X BAND SUBSTRATE INTEGRATED HORN ARRAY ANTENNA
FOR FUTURE ADVANCED COLLISION AVOIDANCE SYSTEM
by
AMEYA RAMADURGAKAR
B.S., Drexel University, 2011
A thesis submitted to the Graduate Faculty of the
University of Colorado Colorado Springs
in partial fulfillment of the
requirements for the degree of
Master of Science
Department of Electrical and Computer Engineering
2015
© Copyright By Ameya Ramadurgakar 2015
All Rights Reserved
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To my parents, Surésh and Alka, for their infinite love, support, and to my sister Aditi for her everlasting love and encouragement
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ACKNOWLEDGMENTS:
My paramount appreciation goes to my academic advisor Dr. Heather Song
(University of Colorado Colorado Springs) for her non-stop advice over the progress of my thesis research and providing all conditions to keep my work running. I equally appreciate the valuable feedback, guidance and help from Dr. James Lovejoy (Lockheed Martin) for his stellar comments, critic and ideas throughout the thesis. I would also appreciate my deepest gratitude to Dr. T.S. Kalkur (University of Colorado Colorado Springs) for his overarching support throughout the completion of my degree. Last but in no ways the least,
I most appreciate the help of Kevin Quillen (ANSYS) for showing me the ropes and tricks of using the HFSS software over many sessions.
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TABLE OF CONTENTS CHAPTER I. INTRODUCTION ______1 1.1. Overview of Collision Avoidance System ______2 1.1.1 Automated Dependent Surveillance - broadcast(ADS-B) ______2 1.1.2 Traffic Collision Avoidance System (TCAS) ______4 1.2 State of the Art UAV Collision Avoidance System ______6 1.3 Literature Search and Review ______7 1.4 Novelty of the Proposed Thesis Work ______8 1.5 Scopes and Motivations of Thesis ______9 II. BACKGROUND AND THEORY ______13 2.1. Horn Antenna ______14 2.1.1 H-Plane sectoral horn ______14 2.2 Array Antenna ______19 2.2.1 Broadside Array Antenna ______21 2.2.1 End fire Array Antenna ______23 2.3 Dielectrically Filled Waveguide______24 2.4 Radar Range Equation ______29 2.5 Microstrip ______33 2.6 Summary of Theory ______34 III. DESIGN ______35 3.1 Radar Range Equation (RRE) Calculations ______36 3.1.1 Design Calculations and Plots ______36 3.2 Computer Design and Simulation ______44 3.2.1 Waveguide Design and Simulation ______44 3.2.2 Antenna Design and Simulation ______46 3.2.3 Microstrip to SIW Feed Transition and Network Design ______49 3.2.4 Single Antenna Element Design and Simulation ______50 3.3 Array Antenna Design and Simulation ______52 3.4. Feeding Network Technique Analysis and Application ______59 3.5. Methods to Enhancing Performance in Array Antennas ______76 IV. MEASUREMENT AND RESULT DISCUSSION ______80 4.1 Antenna Gain Measurement Techniques ______80 4.1.1 Three Antenna Gain Measurement Technique ______83 4.2 Calculated, Simulated and Measured Array Facto ______84 4.3 Experiment Setup ______86 4.3.1 S11 Measurement Test ______86 4.3.2 Radiation Pattern Setup ______90 4.3.3 Gain Measurement Setup ______94 V. CONCLUSION AND FUTURE WORK ______98 REFERENCES ______101 APPENDICES ______104 RADAR RANGE EQUATION ______104 Subsrate Integrated Waveguide Dimension Calculator Code ______116 Array Factor calculator and radiation pattern plotter ______120
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TABLES
Table 1-1: Basic system requirement (compatible with 1090 ES) ...... 2
Table 1-2: Link Budget calculation for ADS-B system...... 2
Table 1-3: TCAS Levels of Protection ...... 4
Table 1-4: Previous and currently related research and work...... 9
Table 1-5: Final specification of the proposed design thesis array antenna ...... 12
Table 2-1: Constant K1 in a Two Way Radar Range Equation ...... 22
Table 2-2: Constant K2 in a Two Way Radar Range Equation...... 22
Table 3-1: Gain Range vs Scan Range...... 33
Table 3-2: Simulated Antenna Elements vs. Gain and Scan Range...... 47
Table 3-3: Number of Elements vs Element Spacing Study Results...... 66
Table 4-1: Return Loss Test Measurement Equipment Used ...... 87
Table 4-2: Details of Components Used in Radiation Pattern Measurement ...... 90
Table 4-3: Antennae Dimensions and Far Field Criterion ...... 93
Table 4-4: Component Listing for Gain Measurement Experiment ...... 97
Table 4-5: Main Lobe Measured Absolute Gain ...... 98
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FIGURES
Figure 1-1: TCAS II Block Diagram ...... 6
Figure 2-1: H-Plane horn ...... 14
Figure 2-2: H-Plane (x-z) cut of an H-plane sectorial horn ...... 15
Figure 2-3: E and H normalized plane patterns for H plane sectoral horn ...... 17
Figure 2-4: E and H normalized plane patterns for H plane sectoral horn ...... 18
Figure 2-5: Array Factor/Pattern Multiplication ...... 20
Figure 2-6: Broadside Array Radiation pattern ...... 21
Figure 2-7: Array factor patterns of a 10-element uniform amplitude broadside array .... 22
Figure 2-8: Three-dimensional amplitude patterns for end-fire arrays toward 0 and 180 degrees ...... 23
Figure 2-9: Array Factor patterns for ordinary end fire array at different phase excitation ...... 24
Figure 2-10: Geometry of the dielectric slab waveguide (a) Perspective view (b) Side View ...... 25
Figure 2-11: Substrate Integrated Waveguide ...... 26
Figure 2-12 Dimension definition of rectangular waveguide ...... 27
Figure 2-13: Pitch ‘p’ and Diameter‘d’ of the SIW ...... 29
Figure 2-14: Monostatic Array Antenna System ...... 30
Figure 2-15: Equivalent Circuit Model of the RRE ...... 30
Figure 2-16: A typical cross section view of a microstrip line ...... 33
Figure 3-1: Thesis Design Cornerstones ...... 35
Figure 3-2: MATLAB generated value for Range ...... 37
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Figure 3-3: MATLAB plot of Range vs. Receiver Sensitivity with TX and RX Gain = 10dB ...... 38
Figure 3-4: MATLAB plot of Range vs. Receiver Sensitivity with TX and RX Gain = 20dB ...... 39
Figure 3-5: MATLAB plot of Range vs. Receiver Sensitivity ...... 40
Figure 3-6: Gain vs Number of Phased Array Elements at 9 GHz ...... 41
Figure 3-7: Gain Range vs Scan Range Plot ...... 42
Figure 3-8: Regular Waveguide with Metal Side Walls ...... 45
Figure 3-9: SIW X-Band Waveguide ...... 45
Figure 3-10: S-Parameter response overlay of SIW and Regular Waveguide ...... 46
Figure 3-11: Horn Antenna Structure Design using SIW at reduced height ...... 47
Figure 3-12: S11 (Return Loss) simulation results for the Horn Antenna structure shown in Figure 3-10 ...... 47
Figure 3-13: Horn Antenna Structure Design using SIW at normal X-Band waveguide . 47
Figure 3-14: Realized gain of the Horn Antenna structure from Figure 11...... 48
Figure 3-15: Field Propagation Animation through the Horn Structure ...... 49
Figure 3-16: Back to Back Transitions Simulation Model ...... 49
Figure 3-17: Single Element Antenna Structure ...... 50
Figure 3-18: S11 Response from the Single Element Antenna Structure ...... 51
Figure 3-19: Gain Response Pattern from the Single Element Structure at 9 GHz ...... 52
Figure 3-20: Two Element SIW Horn Antenna Array...... 53
Figure 3-21: Element Spacing Consideration ...... 54
Figure 3-22: S11 response for two element array ...... 54
Figure 3-23: Realized Gain response from two element array ...... 55
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Figure 3-24: Five Element Array Design ...... 56
Figure 3-25: Five Element Array Gain Response ...... 56
Figure 3-26: Simulated S11 response as per fabrication specifications ...... 58
Figure 3-27: Simulated Gain response as per fabrication specifications ...... 58
Figure 3-28: Version 1 of feeding network modification ...... 60
Figure 3-29: Version 1 Array Antenna S11 response ...... 60
Figure 3-30: Version 2 of proposed Array Design with Quarter Wave Matching Feeding ...... 61
Figure 3-31: S11 response of version 2 ...... 62
Figure 3-32 Radiation Pattern of version 2 of proposed design ...... 62
Figure 3-33 Realized Gain of version 2 of the proposed array design with quarter wave matching feed network ...... 63
Figure 3-34: Rectangular Plot of Directivity (dB) vs. Phi Angle ...... 64
Figure 3-35 Top view of the array with 1.6cm element spacing ...... 65
Figure 3-36 Array with 1.6cm element spacing side view ...... 65
Figure 3-37 Array with 1.6cm element spacing perspective view ...... 66
Figure 3-38: S11 response of the array with 1.6 cm element spacing ...... 67
Figure 3-39: Directivity 3D radiation pattern of the array structure ...... 67
Figure 3-40: Radiation Patterns of the full array in Polar format ...... 68
Figure 3-41: Overlay rectangular radiation pattern plots between full array model and single element AF estimation...... 69
Figure 3-42: Overlay Plot of Flare Angle ...... 71
Figure 3-43: Alternating Stackup Arrangement of Array Elements having a separation’d’ of 1.6cm ...... 72
Figure 3-44: Single element transition structure stripline location ...... 73
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Figure 3-45: Overlay Radiation Pattern ...... 73
Figure 3-46: 3D polar radiation pattern plot for single element with 40 degree flare angle...... 74
Figure 3-47: Polar overlay plot of single element, full array, AF estimation ...... 75
Figure 3-48: Directivity vs. Relative Spacing plot for a short dipole collinear array...... 77
Figure 3-49: Two Element Opposing Orientation SIW Horn Array Design ...... 78
Figure 3-50: Return Loss Response for Two Element Opposed Orientation SIW Horn Array Design ...... 78
Figure 3-51: Two Element Realized Gain Pattern for an Opposing Element Horn Array...... 79
Figure 4-1: Fabricated Array Antenna...... 80
Figure 4-2: Overlay Plot of Array Factor Patterns ...... 85
Figure 4-3: Antenna S11 response from Calibrated VNA ...... 87
Figure 4-4: Overlay S11 response ...... 89
Figure 4-5: Anechoic Chamber Antenna and Experiment Setup...... 91
Figure 4-6: Proposed Antenna Array Mounted for Testing in Anechoic Chamber facility at UCCS ...... 93
Figure 4-7: Overlay Plot of Simulated and Measured Radiation Pattern of AUT ...... 94
Figure 4-8: Three Antenna Gain Measurement Setup ...... 95
Figure 4-9: Measured Absolute Gain of AUT ...... 97
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CHAPTER 1
INTRODUCTION
Collision Avoidance Systems (CAS) have long been used in aviation industry primarily to sense and avoid mid airborne collision between two flying bodies. However, their recent application has extended down to vehicles such as civilian cars and unmanned aerial vehicles (UAVs). With civilian UAV sector on the verge of a rapidly booming market for commerce and trade, the need for a compact, high performance CAS is self-evident.
One of the primary components of a CAS is a high performance and configurable RF front end. The CAS needs to be able to scan for a target from virtually all directions and therefore an antenna system which can be configured to move the scanning lobe angle is highly desirable. As an antenna is one of the major front end component in such a system, efforts have been made by the industry to make a lightweight, compact and high performance antenna in the past.
The UAV has long had its traditional application in the military sector. However, in the recent past this has radically changed and it is common to find a UAV for a myriad of civilian applications including but not limited to recreational hobby, oil and gas exploration, environment conservation and the likes. However, most of these systems are not automated and require an operator while the system is in action and in flight.
In the case of unattended and automated UAV or automotive sector, CAS are recently being implemented. However, the systems are usually bulky, expensive and have very high power requirements. One such example is the TCAS and ADS-B system commonly employed on many commercial passenger aircrafts.
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1.1 Overview of Collision Avoidance System
From the initial literature search, it was found that there were essentially two types of collision avoidance system which are prominent in the aviation industry. They are
1. Automated Dependent Surveillance – broadcast(ADS-B)
2. Traffic Collision Avoidance System (TCAS)
1.1. 1. Automated Dependent Surveillance – broadcast (ADS-B)
ADS-B is a newer standard adopted by the Federal Aviation Authority (FAA). It is possible to modify the standard ADS-B transceiver to function as an airborne radar for obstacle detection and tracking. The application is mostly for smaller piloted aircraft or
UASs that do not have the legacy Traffic Collision and Avoidance System (TCAS) system. The basic ADS-B system requirement is as shown in Table 1-1:
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Table 1-1: Basic system requirement (compatible with 1090 ES) [1]
Additionally, the following radar equation analysis and link budget calculations below show that for the system to effectively work, there is a constant need of high power source, which given the current power and battery technologies is not being satisfactory for the proposed small, light civilian automated UAV sector.
Table 1-2: Link Budget calculation for ADS-B system [1]
As shown in Table 1-2, a 500 watt power source is not a viable option when it comes to UAVs as to generate such power would need strong power generator system which in traditional sense is only possible in a small passenger aircraft. Therefore, it is
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imperative that the RF front end system such as antenna systems and receivers are enhanced to attempt to achieve scan ranges with the existing ADS-B system.
One of the disadvantages of the ADS-B system is that in order for the system to detect and avoid collisions all other aircrafts need to be equipped with ADS-B system
1.1. 2. Traffic Collision Avoidance System (TCAS)
The TCAS system has long been in use for collision avoidance in aircrafts. The
TCAS system can be broken down to TCAS I and TCAS II. The difference between TCAS
I and TCAS II system is in their coverage range.
The TCAS system operates by issuing beacons at 1030 MHz that nearby transponders on other aircrafts respond to at 1090 MHz. The replies received are then processed by the onboard signal processing hardware and software and relayed to the cockpit.
As TCAS operates on the same frequency as a ground air traffic controller RADAR system, to minimize interference the rate at which the interrogation beacon signal is sent out is dependent on the range and the closure rate between two aircrafts. At far ranges, the interval is every five seconds and reduces to every second.
TCAS I system are typically used in smaller planes and consists of a TCAS antenna, signal processor and an output display. This system shows traffic within approximately to a 5 to 10 kilometer (km) range and issues traffic advisories but is not capable of resolution advisories [2]
A TCAS II system on the other hand utilizes two antennas and is a requirement for all aircrafts operating in the United States with more than 30 passenger seats. One antenna
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is placed on top and the other on the bottom of the aircraft. TCAS II systems can show traffic approximately 22.5 km in the front and 11 km behind of the aircraft. The primary advantage of the TCAS II system is it’s ability to calculate and issue resolution advisories.
Resolution advisories are aural voice and display messages which the TCAS II system issues to the flight crew, advising that a particular maneuver should or should not be performed to attain or maintain minimum safe vertical separation from an intruder [3]
Table 1-3: TCAS Levels of Protection [3]
Table 1-3 shows how the TCAS system performs and interacts with other aircraft transponder (XPDR). The Mode A and C is simply the type of surveillance used by the target aircraft. It can be seen that when both target and own aircraft equipment are on
TCAS II system, there is traffic advisory(TA) which is an auditory and visual information from the system to the flight crew, identifying the location of nearby traffic that meets certain minimum separation criterion[3] and “Co-ordinated” vertical resolution advisory.
Here is a simplified block diagram of TCAS II system shown in Figure 1-1.
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Figure 1-1: TCAS II Block Diagram [3]
1.2 State of the Art UAV Collision Avoidance System
The primary goal of developing an autonomous collision avoidance system for
UAV is to make them as efficient and satisfactory compete or be on par with a manned aircraft in terms of safety and accuracy.
Previously, one of the American Society for Testing and Materials (ASTM) committee titled F-38 had issued a standard which was published. In it, ASTM stipulated that a UAV was required to avoid a midair collision by detecting another airborne object within a range of +/- 15 degrees in elevation and +/- 110 degrees in azimuth and be able to respond and take necessary maneuvers so that a collision is avoided by at least 500 ft. [4].
This stipulation has been withdrawn since May 2014, and FAA is still in the works for creating a standard for civilian UAV flying in National Airspace System (NAS).
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With the civilian UAV sector projected to be really taking off from the angle of commercial, personal, and civilian security use there is an absolute need for autonomous
UAV which will be airborne in NAS to detect and avoid collisions [4]. For such systems to work and be a commercial success there is an absolute need for antenna systems which can scan for airborne objects but at the same time small, readily available, compact and low cost to fabricate. The final goal of this thesis is to develop such an antenna system that addresses the needs of the upcoming civilian UAV sector.
1.3 Literature Search and Review
The Substrate Integrated Waveguide (SIW) is a relatively obscure type of transmission line which only recently has been explored into for various applications. The working concepts of a SIW will be discussed in the next chapter. A SIW from a top level overview is a dielectrically filed waveguide (DFW) with VIAs serving as a guiding side walls instead of a traditional metal sidewall. However, what sets the SIW apart from a traditional DFW is that they can be integrated within common planar substrates and printed circuit boards (PCB) and therefore prove to be very beneficial in designing efficient transmission lines and circuits which are extremely light weight when compared to their traditional waveguide counterparts. Traditional waveguides which are metal walled need metal cladding and transitions which are usually housed in a metallic structure, all of which adds weight.
Extensive literature search on previous published work on SIWs have focused on designs of using it as means of transmission line in a two port network and, it was found
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that very little past research was published to explore the possibility of using SIW based antenna designs.
Given their design which lets SIWs be designed and integrated in commonly available PCB substrates, across a wide range of frequency bands in the MHz and GHz spectrum. SIWs therefore are a boon to any collision avoidance system which traditionally demand for high performance and high power microwave front end components at high frequencies. This requirement is all the more stressed in a small integrated form factor such as a typical autonomous UAV application.
1.4 Novelty of the Proposed Thesis Work
As mentioned in the earlier section, the SIW is a relatively uncommon type of transmission line technique. It’s a very potent platform to develop any RF and
Microwave system which requires high demands such as that of a vehicular CAS.
Horn Antennas have indeed been explored and researched thoroughly in their basic traditional structural design. From the literature search that was done, there was only work which demonstrated the use of horn antennas in SIW but that was at very high
W-Band (75 GHz – 110 GHz) frequencies [7]. At such high frequencies the free space losses are extremely high and it proves to be impractical to design antenna systems planned for collision avoidance especially in extremely booming and exploding civilian
UAV sector. Some literature studies have used the W-Band for collision avoidance in automotive sector, however this is at the luxury of having a full electrical system such as high capacity lead acid batteries, alternators etc. which can be used to generate and store
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electricity. Given a modern automobile has all these aforementioned electrical components, it is thus possible to use the W-Band in its CAS. High losses translate to very high power requirements which are at a premium when it comes to light, small autonomous UAVs which are intended to deliver parcels and services to the general public.
Therefore this civilian UAV sector certainly outcries for small, compact, low power but high performing antennas which can attempt to meet the demands of governmental mandated regulations from international agencies such as FAA and United
Nations International Civil Aviation Organisation (ICAO). One of the ways to enhance a performance of an antenna is to develop an array system for it.
As of September 2015, there hasn’t been any published work found which investigates the use of SIW based horn antennas in an array system within the X-Band frequency regime. The study provides the scientific and engineering basis to bettering this technology and its usage in the collision avoidance systems in upcoming wave of civil unmanned aviation vehicles sector. [5]
1.5 Scopes and Motivations of Thesis
The motivation for this thesis and research primarily stems for the need of high performance, compact RF/Microwave systems in the civilian unmanned aerial vehicle
(UAV) sector. As the civilian airspace in many nations across the globe is being given access to small compact UAV for commercial use, it is vital that the aviation systems incorporated in them are state-of-the art to prevent and avoid collisions be it airborne or while preparing for flight or decent.
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In the United States, the FAA which is the governing agency is still in the process of defining CAS for such a commercial civilian application.
CAS antennas which have been used in the past for military and defense air systems are heavy and physically large. Given the limited range and power availability for lightweight civilian UAV sector, the need for a high performing, light weight, small and low cost antenna system is most crucial.
Additionally, the antenna system which has been researched and designed for this thesis has never been attempted before. Especially in terms of having a substrate integrated waveguide horn antenna in an array fashion within the X-Band regime.
The previous work which was found close to the objective of this research is shown in Table 1-4 below.
Table 1-4: Previous and currently related research and work
Antenn Publish Structure a Appl Institution, Freque Date Antenna Dimensio Element icati Agency or ncy Number Work Title Type ns s on Corporation Band Design and June 2013 Analysis of an Patch Norwegian X-band Square 40 cm x Milit University of 1 Phased Array 40 cm 64 ary Science X Array Patch Antenna[6] and Technology Design and February Fabrication of German and 2013 W-Band SIW Single 2.414 cm Mult American 2 Horn Element x 0.45 cm 1 iple University W Antenna using PCB process[7] in Cairo A Multilayer February PCB Dual- 2014 Polarized 9 cm x 4 Radiating Patch Linear cm(Estim Milit Italian Space 3 Element Array ate) 6 ary Agency X for Future SAR Applications[8 ] Massachusetts September Miniature Bowtie 22 cm x Mult Institute of 2013 4 Radar for Array 10cm 8 iple Technology X
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Mobile Devices[9]
Table 1-4 is indicative of the fact that there is indeed a recent push for developing array antenna systems in X-Band. However, most of the time this has been traditionally restricted to military and the physical size, cost of production were relaxed factors. As mentioned earlier, with most civilian air traffic regulators across the globe starting to look into possible integration of UAVs for civilian and commercial usage in their national airspace, the need to research develop antenna systems which are compact as well as capable on such aerial vehicles is going to set off a new wave of antenna designs in terms of requirements.
X-Band seems to be a very good candidate to develop such antenna systems as it has traditionally been used by air traffic controllers to track and monitor airborne vehicles.
Also free space losses at X-Band are not extensive when compared to higher frequency bands such as W band therefore relatively good detection ranges can be achieved at moderate power. Finally, X band is comfortably away from ISM band and therefore is not susceptible to accidental or malicious interference from devices and operators in that allotted spectrum.
Traditional collision avoidance antennas such as the ones used in TCAS II and
ADS-B systems are big and bulky. Given the relatively ease of accessibility of space, computing resources and power on even a small passenger aircraft, much of the performance gamut as goal was not focused on the antenna systems but rather the onboard and on deck DSP and electronics that fed into the RF and Microwave front end.
With the case of unmanned and autonomous aerial vehicles however, the balance is going to shift equally between DSP/Electronics and RF and Microwave front end, given
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the absolute stringent and limited physical space, computing and power resources on board a typical UAV.
In its report titled Human Factors in the Maintenance of Unmanned Aircraft published by various departments of NASA, it is mentioned from their findings that the accident rate for UAVs is higher than for conventional aircraft [10].Therefore, one of the impacts that the research which entails in this thesis could be that the industry as well as academic focusses and spawns on small but high performing antenna systems specifically targeted to UAVs operating in civilian airspace.
To address the above mentioned needs, in the proposed thesis work, a novel compact lightweight substrate integrated waveguide based antenna array is designed, fabricated and characterized. The designed final antenna array shows a gain of 11 dB, dimensions of 11.475cm x 4cm operating in X-Band. The proposed antenna successfully met its objectives and can be employed for future advanced CAS systems. Below is the specification in Table 1-5 of the proposed antenna array design.
Table 1-5: Final specification of the proposed design thesis array antenna
Specification Value Frequency of Operation X Band(8.2 GHz to 12.4 GHz) Array Gain Greater than 8 dB Number of Elements 4 Radiation Pattern Type Narrow to Medium Broadside Main Lobe Size Compact(Less than 12 cm by 5 cm) Weight Extremely Light Weight(Less than 250g) Application Collision Avoidance Systems
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CHAPTER 2
BACKGROUND AND THEORY
The underlying principles of horn and array antennas, waveguides and microstrip are crucial in the characterization of the proposed final design. The goal of this chapter is to review the fundamentals of the pertaining topics from an electromagnetic theory perspective.
The relevant theories of horn antennas, dielectrically filled waveguide, array antenna and microstrip will be discussed in the following sections as they form the foundation of the research work which was performed and presented in the subsequent sections of this thesis. A summary of the theory applicable to this thesis, based on the developed methods carried out in the laboratory and its practical interest concludes each subchapter.
It is of value to discuss the aforementioned relevant theories as the final proposed design uses the concepts from each respective theory. For example, the dielectrically filled waveguide is useful in understanding of SIW, which will be discussed in detail in this section. The substrate integrated waveguide is transformed from a waveguide to a horn antenna and the microstrip is useful in helping transfer and feed energy to each individual element. Finally, each individual antenna element is arranged in an array fashion and therefore array antenna concepts come into importance.
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2.1 Horn Antenna
Horn antennas have been very effective and enjoyed a wide array of application through the microwave and RF spectrum since their inception. This is so because their inherent structure provide for high gain, wide bandwidth and relatively ease of fabrication.
There are essentially three forms of horn antennas and they are listed as below:
1. H-Plane sectoral horn
2. E-Plane sectoral horn
3. Pyramidal horn
2.1.1 H-Plane sectoral horn
For the purposes of this thesis, the H-Plane sectoral horn was chosen as a suitable candidate for the design. This was because, it could be implemented in a linear fashion on a planar substrate. This type of horn is flared in the H-plane and its geometry and parameters are shown as follows in Figure 2-1:
Figure 2-1: H-Plane horn [11]
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Figure 2-2: H-Plane (x-z) cut of an H-plane sectorial horn [11]
As can be seen in Figure 2-2, the aperture is flared in the x plane, the phase is uniform in the y plane. The central two variables for the construction of this type of horn are A and RH from the above Figure 2-2 and the transceiver E and H fields arriving at the input of the horn are in TE10 mode, when decomposed are as follows[11]
(1) � −��� =
(2)