Model-Based Approaches to Channel Charting

We present new ways of producing a channel chart employing model-based approaches. We estimate the angle of arrival theta and the distance between the base station and the user equipment rho by employing our algorithms, inverse of the root sum squares of channel coefficients (ISQ) algorithm, linear regression (LR) algorithm, and the MUSIC/MUSIC (MM) algorithm. We compare these methods with the training-based channel charting algorithms principal component analysis (PCA), Samson's method (SM), and autoencoder (AE). We show that ISQ, LR, and MM outperform all three in performance. The performance of MM is better than LR and ISQ but it is more complex. ISQ and LR have similar performance with ISQ having less complexity than LR. We also compare our algorithm MM with and algorithm from the literature that uses the MUSIC algorithm jointly on theta and rho. We call this algorithm the JM algorithm. JM performs very slightly better than MM but at a substantial increase in complexity. Finally, we introduce the rotate-and-sum (RS) algorithm which has about the same performance as the MM and JM algorithms but is less complex due to the avoidance of the eigenvector and eigenvalue analysis and a potential register transfer logic (RTL) implementation.Comment: 28 pages, 13 figures, 6 table

Velocity-Based Channel Charting with Spatial Distribution Map Matching

Fingerprint-based localization improves the positioning performance in challenging, non-line-of-sight (NLoS) dominated indoor environments. However, fingerprinting models require an expensive life-cycle management including recording and labeling of radio signals for the initial training and regularly at environmental changes. Alternatively, channel-charting avoids this labeling effort as it implicitly associates relative coordinates to the recorded radio signals. Then, with reference real-world coordinates (positions) we can use such charts for positioning tasks. However, current channel-charting approaches lag behind fingerprinting in their positioning accuracy and still require reference samples for localization, regular data recording and labeling to keep the models up to date. Hence, we propose a novel framework that does not require reference positions. We only require information from velocity information, e.g., from pedestrian dead reckoning or odometry to model the channel charts, and topological map information, e.g., a building floor plan, to transform the channel charts into real coordinates. We evaluate our approach on two different real-world datasets using 5G and distributed single-input/multiple-output system (SIMO) radio systems. Our experiments show that even with noisy velocity estimates and coarse map information, we achieve similar position accuraciesComment: This work has been submitted to the IEEE for possible publication. Copyright may be transferred without notice, after which this version may no longer be accessibl

Massive MIMO is a Reality -- What is Next? Five Promising Research Directions for Antenna Arrays

Massive MIMO (multiple-input multiple-output) is no longer a "wild" or "promising" concept for future cellular networks - in 2018 it became a reality. Base stations (BSs) with 64 fully digital transceiver chains were commercially deployed in several countries, the key ingredients of Massive MIMO have made it into the 5G standard, the signal processing methods required to achieve unprecedented spectral efficiency have been developed, and the limitation due to pilot contamination has been resolved. Even the development of fully digital Massive MIMO arrays for mmWave frequencies - once viewed prohibitively complicated and costly - is well underway. In a few years, Massive MIMO with fully digital transceivers will be a mainstream feature at both sub-6 GHz and mmWave frequencies. In this paper, we explain how the first chapter of the Massive MIMO research saga has come to an end, while the story has just begun. The coming wide-scale deployment of BSs with massive antenna arrays opens the door to a brand new world where spatial processing capabilities are omnipresent. In addition to mobile broadband services, the antennas can be used for other communication applications, such as low-power machine-type or ultra-reliable communications, as well as non-communication applications such as radar, sensing and positioning. We outline five new Massive MIMO related research directions: Extremely large aperture arrays, Holographic Massive MIMO, Six-dimensional positioning, Large-scale MIMO radar, and Intelligent Massive MIMO.Comment: 20 pages, 9 figures, submitted to Digital Signal Processin

Massive MIMO is a reality - What is next? Five promising research directions for antenna arrays

Massive MIMO (multiple-input multiple-output) is no longer a “wild” or “promising” concept for future cellular networks—in 2018 it became a reality. Base stations (BSs) with 64 fully digital transceiver chains were commercially deployed in several countries, the key ingredients of Massive MIMO have made it into the 5G standard, the signal processing methods required to achieve unprecedented spectral efficiency have been developed, and the limitation due to pilot contamination has been resolved. Even the development of fully digital Massive MIMO arrays for mmWave frequencies—once viewed prohibitively complicated and costly—is well underway. In a few years, Massive MIMO with fully digital transceivers will be a mainstream feature at both sub-6 GHz and mmWave frequencies. In this paper, we explain how the first chapter of the Massive MIMO research saga has come to an end, while the story has just begun. The coming wide-scale deployment of BSs with massive antenna arrays opens the door to a brand new world where spatial processing capabilities are omnipresent. In addition to mobile broadband services, the antennas can be used for other communication applications, such as low-power machine-type or ultra-reliable communications, as well as non-communication applications such as radar, sensing and positioning. We outline five new Massive MIMO related research directions: Extremely large aperture arrays, Holographic Massive MIMO, Six-dimensional positioning, Large-scale MIMO radar, and Intelligent Massive MIMO

An agent based architecture for cognitive spectrum management

In the recent years, wireless technologies and devices have progressed dramatically that has augmented the demand for electromagnetic spectrum. Some research work showed that spectrum access and provision to user is not possible due to shortage of spectrum but federal communication commission refused to accept this theory and indicated that the spectrum is available since most of the frequency bands are underutilized. In order to allow the use of these frequency bands without interference, cognitive radio was proposed that characterizes the growing intelligence of radio systems can adapt to the radio environment, allowing opportunistic usage and sharing with the existing uses of spectrum. To take this concept a step further, we propose to use intelligent agent for spectrum management in the context of cognitive radio in this paper. In our proposed architecture, agents are embedded in the radio devices that coordinate their operations to benefit from network and avoid interference with the primary user. Agents carry a set of modules to gather information about the terminal status and the radio environment and act accordingly to the constraints of the user application

C-Band Airport Surface Communications System Standards Development, Phase I

This document is being provided as part of ITT's NASA Glenn Research Center Aerospace Communication Systems Technical Support (ACSTS) contract NNC05CA85C, Task 7: "New ATM Requirements--Future Communications, C-Band and L-Band Communications Standard Development." The proposed future C-band (5091- to 5150-MHz) airport surface communication system, referred to as the Aeronautical Mobile Airport Communications System (AeroMACS), is anticipated to increase overall air-to-ground data communications systems capacity by using a new spectrum (i.e., not very high frequency (VHF)). Although some critical services could be supported, AeroMACS will also target noncritical services, such as weather advisory and aeronautical information services as part of an airborne System Wide Information Management (SWIM) program. AeroMACS is to be designed and implemented in a manner that will not disrupt other services operating in the C-band. This report defines the AeroMACS concepts of use, high-level system requirements, and architecture; the performance of supporting system analyses; the development of AeroMACS test and demonstration plans; and the establishment of an operational AeroMACS capability in support of C-band aeronautical data communications standards to be advanced in both international (International Civil Aviation Organization, ICAO) and national (RTCA) forums. This includes the development of system parameter profile recommendations for AeroMACS based on existing Institute of Electrical and Electronics Engineering (IEEE) 802.16e- 2009 standard

C-Band Airport Surface Communications System Standards Development. Phase II Final Report. Volume 1: Concepts of Use, Initial System Requirements, Architecture, and AeroMACS Design Considerations

This report is provided as part of ITT s NASA Glenn Research Center Aerospace Communication Systems Technical Support (ACSTS) contract NNC05CA85C, Task 7: New ATM Requirements-Future Communications, C-Band and L-Band Communications Standard Development and was based on direction provided by FAA project-level agreements for New ATM Requirements-Future Communications. Task 7 included two subtasks. Subtask 7-1 addressed C-band (5091- to 5150-MHz) airport surface data communications standards development, systems engineering, test bed and prototype development, and tests and demonstrations to establish operational capability for the Aeronautical Mobile Airport Communications System (AeroMACS). Subtask 7-2 focused on systems engineering and development support of the L-band digital aeronautical communications system (L-DACS). Subtask 7-1 consisted of two phases. Phase I included development of AeroMACS concepts of use, requirements, architecture, and initial high-level safety risk assessment. Phase II builds on Phase I results and is presented in two volumes. Volume I (this document) is devoted to concepts of use, system requirements, and architecture, including AeroMACS design considerations. Volume II describes an AeroMACS prototype evaluation and presents final AeroMACS recommendations. This report also describes airport categorization and channelization methodologies. The purposes of the airport categorization task were (1) to facilitate initial AeroMACS architecture designs and enable budgetary projections by creating a set of airport categories based on common airport characteristics and design objectives, and (2) to offer high-level guidance to potential AeroMACS technology and policy development sponsors and service providers. A channelization plan methodology was developed because a common global methodology is needed to assure seamless interoperability among diverse AeroMACS services potentially supplied by multiple service providers