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NAVIGATION: Journal of the Institute of Navigation

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Research ArticleOriginal Article
Open Access

The Role of Antennas on GNSS Pseudorange and Multipath Errors and Their Impact on DFMC Multipath Models for Avionics

Stefano Caizzone, Mihaela-Simona Circiu, Wahid Elmarissi, Christoph Enneking, Markus Rippl, and Matteo Sgammini
NAVIGATION: Journal of the Institute of Navigation September 2022, 69 (3) navi.532; DOI: https://doi.org/10.33012/navi.532
Stefano Caizzone
1Institute of Communications and Navigation, German Aerospace Center (DLR)
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Mihaela-Simona Circiu
1Institute of Communications and Navigation, German Aerospace Center (DLR)
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Wahid Elmarissi
1Institute of Communications and Navigation, German Aerospace Center (DLR)
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Christoph Enneking
1Institute of Communications and Navigation, German Aerospace Center (DLR)
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Markus Rippl,
1Institute of Communications and Navigation, German Aerospace Center (DLR)
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Matteo Sgammini
2European Commission, Joint Research Centre (JRC), Ispra, Italy
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  • FIGURE 1
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    FIGURE 1

    Functional flow diagram of procedure to characterize the antenna-induced error

  • FIGURE 2
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    FIGURE 2

    Commercial GNSS avionics antenna (Antenna B referred to in the text) mounted in the semi-anechoic chamber at DLR

  • FIGURE 3
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    FIGURE 3

    Group delay variations (normalized to zenith) in ns for (a) Antenna A and (b) Antenna B at 1176 MHz, as measured on the 0.4-m rolled-edge ground plane in Starlab chamber

  • FIGURE 4
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    FIGURE 4

    Pseudorange error (in m and normalized to zenith) obtained from the antenna measurement in Starlab and then processed through the ideal receiver for Antenna A at the L1 band (left) and at the L5 band (right)

  • FIGURE 5
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    FIGURE 5

    Pseudorange error (in m and normalized to zenith) obtained from the antenna measurement in Starlab and then processed through the ideal receiver for Antenna B at the L1 band (left) and at the L5 band (right)

  • FIGURE 6
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    FIGURE 6

    MPSR (in dB) for Antennas A and B (on the left and on the right, respectively) at the L1 band

  • FIGURE 7
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    FIGURE 7

    MPSR (in dB) for Antennas A and B (on the left and right, respectively) at the L5 band

  • FIGURE 8
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    FIGURE 8

    Functional flow diagram of the process to obtain pseudorange errors starting from electromagnetic measurement of the antenna

  • FIGURE 9
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    FIGURE 9

    Multipath versus elevation for E1 and E5a with antenna errors and after antenna error removal (Note: AGDV refers to antenna group delay variations)

  • FIGURE 10
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    FIGURE 10

    3D map of the predicted multipath error (normalized to zenith and with antenna-intrinsic error calibrated out) of Antenna A at the L1/E1 band

  • FIGURE 11
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    FIGURE 11

    Comparison of the 100s smooth multipath error obtained by processing GNSS data from flight tests in code-minus-carrier technique and synthetic data obtained by electromagnetic simulation of the installed performance of Antenna A on A320 aircraft

  • FIGURE 12
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    FIGURE 12

    Different parts of the A321NEO aircraft considered in the installed performance analysis to identify the sources of multipath: a) fuselage only; b) fuselage and tail; c) fuselage, tail, and wings (without winglets); and d) full aircraft

  • FIGURE 13
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    FIGURE 13

    Skyplot of multipath error, calibrated and normalized to zenith, for Antenna A on A321NEO, Position 2, at the L1 band considering: a) fuselage only; b) fuselage and tail; c) fuselage, tail, and wings (no winglets); and d) full aircraft

  • FIGURE 14
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    FIGURE 14

    Multipath on L1 band vs elevation for Antenna A on A321NEO, Position 2, considering: a) fuselage only; b) fuselage and tail; c) fuselage, tail, and wings (no winglets); and d) full aircraft

  • FIGURE 15
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    FIGURE 15

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L1 band for Antenna A (left) and Antenna B (right), installed in the primary position GPS Position 2 on the A321 NEO aircraft

  • FIGURE 16
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    FIGURE 16

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L5 band for Antenna A (left) and Antenna B (right), installed in the primary position GPS Position 2 on the A321 NEO aircraft

  • FIGURE 17
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    FIGURE 17

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L1 band for Antenna A (left) and Antenna B (right), installed in the primary position GPS Position 2 on the A330 aircraft

  • FIGURE 18
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    FIGURE 18

    Predicted multipath error on L5 band (in m) as a skyplot (top) or versus elevation (bottom) for Antenna A (left) and Antenna B (right), installed in the primary position GPS Position 2 on the A330 aircraft

  • FIGURE 19
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    FIGURE 19

    Standard deviation of the predicted multipath error (in m, calibrated for antenna-intrinsic pseudorange error and normalized to zenith) at the L1 band for Antennas A and B from the installed performance simulations on A321NEO and A330 aircraft

  • FIGURE 20
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    FIGURE 20

    Standard deviation of the predicted multipath error (in m, calibrated for antenna-intrinsic pseudorange error and normalized to zenith) at the L5 band for Antennas A and B from the installed performance simulations on A321NEO and A330 aircraft

  • FIGURE 21
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    FIGURE 21

    A350 CAD model with indication of the position of the GPS Position 2 (left) and the ADF position (right)

  • FIGURE 22
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    FIGURE 22

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L1 band for Antenna A, installed in the primary position GPS Position 2 (left) and in the ADF position (right) on an A350 aircraft

  • FIGURE 23
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    FIGURE 23

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L1 band for Antenna B, installed in the primary position GPS Position 2 (left) and in the ADF position (right) on an A350 aircraft

  • FIGURE 24
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    FIGURE 24

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L5 band for Antenna A, installed in the primary position GPS Position 2 (left) and in the ADF position (right) on an A350 aircraft

  • FIGURE 25
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    FIGURE 25

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L5 band for Antenna B, installed in the primary position GPS Position 2 (left) and in the ADF position (right) on an A350 aircraft

  • FIGURE 26
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    FIGURE 26

    CAD model of a Falcon 200, with indication (center of coordinate system) of the antenna position (Position 1)

  • FIGURE 27
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    FIGURE 27

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L1 band for Antenna A (left) and Antenna B (right), installed in the GPS Position 1 on a Falcon 200 aircraft

  • FIGURE 28
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    FIGURE 28

    Predicted multipath error (in m) as a skyplot (top) or versus elevation (bottom) at the L5 band for Antenna A (left) and Antenna B (right), installed in the GPS Position 1 on a Falcon 200 aircraft

  • FIGURE 29
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    FIGURE 29

    Simulation of the rays impinging on the antenna on the Falcon aircraft relative to satellites at an elevation of 80°

  • FIGURE 30
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    FIGURE 30

    Standard deviation of the predicted multipath error (in m, calibrated for antenna-intrinsic pseudorange error and normalized to zenith) at the L1 band for Antennas A and B from the installed performance simulations on an A350 (Position 2 and ADF) and Falcon 200 aircraft

  • FIGURE 31
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    FIGURE 31

    Standard deviation of the predicted multipath error (in m, calibrated for antenna-intrinsic pseudorange error and normalized to zenith) at the L5 band for Antennas A and B from the installed performance simulations on an A350 (Position 2 and ADF) and Falcon 200 aircraft

  • FIGURE 32
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    FIGURE 32

    Comparison of the 100-s smoothed RMS of the multipath between measurement and simulations for A350 data on the L1 band using Antenna A

  • FIGURE 33
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    FIGURE 33

    Raw RMS of multipath with simulated data from A350 aircraft, processed using the trajectories and satellite constellations seen in real-life flights during the DUFMAN project

  • FIGURE 34
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    FIGURE 34

    100-s smoothed RMS of multipath with simulated data from A350 aircraft processed using the trajectories and satellite constellations seen in real-life flights during the DUFMAN project

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NAVIGATION: Journal of the Institute of Navigation: 69 (3)
NAVIGATION: Journal of the Institute of Navigation
Vol. 69, Issue 3
Fall 2022
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The Role of Antennas on GNSS Pseudorange and Multipath Errors and Their Impact on DFMC Multipath Models for Avionics
Stefano Caizzone, Mihaela-Simona Circiu, Wahid Elmarissi, Christoph Enneking, Markus Rippl,, Matteo Sgammini
NAVIGATION: Journal of the Institute of Navigation Sep 2022, 69 (3) navi.532; DOI: 10.33012/navi.532

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The Role of Antennas on GNSS Pseudorange and Multipath Errors and Their Impact on DFMC Multipath Models for Avionics
Stefano Caizzone, Mihaela-Simona Circiu, Wahid Elmarissi, Christoph Enneking, Markus Rippl,, Matteo Sgammini
NAVIGATION: Journal of the Institute of Navigation Sep 2022, 69 (3) navi.532; DOI: 10.33012/navi.532
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  • Article
    • Abstract
    • 1 INTRODUCTION
    • 2 ANTENNA CHARACTERIZATION
    • 3 EXPLOITING SIMULATION CAPABILITIES TO OBTAIN INSTALLED PERFORMANCE
    • 4 TOWARD MULTIPATH MODELS FOR COMMERCIAL AVIATION
    • 5 CONCLUSION
    • HOW TO CITE THIS ARTICLE
    • ACKNOWLEDGMENTS
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Keywords

  • airborne error model
  • GNSS antenna
  • group delay variation
  • multipath
  • multipath rejection

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