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WO2002008784A1 - Hybrid surveillance device and method - Google Patents

Hybrid surveillance device and method Download PDF

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Publication number
WO2002008784A1
WO2002008784A1 PCT/US2001/022767 US0122767W WO0208784A1 WO 2002008784 A1 WO2002008784 A1 WO 2002008784A1 US 0122767 W US0122767 W US 0122767W WO 0208784 A1 WO0208784 A1 WO 0208784A1
Authority
WO
WIPO (PCT)
Prior art keywords
ads
subsystems
aircraft
information
subsystem
Prior art date
Application number
PCT/US2001/022767
Other languages
French (fr)
Inventor
Prasad Nair
Stephen Heppe
Original Assignee
Adsi, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Adsi, Inc. filed Critical Adsi, Inc.
Priority to AU2002224567A priority Critical patent/AU2002224567A1/en
Publication of WO2002008784A1 publication Critical patent/WO2002008784A1/en

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/26—Transmission of traffic-related information between aircraft and ground stations
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/25—Transmission of traffic-related information between aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/70—Arrangements for monitoring traffic-related situations or conditions
    • G08G5/72—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic
    • G08G5/723—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic from the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/70—Arrangements for monitoring traffic-related situations or conditions
    • G08G5/72—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic
    • G08G5/727—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic from a ground station

Definitions

  • the present invention is directed to the economical and flexible transmission and reception of dependent surveillance data using multiple automatic dependent surveillance systems.
  • ADS-B Automatic Dependent Surveillance Broadcast
  • RF radio-frequency
  • Mode S Extended Squitter an extension of the Mode Select radar technology known as Mode S Extended Squitter
  • UAT Universal Access Transponder
  • VDL/4 VHF Data Link Mode 4
  • the Mode S Extended Squitter and UAT are relatively wideband systems which operate at L- band (near 1 GHz), and both rely on random transmissions at a high update rate.
  • the high update rate is intended to overcome the possibility of overlapping transmissions, associated with the random-access nature of the systems, which can prevent error-free reception.
  • the Mode S Extended Squitter and UAT tend to operate well at short range, where a message can be delivered with high power that can overcome overlapping transmissions received at lower power from long range, but performance degrades at long range as overlapping transmissions increasingly hamper reception.
  • the VDL/4 is a relatively narrow-band system which operates on multiple 25 kHz channels in the VHF portion of the radio spectrum, using a relatively low update rate with scheduled accesses. The scheduled accesses allow the system to deliver a desired level of performance without a large number of unnecessary transmissions, i.e. since unexpected overlapping transmissions are substantially avoided.
  • the VDL/4 tends to operate well at short and long range.
  • VDL/4 system In order to deliver the desired level of performance at short range, where ADS-B systems in general need a high update rate, the VDL/4 system must increase its transmission rate to a level higher than is needed for long-range use. This consumes scarce RF spectrum resources and is undesirable.
  • Table 1 describes update rates for ADS-B as defined in RTCA/DO-242.
  • the update period for reception is allowed to increase at long range.
  • Typical ADS-B systems lmown to the prior art tend to operate for extended periods of time with a fixed transmit rate, anticipating that a percentage of the transmitted messages will be lost at any given receiver.
  • a random-access ADS-B system such as Mode S extended squitter or UAT, typically broadcasts at a fixed data transmission rate such as one transmission per second, and assumes that random message overlap will lead to a relatively high update rate at short range (where overlaps are relatively insignificant) and relatively lower update rate at longer range (where overlaps are relatively significant), thereby achieving the performance trend indicated in Table 1.
  • a scheduled-access ADS-B system such as VDL/4, delivers a relatively smaller change in received update rate versus distance since the number of overlaps is substantially reduced.
  • a transmit update rate selected to satisfy close-range requirements will lead to an excess update rate at long range, whereas a transmit update rate selected to satisfy long-range requirements will not satisfy short- range requirements.
  • the present invention is a hybrid device combining two different ADS-B systems which are non-interoperable, i.e., they are incompatible with each other's signals, in order to enhance overall performance while conserving RF spectrum.
  • FIG. 1 illustrates a hybrid ADS-B system according to a preferred embodiment of the current invention.
  • FIG. 1 illustrates a population of aircraft 1, 2, 3, 4 and a hybrid ADS-B system 10 installed on aircraft 1.
  • the hybrid ADS-B system comprises an L-band random-access
  • ADS-B subsystem 12 operating through one or several L-band antennae 11
  • a VHF scheduled-access ADS-B subsystem 14 operating through one or several VHF antennae
  • Each ADS-B subsystem periodically transmits certain information comprising aircraft position, velocity, and equipment capability (such as a flag identifying the presence or absence of a functioning receiver for the associated transmitter).
  • Each ADS-B subsystem, with a functioning receiver, can also receive information from other aircraft within radio range.
  • FIG. 1 Also shown in FIG. 1 are other aircraft 2, 3, 4 which can exchange information with aircraft 1 if they are equipped with either: a) an L-band ADS-B subsystem that is functionally interoperable with 12; b) a VHF ADS-B subsystem that is functionally interoperable with 14; or c) both.
  • the hybrid system controller 15 can exchange data with other equipment installed onboard aircraft 1.
  • aircraft 1 In the ADS-B systems known to the prior art, aircraft 1 would be equipped with either an L-band random-access ADS-B system or a VHF scheduled-access ADS-B system. The installed system would be operated with a transmit rate intended to satisfy a known set of requirements, such as those illustrated by example in Table 1.
  • Aircraft 1 could also, according to the prior art, be equipped with both types of systems but in this case each system would operate independently without knowledge of the other, and with no change in operating parameters.
  • Certain ground-based systems may also broadcast surveillance data which can be received by the ADS-B systems or associated systems. These ground surveillance data broadcasts are typically referred as Traffic Information Service - Broadcast (TIS-B).
  • TIS-B Traffic Information Service - Broadcast
  • the operating parameters of the L-band and VHF ADS-B subsystems 12, 14 can be tailored by the hybrid controller 15 depending on the equipage of other aircraft 2, 3, 4 in the airspace, as determined by the ADS-B messages received from those aircraft or as reported in TIS-B broadcasts from the ground.
  • Each subsystem 12, 14 reports all information received to the hybrid controller 15. Some or all of this information is relayed to other onboard equipment.
  • the hybrid controller 15 is also informed of the current location of the aircraft 1 on which it is installed, either through the operation of one or both of the ADS- B subsystems 12, 14, or via connection to other onboard equipment.
  • the hybrid controller 15 maintains a database of all aircraft equipped with ADS-B in its local airspace, as determined by the information it receives. This database comprises aircraft relative position, velocity, and ADS-B system equipage parameters.
  • a benefit of the hybrid ADS-B system, relative to an L-band ADS-B system alone, is that a database record (a target track) can be initiated at relatively longer range due to the data received via the VHF system.
  • the hybrid controller adjusts the transmit update rates of the ADS-B subsystems 12, 14 in order to satisfy the receive update rate requirements of Table 1 (or similar) without a large number of excess transmissions.
  • the L-band random-access ADS-B subsystem parameters might be left unchanged and the VHF scheduled-access ADS-B subsystem parameters might be adjusted to accommodate only long-range requirements (i.e., relying on the L-band system to accommodate short-range requirements). In this way, VHF spectrum utilization is minimized, the number of required VHF channels is minimized, and the VHF channel resource may be used by other ADS-B transmitters or non-ADS-B applications.
  • the hybrid controller 15 determines that an aircraft in its local airspace is equipped to receive ADS-B information via only one of the available ADS-B systems, it adjusts the operating parameters of that subsystem to yield high confidence that required ADS-B update rate requirements are satisfied, for that aircraft, using the available system in isolation.
  • the hybrid controller 15 need not accommodate other aircraft in its local airspace which are not equipped to receive ADS-B information by either ADS-B system.
  • the transmit update rates for the two ADS-B subsystems are adjusted with consideration of the TIS-B broadcast parameters as well as ADS-B system parameters, since the TIS-B broadcast can partially compensate for lack of ADS-B.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

A popolation of aircraft (1,2,3,4) is together with a hybrid ADS-B system (10) that is installed on an aircraft (1). The hybrid ADS-B system (10) has an L-band random-access ADS-B subsystem (12) operating through one or several L-band antennae (11); a VHF scheduled-access ADS-B subsystem (14) operating through one or several VHF antennae (13); and a hybrid system controller (15). Each ADS-B subsystem (12,13) periodically transmits certain information comprising aircraft position, velocity, and equipment capability. Each ADS-B subsystem (12,13), with a functioning receiver, can also receive information from other aircraft within radio range.

Description

HYBRID SURVEILLANCE DEVICE AND METHOD
Reference to Related Application:
The present invention claims the benefit of U.S. Provisional Application No. 60/219,436, filed July 20, 2000, whose disclosure is hereby incorporated by reference in its entirety into the present disclosure.
Field of the Invention:
The present invention is directed to the economical and flexible transmission and reception of dependent surveillance data using multiple automatic dependent surveillance systems.
Background Of The Invention:
At present the aviation community is developing several systems for Automatic Dependent Surveillance Broadcast (ADS-B), wherein an aircraft automatically transmits its position, velocity and other significant data by means of a radio-frequency (RF) transmitter, said data subsequently received by other nearby aircraft and ground stations with compatible RF receivers. Substantial benefits to flight safety and flight efficiency are envisioned by use of these systems. A feature of ADS-B systems in general is that the desired update rate for nearby users tends to be higher (more frequent) than the desired update rate for more distant users.
At present the FAA is considering three technologies for Automatic Dependent Surveillance: a) an extension of the Mode Select radar technology known as Mode S Extended Squitter; b) an L-band radio transceiver called Universal Access Transponder (UAT); and c) a VHF radio transceiver known as VHF Data Link Mode 4 (VDL/4). The Mode S Extended Squitter and UAT are relatively wideband systems which operate at L- band (near 1 GHz), and both rely on random transmissions at a high update rate. The high update rate is intended to overcome the possibility of overlapping transmissions, associated with the random-access nature of the systems, which can prevent error-free reception. The Mode S Extended Squitter and UAT tend to operate well at short range, where a message can be delivered with high power that can overcome overlapping transmissions received at lower power from long range, but performance degrades at long range as overlapping transmissions increasingly hamper reception. The VDL/4 is a relatively narrow-band system which operates on multiple 25 kHz channels in the VHF portion of the radio spectrum, using a relatively low update rate with scheduled accesses. The scheduled accesses allow the system to deliver a desired level of performance without a large number of unnecessary transmissions, i.e. since unexpected overlapping transmissions are substantially avoided. The VDL/4 tends to operate well at short and long range. However, in order to deliver the desired level of performance at short range, where ADS-B systems in general need a high update rate, the VDL/4 system must increase its transmission rate to a level higher than is needed for long-range use. This consumes scarce RF spectrum resources and is undesirable.
Table 1 describes update rates for ADS-B as defined in RTCA/DO-242. The update period for reception is allowed to increase at long range. Typical ADS-B systems lmown to the prior art tend to operate for extended periods of time with a fixed transmit rate, anticipating that a percentage of the transmitted messages will be lost at any given receiver. A random-access ADS-B system, such as Mode S extended squitter or UAT, typically broadcasts at a fixed data transmission rate such as one transmission per second, and assumes that random message overlap will lead to a relatively high update rate at short range (where overlaps are relatively insignificant) and relatively lower update rate at longer range (where overlaps are relatively significant), thereby achieving the performance trend indicated in Table 1. A scheduled-access ADS-B system, such as VDL/4, delivers a relatively smaller change in received update rate versus distance since the number of overlaps is substantially reduced. Hence a transmit update rate selected to satisfy close-range requirements will lead to an excess update rate at long range, whereas a transmit update rate selected to satisfy long-range requirements will not satisfy short- range requirements.
Table 1 : ADS-B report update period requirements (reception rates)
Nominal range (mm) 3 10 20 40 90 Nominal update period (95th percentile) (sec) 3 5 7 12 12
Summary Of The Invention: The present invention is a hybrid device combining two different ADS-B systems which are non-interoperable, i.e., they are incompatible with each other's signals, in order to enhance overall performance while conserving RF spectrum.
Brief Description Of Drawings: FIG. 1 illustrates a hybrid ADS-B system according to a preferred embodiment of the current invention.
Detailed Description Of The Invention:
FIG. 1 illustrates a population of aircraft 1, 2, 3, 4 and a hybrid ADS-B system 10 installed on aircraft 1. The hybrid ADS-B system comprises an L-band random-access
ADS-B subsystem 12 operating through one or several L-band antennae 11, a VHF scheduled-access ADS-B subsystem 14 operating through one or several VHF antennae
13, and a hybrid system controller 15. Each ADS-B subsystem periodically transmits certain information comprising aircraft position, velocity, and equipment capability (such as a flag identifying the presence or absence of a functioning receiver for the associated transmitter). Each ADS-B subsystem, with a functioning receiver, can also receive information from other aircraft within radio range.
Also shown in FIG. 1 are other aircraft 2, 3, 4 which can exchange information with aircraft 1 if they are equipped with either: a) an L-band ADS-B subsystem that is functionally interoperable with 12; b) a VHF ADS-B subsystem that is functionally interoperable with 14; or c) both.
The hybrid system controller 15 can exchange data with other equipment installed onboard aircraft 1. In the ADS-B systems known to the prior art, aircraft 1 would be equipped with either an L-band random-access ADS-B system or a VHF scheduled-access ADS-B system. The installed system would be operated with a transmit rate intended to satisfy a known set of requirements, such as those illustrated by example in Table 1. Aircraft 1 could also, according to the prior art, be equipped with both types of systems but in this case each system would operate independently without knowledge of the other, and with no change in operating parameters.
Certain ground-based systems may also broadcast surveillance data which can be received by the ADS-B systems or associated systems. These ground surveillance data broadcasts are typically referred as Traffic Information Service - Broadcast (TIS-B). In the hybrid ADS-B system according to the current invention, the operating parameters of the L-band and VHF ADS-B subsystems 12, 14 can be tailored by the hybrid controller 15 depending on the equipage of other aircraft 2, 3, 4 in the airspace, as determined by the ADS-B messages received from those aircraft or as reported in TIS-B broadcasts from the ground. Each subsystem 12, 14 reports all information received to the hybrid controller 15. Some or all of this information is relayed to other onboard equipment. The hybrid controller 15 is also informed of the current location of the aircraft 1 on which it is installed, either through the operation of one or both of the ADS- B subsystems 12, 14, or via connection to other onboard equipment. The hybrid controller 15 maintains a database of all aircraft equipped with ADS-B in its local airspace, as determined by the information it receives. This database comprises aircraft relative position, velocity, and ADS-B system equipage parameters. A benefit of the hybrid ADS-B system, relative to an L-band ADS-B system alone, is that a database record (a target track) can be initiated at relatively longer range due to the data received via the VHF system.
If all aircraft able to receive ADS-B transmissions, within its local airspace, are equipped with dual L-band and VHF ADS-B receiving subsystems, the hybrid controller adjusts the transmit update rates of the ADS-B subsystems 12, 14 in order to satisfy the receive update rate requirements of Table 1 (or similar) without a large number of excess transmissions. For example, in one preferred embodiment the L-band random-access ADS-B subsystem parameters might be left unchanged and the VHF scheduled-access ADS-B subsystem parameters might be adjusted to accommodate only long-range requirements (i.e., relying on the L-band system to accommodate short-range requirements). In this way, VHF spectrum utilization is minimized, the number of required VHF channels is minimized, and the VHF channel resource may be used by other ADS-B transmitters or non-ADS-B applications.
If the hybrid controller 15 determines that an aircraft in its local airspace is equipped to receive ADS-B information via only one of the available ADS-B systems, it adjusts the operating parameters of that subsystem to yield high confidence that required ADS-B update rate requirements are satisfied, for that aircraft, using the available system in isolation. The hybrid controller 15 need not accommodate other aircraft in its local airspace which are not equipped to receive ADS-B information by either ADS-B system.
In another preferred embodiment, the transmit update rates for the two ADS-B subsystems are adjusted with consideration of the TIS-B broadcast parameters as well as ADS-B system parameters, since the TIS-B broadcast can partially compensate for lack of ADS-B.
When all aircraft equipped with a VHF ADS-B system are also equipped with an L-band ADS-B system, the present invention achieves a significant reduction in VHF channel utilization. In the future, simple range thresholds, as illustrated in Table 1 by example, may be replaced with more elaborate criteria.
While a preferred embodiment has been set forth above, those skilled in the art who have reviewed the present disclosure will readily appreciate that other embodiments can be realized within the scope of the invention. For example, the present invention may be extended to three or more ADS-B subsystems. Therefore, the present invention should be construed as limited only by the appended claims.

Claims

CLAIMS We claim:
1. A device to minimize spectrum utilization for ADS-B in a population of aircraft variously equipped with zero, one, two, or more different and non- interoperable ADS-B systems, said device comprising: i) a first ADS-B subsystem; ii) a second ADS-B subsystem, non-interoperable with said first
ADS-B system; iii) a hybrid controller capable of exchanging information with said first and second ADS-B subsystems, and controlling the operating parameters of at least one of said first and second ADS-B subsystems; wherein said hybrid controller adjusts the operating parameters of at least one of said first and second ADS-B subsystems in order to satisfy ADS-B reception rate requirements at suitably-equipped aircraft in its local airspace, said adjustment based on the information that the hybrid controller receives via the ADS-B subsystems.
2. The device of claim 1, wherein said adjustment comprises adjusting the operating parameters of at least one of said first and second ADS-B subsystems in order to satisfy overall surveillance update rate requirements at suitably-equipped aircraft in its local airspace, considering ADS-B and TIS-B, said adjustment based on the information that the hybrid controller receives via the ADS-B subsystems.
3. The device of claim 2, wherein the hybrid controller receives the information from the ADS-B subsystems and also from other associated systems.
4. The device of claim 1 , wherein the hybrid controller receives the information from the ADS-B subsystems and also from other associated systems.
5. A method to minimize spectrum utilization for ADS-B in a population of aircraft variously equipped with zero, one, two, or more different and non- interoperable ADS-B systems, said method comprising: i) exchanging information between a first ADS-B subsystem a second ADS-B subsystem, non-interoperable with said first ADS- B system; and ii) controlling the operating parameters of at least one of said first and second ADS-B subsystems; wherein said step of controlling comprises adjusting the operating parameters of at least one of said first and second ADS-B subsystems in order to satisfy ADS-B reception rate requirements at suitably-equipped aircraft in its local airspace, said adjustment based on the information received via the ADS-B subsystems.
6. The method of claim 5, wherein said adjustment comprises adjusting the operating parameters of at least one of said first and second ADS-B subsystems in order to satisfy overall surveillance update rate requirements at suitably-equipped aircraft in its local airspace, considering ADS-B and TIS-B, said adjustment based on the information received via the ADS-B subsystems.
7. The method of claim 6, wherein the information is received from the ADS-B subsystems and also from other associated systems.
8. The method of claim 5, wherein the information is received from the ADS-B subsystems and also from other associated systems.
PCT/US2001/022767 2000-07-20 2001-07-20 Hybrid surveillance device and method WO2002008784A1 (en)

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US21943600P 2000-07-20 2000-07-20
US60/219,436 2000-07-20

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Cited By (14)

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US7612716B2 (en) 1999-03-05 2009-11-03 Era Systems Corporation Correlation of flight track data with other data sources
US7667647B2 (en) 1999-03-05 2010-02-23 Era Systems Corporation Extension of aircraft tracking and positive identification from movement areas into non-movement areas
US7739167B2 (en) 1999-03-05 2010-06-15 Era Systems Corporation Automated management of airport revenues
US7777675B2 (en) 1999-03-05 2010-08-17 Era Systems Corporation Deployable passive broadband aircraft tracking
US7782256B2 (en) 1999-03-05 2010-08-24 Era Systems Corporation Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects
US7889133B2 (en) 1999-03-05 2011-02-15 Itt Manufacturing Enterprises, Inc. Multilateration enhancements for noise and operations management
US7908077B2 (en) 2003-06-10 2011-03-15 Itt Manufacturing Enterprises, Inc. Land use compatibility planning software
US7965227B2 (en) 2006-05-08 2011-06-21 Era Systems, Inc. Aircraft tracking using low cost tagging as a discriminator
US8072382B2 (en) 1999-03-05 2011-12-06 Sra International, Inc. Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surveillance
EP2056272A3 (en) * 2007-10-30 2012-05-23 ITT Manufacturing Enterprises, Inc. Transmission scheduling for ADS-B ground systems
US8203486B1 (en) 1999-03-05 2012-06-19 Omnipol A.S. Transmitter independent techniques to extend the performance of passive coherent location
US8446321B2 (en) 1999-03-05 2013-05-21 Omnipol A.S. Deployable intelligence and tracking system for homeland security and search and rescue
CN109087536A (en) * 2018-09-13 2018-12-25 四川九洲空管科技有限责任公司 The self-test of airborne collision avoidance system antenna and down method
CN116824925A (en) * 2023-08-31 2023-09-29 四川九洲空管科技有限责任公司 A method to improve TCAS target track quality based on hybrid surveillance

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8203486B1 (en) 1999-03-05 2012-06-19 Omnipol A.S. Transmitter independent techniques to extend the performance of passive coherent location
US7667647B2 (en) 1999-03-05 2010-02-23 Era Systems Corporation Extension of aircraft tracking and positive identification from movement areas into non-movement areas
US7739167B2 (en) 1999-03-05 2010-06-15 Era Systems Corporation Automated management of airport revenues
US7777675B2 (en) 1999-03-05 2010-08-17 Era Systems Corporation Deployable passive broadband aircraft tracking
US7782256B2 (en) 1999-03-05 2010-08-24 Era Systems Corporation Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects
US7889133B2 (en) 1999-03-05 2011-02-15 Itt Manufacturing Enterprises, Inc. Multilateration enhancements for noise and operations management
US7612716B2 (en) 1999-03-05 2009-11-03 Era Systems Corporation Correlation of flight track data with other data sources
US8446321B2 (en) 1999-03-05 2013-05-21 Omnipol A.S. Deployable intelligence and tracking system for homeland security and search and rescue
US8072382B2 (en) 1999-03-05 2011-12-06 Sra International, Inc. Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surveillance
US7908077B2 (en) 2003-06-10 2011-03-15 Itt Manufacturing Enterprises, Inc. Land use compatibility planning software
US7965227B2 (en) 2006-05-08 2011-06-21 Era Systems, Inc. Aircraft tracking using low cost tagging as a discriminator
EP2056272A3 (en) * 2007-10-30 2012-05-23 ITT Manufacturing Enterprises, Inc. Transmission scheduling for ADS-B ground systems
CN109087536A (en) * 2018-09-13 2018-12-25 四川九洲空管科技有限责任公司 The self-test of airborne collision avoidance system antenna and down method
CN116824925A (en) * 2023-08-31 2023-09-29 四川九洲空管科技有限责任公司 A method to improve TCAS target track quality based on hybrid surveillance
CN116824925B (en) * 2023-08-31 2023-11-03 四川九洲空管科技有限责任公司 A method to improve TCAS target track quality based on hybrid surveillance

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