IEEE - Aerospace and Electronic Systems - August 2022 - 47

Fr€anken et al.
In those cases, the presence of an active radar track can
help to collect the sparse bistatic plot data via the feedback
to the plot associator and then fuse that data into
the already existing track in the track integrator. Figure 22
shows a case where the track initiation with passive radar
data alone would have shown a significant initiation
delay (of about 100 seconds). As can be taken from the
figure, the fused track first solely runs on the active data.
Some DVB-T data from one of the Twinvis sensors then
makes the fused track deviate from the radar track for
the first time; transmitter IDs are listed at that point in
the figure together with the corresponding time. More
data are then integrated into due course. Without this
active radar support, the fuser has to await three confirmed,
correlated, and associated R3 tracks (here, based
on FM data from Hensoldt's other sensor about 230 kilometers
away from the target) before it initiates the corresponding
3D track.
Although probably less important, an advantage of
Figure 22.
Improved track initiation due to the support of active radar data in
case of sparse bistatic passive radar data. Active data (top) and
corresponding fused track (middle) vs. the track that would have
been initiated based on passive radar data alone (bottom) plus corresponding
created plots. Track labels contain the time and a list
ofIDs of transmitters contributing then.
Figure 21 shows some systematics when comparing PSR
with SSR altitudes. Nevertheless, the airliners are by far
less challenging when estimating the altitude with passive
radar only. The estimates, here, are much more stable and
errors are acceptable.

IEEE - Aerospace and Electronic Systems - August 2022

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