time difference, These are the velocity components of ADS-B in the ENU coordinate system.

[0171] When ADS-B predicts location ( Within Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, Q10, Q11, and Q12, the ADS-B height... exist[ –h, +h] inside, If the TCAS height is set, then the ADS-B and TCAS association is successful, and the association mode between ADS-B and TCAS is set to temporary association; otherwise, the association fails.

[0172] After three consecutive successful temporary associations, if the ADS-B track is not yet fully associated with another TCAS track, and the TCAS track is not yet fully associated with another ADS-B track, then the association mode between the ADS-B and TCAS tracks will be set to full association; otherwise, the temporary association will remain in place.

[0173] After the association process is completed, the ADS-B track and the TCAS track will be merged into a single integrated track for display; otherwise, they will be displayed as two separate track outputs.

[0174] In some embodiments, the method further includes:

[0175] If the TCAS report contains an S-mode address, then search for a report with the same S-mode address in the ADS-B report;

[0176] If found, calculate the distance difference and height difference between the predicted location in the ADS-B report and the location indicated in the TCAS report;

[0177] If the distance difference is not greater than a preset distance threshold and the height difference is not greater than a preset height threshold, then the TCAS report and the ADS-B report are marked as temporarily associated, wherein the distance threshold and the height threshold are calculated based on a preset TCAS standard deviation;

[0178] If, within a consecutive preset number of times, the distance difference is not greater than a preset distance threshold, and the height difference is not greater than a preset height threshold, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

[0179] Specifically, the S-mode address is a globally unique 24-bit aircraft identification code assigned by ICAO. When the TCAS report contains this identifier, the system performs an identifier matching search in the ADS-B report queue. After a successful match, the ADS-B report position is extrapolated to the TCAS report time, and the horizontal Euclidean distance and vertical altitude difference between the extrapolated position and the TCAS measurement position are calculated. The distance threshold is determined by multiplying the TCAS ranging standard deviation by a confidence coefficient of 3.0, and the altitude threshold is calculated by multiplying the TCAS altitude standard deviation by a confidence coefficient of 2.5. The two threshold values ​​constitute a dual threshold verification condition. In the temporary association state, an association mapping entry is established and a verification counter is started. The counter increments each time a threshold condition is met. When the counter reaches a preset threshold (usually 3 to 5 consecutive verifications) and passes the exclusivity check, the exclusivity check confirms no conflict mapping by querying the TCAS-ADS-B bidirectional association index table. The system then updates the association state from temporary to complete. The complete association state triggers the data fusion process and releases the verification resources occupied by the temporary association. This process ensures the dual constraints of identifier matching and geometric verification through the state transition mechanism, avoiding erroneous associations caused by a single condition.

[0180] Furthermore, threshold values ​​are calculated based on the ADS-B predicted distance and the TCAS distance;

[0181] ;

[0182] ;

[0183] ;

[0184] ;

[0185] ;

[0186] in: For the predicted ENU coordinates of ADS-B, For ADS-B distance prediction, For the distance to TCAS, =10.976, =4.9, =TCAS standard deviation=9.449m, =TCAS height deviation=3.889m.

[0187] if ≤ and ≤ If the association between ADS-B and TCAS is temporarily set, and if it is within the threshold twice consecutively, the association between ADS-B and TCAS will be set to fully set.

[0188] Example 2

[0189] Please see Figure 2 This invention provides a TCAS and ADS-B track association system, comprising:

[0190] The Mode C surveillance and processing module is configured to actively interrogate, receive responses, and process flight paths of aircraft equipped with Mode A / C transponders.

[0191] The Mode S surveillance and processing module is configured to perform name-calling, data exchange and track processing on aircraft equipped with Mode S transponders, and obtain their Mode S addresses.

[0192] The ADS-B IN receiver processing module is configured to receive and decode ADS-B broadcast signals and generate a report containing target status information.

[0193] The hybrid monitoring and processing module is configured to integrate active monitoring data from the S-mode monitoring and processing module and passive monitoring data from the ADS-B IN receiving and processing module, and dynamically select the monitoring mode based on the proximity of the target and the data quality.

[0194] The CAS collision avoidance processing module is configured to generate a TCAS report based on the output of the hybrid monitoring processing module and the output of the C-mode monitoring processing module.

[0195] The ADS-B monitoring and processing module is configured to correlate and merge the reports generated by the ADS-B IN receiving and processing module to generate an ADS-B report.

[0196] The TCAS and ADS-B association processing module is configured to perform association determination between the TCAS report and the ADS-B report according to any one of the methods described in claims 1-8.

[0197] Specifically, Mode C surveillance processing involves detecting and tracking aircraft equipped with Mode A / C transponders. It generates a 1030MHz Mode C full-call interrogation signal, receives and analyzes a 1090MHz response signal, obtains the target's altitude and distance, and completes the initialization, association, updating, and management of Mode C target tracks.

[0198] Mode S Surveillance Processing: Performs high-precision surveillance and data exchange on aircraft using Mode S transponders. Receives DF11 or DF17 broadcasts from the target aircraft and obtains its 24-bit ICAO address. Based on the obtained address, sends a UF0 / UF16 name-calling interrogation signal to the target, receives and parses the DF0 / DF16 response, and completes the initialization, tracking, and maintenance of the Mode S target's trajectory.

[0199] ADS-B IN Receiver Processing: This function decodes and fuses ADS-B broadcast signals from the 1090ES data link. It receives and parses DF17 messages, performing parsing on seven message types (e.g., air position, ground position, identification number, aircraft status, etc.). Using the CPR (Compact Position Reporting) algorithm, it parses the target's latitude and longitude, and based on the seven message formats, it defines and parses information such as speed, heading, flight number, navigation accuracy, and aircraft status, generating four types of reports: Surveillance Vector (SV), Mode Status (MS), Aircraft Report Vector (ARV), and Target Status (TS).

[0200] Hybrid surveillance processing: This technology integrates active surveillance in C / S mode and passive surveillance in ADS-B mode. It comprehensively evaluates targets based on multi-dimensional parameters such as distance approach time, altitude approach time, target navigation accuracy, and received signal strength. Passive surveillance is used for stable and non-urgent ADS-B targets. When data quality deteriorates or a threat approaches, it switches to hybrid surveillance that relies on active inquiry for confirmation or active surveillance only, in order to maximize the efficiency of airspace spectrum utilization while ensuring safety.

[0201] CAS Collision Avoidance Processing: This is the core decision-making unit of the TCAS collision avoidance system. Based on the real-time situation of the local machine and the tracked target, it calculates the approach time in the horizontal and vertical directions. According to the threat level of the target to the local machine, it is divided into four levels: OT (Other Traffic), PT (Approaching Traffic), TA (Traffic Advisory), and RA (Decision Advisory). It also provides alarm voice and alarm strip information for the local machine.

[0202] ADS-B Monitoring and Processing: Correlates and merges the four types of reports (SV, MS, ARV, TS) generated by the ADS-B IN processing module to complete the initiation, updating, and maintenance of ADS-B tracks;

[0203] TCAS and ADS-B Association Processing: The TCAS track and ADS-B track are associated and determined. Based on parameters such as target distance, altitude, and ICAO address, a matching calculation is performed within a dynamic association window. If the target is confirmed to be the same, the TCAS track and ADS-B track are set to fully associated and merged into a single track for output to the display terminal. If they cannot be associated, the TCAS track and ADS-B track are output as two independent target tracks.

[0204] Example 3

[0205] Please see Figure 3 This embodiment provides an electronic device, including at least one processor 301 and a memory 302. Optionally, the device further includes a communication component 303. The processor 301, memory 302, and communication component 303 are connected via a bus 304.

[0206] In a specific implementation, at least one processor 301 executes computer execution instructions stored in memory 302, causing at least one processor 301 to perform the above-described method.

[0207] The specific implementation process of processor 301 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0208] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0209] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0210] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0211] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0212] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0213] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0214] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0215] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0216] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0217] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0218] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0219] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0220] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for associating TCAS and ADS-B tracks, characterized in that, include: Receive TCAS reports and ADS-B reports from the local unit for monitoring aircraft, wherein the TCAS report is a monitoring report for the first aircraft and the ADS-B report is a monitoring report for the second aircraft; If the TCAS report does not contain an S-mode address, then the TCAS report and the ADS-B report are converted to the same coordinate system to obtain the first ENU coordinates of the first aircraft and the second ENU coordinates of the second aircraft; Calculate the dynamic association window based on the time difference between the first ENU coordinates and the ADS-B report and the TCAS report; If the predicted position of the second ENU coordinates falls continuously within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports, then the TCAS report and the ADS-B report are marked as fully associated, so that the first aircraft and the second aircraft are considered as the same aircraft; The TCAS report and the ADS-B report that have achieved full correlation will be merged into a single integrated track output.

2. The method according to claim 1, characterized in that, If the TCAS report does not contain an S-mode address, then converting the TCAS report and the ADS-B report to the same coordinate system includes: The parameters in the TCAS report are converted to the ENU coordinate system with the aircraft as the origin to obtain the first ENU coordinates of the first aircraft. The WGS-84 coordinates in the ADS-B report are converted to the ENU coordinate system with the aircraft as the origin to obtain the second ENU coordinates of the second aircraft.

3. The method according to claim 2, characterized in that, The step of calculating the dynamic correlation window based on the target motion state and time difference reported by the TCAS includes: Based on the first ENU coordinates, determine the center position of the dynamic association window; Based on the motion state of the first aircraft and the time difference, the horizontal expansion range of the dynamic association window in the horizontal direction is determined; Based on a preset vertical error parameter, the vertical expansion range of the dynamic association window in the vertical direction is determined, wherein the horizontal expansion range and the vertical expansion range together constitute the boundary of the dynamic association window.

4. The method according to claim 3, characterized in that, The determination of the horizontal expansion range of the dynamic association window in the horizontal direction based on the motion state of the first aircraft and the time difference includes: Calculate the core region with the central position as its core, the core region consisting of four core vertices; Calculate the width of the buffer zone surrounding the core region; The horizontal expansion range of the dynamically associated window in the horizontal direction is determined based on the core vertex and the buffer width.

5. The method according to claim 4, characterized in that, The calculation, centered on the central location, covers a core region including: Calculate the length of the core region based on the preset TCAS standard deviation; The relative bearing angle is calculated based on the horizontal distance between the first aircraft and the host, and based on the host's heading and the initial relative bearing angle in the TCAS report; The width correlation angle is calculated based on the TCAS standard deviation, and the width correlation angle is used to define the half width of the core region; Determine whether the horizontal distance is greater than half of the length; If the horizontal distance is greater than half of the length, then the four core vertices P1, P2, P3, and P4 are calculated according to a preset formula. If the horizontal distance is not greater than half the length, then the coordinates of P1 and P4 among the four core vertices are set as the coordinate zero point with the local machine as the origin, and P2 and P3 are calculated according to a preset formula; wherein, the preset formula is: ； ； ； ； ； ； ； ； ； in, Horizontal distance For length, The relative azimuth angle. For width-related angles, The distance is as stated in the TCAS report. The height in the TCAS report. The height of the machine. The heading of the machine. The heading in the TCAS report. To ensure the threshold region length is constant, To ensure the threshold width is constant, This refers to the standard deviation of the orientation. This represents the standard deviation of TCAS.

6. The method according to claim 3, characterized in that, The determination of the vertical expansion range of the dynamically associated window in the vertical direction based on a preset vertical error parameter includes: The extended half-height in the vertical direction is calculated based on the preset TCAS height measurement error and the vertical estimated position error parameter in the ADS-B report. The vertical altitude range is determined based on the extended half-height and the barometric altitude of the first aircraft.

7. The method according to claim 1, characterized in that, If the predicted position of the second ENU coordinates continuously falls within the dynamic association window and neither the TCAS report nor the ADS-B report is fully associated with other reports, then the TCAS report and the ADS-B report are marked as fully associated, including: Based on the time difference and the second ENU coordinates, the position of the second aircraft is extrapolated to obtain the predicted position; When the predicted location is first determined to fall within the dynamic association window, the TCAS report and the ADS-B report are marked as temporarily associated; If the predicted position falls within the dynamic association window within a consecutive preset number of times, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

8. The method according to claim 1, characterized in that, The method further includes: If the TCAS report contains an S-mode address, then search for a report with the same S-mode address in the ADS-B report; If found, calculate the distance difference and height difference between the predicted location in the ADS-B report and the location indicated in the TCAS report; If the distance difference is not greater than a preset distance threshold and the height difference is not greater than a preset height threshold, then the TCAS report and the ADS-B report are marked as temporarily associated, wherein the distance threshold and the height threshold are calculated based on a preset TCAS standard deviation; If, within a consecutive preset number of times, the distance difference is not greater than a preset distance threshold, and the height difference is not greater than a preset height threshold, and the TCAS report is not fully associated with other ADS-B reports, and the ADS-B report is not fully associated with other TCAS reports, then the TCAS report and the ADS-B report are marked as fully associated.

9. A TCAS and ADS-B track association system, characterized in that, include: The Mode C surveillance and processing module is configured to actively interrogate, receive responses, and process flight paths of aircraft equipped with Mode A / C transponders. The Mode S surveillance and processing module is configured to perform name-calling, data exchange and track processing on aircraft equipped with Mode S transponders, and obtain their Mode S addresses. The ADS-B IN receiver processing module is configured to receive and decode ADS-B broadcast signals and generate a report containing target status information. The hybrid monitoring and processing module is configured to integrate active monitoring data from the S-mode monitoring and processing module and passive monitoring data from the ADS-B IN receiving and processing module, and dynamically select the monitoring mode based on the proximity of the target and the data quality. The CAS collision avoidance processing module is configured to generate a TCAS report based on the output of the hybrid monitoring processing module and the output of the C-mode monitoring processing module. The ADS-B monitoring and processing module is configured to correlate and merge the reports generated by the ADS-B IN receiving and processing module to generate an ADS-B report. The TCAS and ADS-B association processing module is configured to perform association determination between the TCAS report and the ADS-B report according to any one of the methods described in claims 1-8.

10. An electronic device, characterized in that, include: At least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, implement the method as described in any one of claims 1-8.

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