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This paper describes some key results of the UniTaS IV project, a publicly funded effort to investigate special problems in the application of satellite navigation for aviation. Among the subjects covered: adaptive beamforming antennas, a GNSS landing system that incorporates inertial sensors with a ground-based augmentation system (GBAS), multicon...
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In this work, we develop, implement, and test a monitor to detect GPS spoofing attacks using residual-based Receiver Autonomous Integrity Monitoring (RAIM) with inertial navigation sensors. Signal spoofing is a critical threat to all navigation applications that utilize GNSS, and is especially hazardous in aviation applications. This work develops...
Spoofing, identified as a special and efficient interference attack method, has become one of the most hazardous threats for the security and integrity of global navigation satellite system (GNSS), especially for the safety critical applications such as maritime and aviation. Signal Quality Monitoring (SQM) techniques, because of its low complexity...
The spoofing detection algorithm for a global navigation satellite system/inertial navigation system (GNSS/INS) integrated navigation system based on the innovation rate and robust estimation has limitations such as extensive or invalid detection times, high missed detection rates, and false alarm rates. This study addresses these limitations by pr...
Vehicle and airborne navigation users are facing more and more complex signal interference and even spoofing. If vehicles and aircraft do not strengthen their anti-spoofing ability, their navigation performance is bound to be adversely affected. global navigation satellite system (GNSS) spoofing technology has gradually become a preferred interfere...
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... • Spoofed GNSS signals yield conflicting information with other on board sensors (if present) Thus spoofing and jamming signals can be detected with different detection algorithms [4], integrated into a receiver, or with special antenna arrays [12], capable of detecting the angle of arrivals of signals [13,24], or with additional sensors integrated in the sensor hardware portfolio of the UAV. For other methods to mitigate jamming see [2,4,5]. ...
... • Spoofed GNSS signals yield conflicting information with other on board sensors (if present) Thus spoofing and jamming signals can be detected with different detection algorithms [4], integrated into a receiver, or with special antenna arrays [12], capable of detecting the angle of arrivals of signals [13,24], or with additional sensors integrated in the sensor hardware portfolio of the UAV. For other methods to mitigate jamming see [2,4,5]. ...
Precise timing and precise location information are provided by Global Navigation Satellite Systems (GNSS) and play a crucial role in the positioning, navigation and data acquisition of most Unmanned Aerial Vehicles (UAV). GNSS functions include the following applications in UAVs: time-stamping and geo-referencing of collected data and images, synchronization of swarm flying and follow-me flights, determination of position and attitude in-flight, flight trajectory by following a pre-defined number of waypoints, mission planning, return home automatically without external control, avoidance of obstacles and geo-fencing. Some of these critical operations have implications for the safety of the UAV, the surrounding environment and health and safety of people, for example UAVs threatening to bring down aircrafts at airports, which are no-fly zones for UAVs. The appropriate GNSS based function to avoid this is geo-fencing. Another example is obstacle avoidance to prevent collisions and damages both for the UAV and the obstacle, e.g. anything from a window pane, tree, human being, to a power line. In order to ensure health and safety it is thus important to ensure correct function of the navigation and the timing, under a wide variety of circumstances, and in different signal environments. There can be signal disturbances, such as obscurations by buildings or reflected GNSS signals, called multipath. The performance of timing and navigation based on GPS/GNSS can be tested and verified in a controlled and repeatable way in the laboratory with different types of test equipment. We will give an introduction to a wide range of potential threats to GNSS Positioning, navigation and timing and an overview of different test methods. In addition, we are presenting a method for time synchronization of drones to enable safe swarm and follow flights in UAVs.
... Results and progress regarding this installation are published in [3]. On the other hand an integrated GBAS/INS system can be used that uses the INS to meet the stringent requirements for Category II and III approaches [4]. ...
The civil aviation of the future should be ecological, economical, and safe. The citizens in metropolises have on the one hand the need to travel efficiently between airports near the city. On the other hand they, do not want to suffer from noise and emission of airplanes starting and landing at airports close to cities. Consequently, the future airplane should harmonize these needs. In order to fulfill these requirements new concepts for departure and approach procedures are mandatory. Curved approaches are one solution since critical regions can be omitted. These complex maneuvers can only be carried out with the help of satellite navigation systems. One major challenge of curved approaches is the changing obstruction of satellite signals due to shadowing effects by the aircraft itself during curved approaches. Existing GPS landing systems suffer therefore degraded performance (continuity, availability, integrity and accuracy) during curved approaches, especially with higher roll angles and at high and low latitudes.
... A block diagram of a single receiver tracking channel with the post-correlation array processing is shown in Figure 16. Two kinds of array processing are going to be used in the BaSE platform: (i) digital beamforming with the adaptive null-steering based either on minimum variance or minimum mean squared error optimization criteria (see [5] and [6] for more details) and (ii) the estimation of signal directions of arrival (DOA) with the help of unitary ESPRIT algorithm [7]. The direction estimation is going to be used in a modified RAIM approach that accounts for assisting directional information about the received navigation signals. ...
This paper presents the architecture, core technologies, system development, and setup of the BaSE Galileo PRS receiver. The receiver is capable of processing Galileo E1/E6 PRS signals with broad bandwidth. In particular, its hard- and software receiver components are presented and a robust tracking method of the BOCc-modulated PRS signals is discussed. Finally it is shown how an effective suppression of jamming and interference is achieved by combining different approaches like application of an adaptive, two frequency antenna array with a post-correlation beamforming, and a robust PVT solution with multi-frequency RAIM.
In the geolocation and navigation community, requirements for location data are often expressed in terms of accuracy, integrity and availability of location information in both time and space. The question arises as to what these requirements are across the application spectrum in logistics and the technologies available to meet the needs. The answer to this question is not as straightforward as it might first seem, given the diversity of potential applications and the plethora of technologies currently available or are being developed to meet various industrial needs. Based on a specially-designed Delphi study with experts across industries, this paper provides some specific information and guidance in this regard. The results presented in this paper can be used by the logistics, geolocation and semiconductor industries alike in identifying the geolocation needs of their various applications and how those needs can be fulfilled.
The civil aviation of the future should be ecological, economical, and safe. The citizens in metropolises have on the one hand the requirement to travel efficiently between airports near the city. On the other hand they do not want to suffer from noise and emission of aircraft starting and landing at airports close to cities. Consequently, the future aircraft should harmonize these needs. In order to fulfil these requirements, new concepts for departure and approach procedures are mandatory. Curved approaches are one solution since critical regions can be omitted. These complex manoeuvres can only be carried out with the help of satellite navigation systems. One major challenge of curved approaches is the changing obstruction of satellite signals due to shadowing effects by the aircraft itself during curved approaches. Existing GPS landing systems suffer therefore degraded performance in terms of continuity, availability, integrity, and accuracy during curved approaches, especially with higher roll angles and at high and low latitudes. To avoid this problem and to meet the requirements of integrity, accuracy, continuity, and availability for future GNSS landing systems, the concept of the so called "virtual receiver" has been developed in the framework of the research project "Bürgernahes Flugzeug" (Metropolitan Aircraft). The main idea is to avoid obstructions by combining GNSS observations of few antennas, optimally installed on the aircraft and computing one common aircraft position solution. This paper presents the concept of the virtual receiver. The benefits in terms of precision, reliability and accuracy are evaluated based on the analysis of real data from a test flight with the research aircraft D-IBUF, a Dornier 128-6 from the Institut of Flight Guidance (TU Braunschweig). It will be shown, that virtual receiver outperforms a single antenna solution concerning the precision (DOP-values are reduced by 30%), reliability (MDBs are reduced by 10 % on- average) and vertical accuracy (the 95 % error bound is reduced by 14%).
