Savari Inc., a V2X (vehicle-to-everything) communication and safety technology company, is showcasing its advanced V2X safety communications solutions at TU-Automotive Detroit, taking place June 8-9 in Novi, Michigan.
At the show, Savari will be hosted by Qualcomm Technologies and will offer live demonstrations in Qualcomm booth #C69. The live demonstrations simulate real-life automotive traffic scenarios and how in-car V2X applications make driving safer and more efficient. It will feature predictive applications such as intersection movement assist (IMA), forward collision warning (FCW), blind-spot warning (BSW) and lane-change warning (LCW).
Savari’s and Qualcomm’s V2X technology delivers superior reliability compared to other solutions, eliminating the need for cameras that require line of sight, and ensuring lane level accuracy up to 0.6 mile/1 kilometer of communication range. These capabilities make V2X suitable for for future transportation initiatives, including self-driving cars.
A pioneer in V2X safety communications technologies, Savari delivers a suite of solutions that enable connected vehicles to interact with other vehicles, roadside infrastructure, smartphones and pedestrians, the company said.
Savari has achieved more 400,000 hours of public testing of its on-board units, covering more than 15 million miles traveled. Savari is also an active participant in major public U.S. smart city testbeds, with more than 90 percent of currently installed road-side-units, covering 130 public square miles.
TU-Automotive announced the 2016 winners of the TU-Automotive Awards at a reception in Novi, Michigan, held before the June 8-9 TU-Automotive Detroit trade show. The 10 winners were selected by 30 expert judges in 10 categories.
The award categories showcase specific aspects of the connected-car industry. The winners were selected by 30 top industry experts and judged based on the following criteria: innovation, industry engagement, user experience and market update.
“We launched the TU-Automotive Awards in December of last year with the objective of recognizing innovation and success across the globe from companies established and new,” said Ruthana Foulkes, managing director at TU-Automotive. “We received a record number of nominations this year — over 400 in total. And we would like to thank and congratulate every company for taking part in this process. The quality of entries as always was incredibly high.”
The 2016 TU-Automotive Awards winners are:
OEM of the year – Joint winners: Volvo Car Group and Ford Motor Company
Telematics Service Provider of the year – Wireless Car
Lochbridge, a provider of automotive connectivity services and solutions, is presenting and exhibiting at TU-Automotive Detroit 2016, held June 8-9 in Novi, Michigan.
Through the company’s keynote presentation, newly released maturity model and suite of connected solutions, Lochbridge will demonstrate how OEMs need connectivity to create a competitive edge.
Lochbridge’s keynote presentation, “Are Your Connected Cars Ahead of the Curve?,” will unveil a new model that maps connected-car investments to the core outcomes of connectivity — loyalty, differentiation, monetization and quality. Delivered by Raj Paul, vice president of IoT & Connected Services, the presentation will show how connected solutions — including predictive analytics, OTA updates and digital integration — can be leveraged to achieve these outcomes. Using this model, Paul will present an industry scorecard to highlight how well OEMs today are applying connected solutions to gain a competitive edge. Lochbridge’s keynote presentation is scheduled at 2 p.m. ET on June 9.
At TU-Automotive Detroit 2016, the Lochbridge team will also be showcasing a suite of new connected vehicle solutions at booth 204:
Risk Analytics: Demonstrating how usage-based insurance (UBI) progresses in parallel with the future world of urban mobility where drivers will carry a “lifetime-driving-score.” In collaboration with Harris Corporation integrating the Helios environmental intelligence platform, traditional driving behavior data, such as hard braking and accelerating, is combined with real-time contextual data, such as road conditions and environmental conditions.
App Certification Ecosystem (ACE 2.0): Providing a cloud based “virtual bench” that allows developers to bring new ideas to life faster while offering OEMs control of the application development, certification and support process.
IoT Device Management Platform: Enabling car manufacturers to extend new vehicle enhancements and manage recalls through a single solution. The solution provides OEMs a robust device management and Over-The-Air capability (OTA) supporting upgrades en masse or at an individual level.
Fleet Management: Integrating Oracle’s IoT Cloud Service platform, the new fleet concept demonstrates how device tracking, management and analytics can be deployed with rigor rapidly.
Hands-on demonstrations of all four connected solutions will be available at Lochbridge’s exhibit at booth 204.
“It’s no longer about developing new and cool features. Connected car solutions need to provide automakers a competitive edge in the market and help create a great customer experience,” said Romil Bahl, Chief Executive Officer, Lochbridge. “We are excited to debut our new model and a suite of solutions that will allow our automotive clients to unlock new opportunities, drive growth and create value.”
TomTom has expanded coverage of its High Definition (HD) Map and RoadDNA products to 17 new states across the U.S., the company announced at TU-Automotive Detroit, which is being held June 8-9 in Novi, Michigan.
“With over 122,000 kilometres (75,800 miles) of HD Map coverage globally, we’re equipping our automotive customers with the data needed to continue to push autonomous driving forward,” said Willem Strijbosch, head of autonomous driving at TomTom. “The importance of having a map in the vehicle for autonomous driving is now widely accepted; TomTom has responded to this need with an unprecedented ability to provide HD Maps today, while others are still in the R&D stage.”
TomTom’s HD Map and RoadDNA are now available for interstates in Connecticut, Delaware, District of Columbia, Georgia, Idaho, Kansas, Louisiana, New Hampshire, New Mexico, North Carolina, Ohio, Pennsylvania, Rhode Island, South Dakota, Tennessee, Texas, and Vermont; interstates and highways in California, Michigan, and Nevada;
and the Autobahn network in Germany.
TomTom HD Map and RoadDNA are two highly accurate digital map products aiding automated vehicles to precisely locate themselves on the road and plan maneuvers. The technologies are being rolled out in strategic geographies and are the subject of key partnerships with other automotive suppliers.
The company also unveiled its Localisation Demonstrator, a new demonstration device that leverages its HD Map and RoadDNA technology to provide lane-level localization of a vehicle. The device, utilizing sensors, combines TomTom autonomous driving content with TomTom correlation software for precision of the data, and the ability to perform real-time lane positioning.
“We believe that this demo enables our customers to truly experience the powerful nature of our autonomous driving products,” Strijboschsaid. “This demo not only illustrates TomTom’s product innovation but also enables us to elevate the level of engagement with our automotive partners.”
The company is showcasing its autonomous driving products at booth C116 at TU-Automotive.
u-blox has released its fourth generation firmware for 3D Automotive Dead Reckoning (ADR) GNSS modules and chip sets, the company announced during TU-Automotive 2016, which is being held June 8-9 in Novi, Michigan.
The Swiss-based company develops GPS technology, chip sets, miniaturized GPS modules, smart antennas and dead reckoning products. Designed for first mount or aftermarket road vehicle applications, such as in-car navigation, infotainment systems, telematics units and fleet management, the upgraded GNSS receiver now offers real-time continuous navigation output with an update rate of 20Hz, enabling low latency for applications such as interactive head-up displays.
The new firmware supports Galileo, GPS, GLONASS, Beidou, QZSS and SBAS. It also supports the Galileo-based eCall European emergency call system, which will be required in new vehicles starting in 2018.
The DR performance has been enhanced, the company says, which improves navigation performance, especially in highly urban environments where satellite signals are heavily blocked by and reflected from buildings. The high performance of the u-blox M8 concurrent positioning engine combined with the latest u-blox 3D ADR technology results in 100 percent coverage and continuous 3D positioning.
The new firmware will be delivered on u-blox NEO-M8L modules and is available for UBX-M8030-Kx-DR dead reckoning chips, including the new automotive grade variant supporting operation up to 105 degrees Celsius.
Tallysman, a manufacturer of high-performance GNSS antennas, has introduced two additions to its VeraPhase line of precision antennas.
The VP6300 is a triple-band antenna for reception of GPS L1/L2/L5, GLONASS G1/G2/G3, BeiDou B1/B2 and Galileo E1/E5a+b (1165MHz to 1254MHz + 1560MHz to 1610MHz).
The VP6200 is a dual-band antenna for reception of GPS L1/L2, GLONASS G1/G2, BeiDou B1/B2, Galileo E1 and the L-Band correction services (1195MHz to 1254MHz + 1525MHz to 1610MHz).
Both antennas have been calibrated by the U.S. National Geodetic Survey (NGS) and are designed for high-precision applications such as real-time kinematic (RTK), precise point positioning (PPP) and other applications where precision matters.
For OEM manufacturers, the antennas feature an available, uncommitted printed circuit board (PCB) for integration of custom electronics such as precision GNSS receivers.
According to Tallysman, these antennas fill out the VP6x00 product family with precision at a cost-effective price point. Both of these new products feature the same patented VeraPhase technology as in the VP6000 all-band reference antenna.
VeraPhase technology is proven to have the lowest axial ratios from horizon to horizon across all frequencies, very tight Phase Centre Variations (PCV), superior gain and extremely high efficiency.
The new antennas feature a highly linear LNA with robust pre-filtering to minimize desensing from high-level out-of-band signals such 700MHz LTE and other cellular band signals.
The Federal Aviation Administration (FAA) is offering a $500 rebate for aircraft to install Automatic Dependent Surveillance – Broadcast (ADS-B) surveillance technology ahead of a 2020 deadline.
Today on a national press call, U.S. Transportation Secretary Anthony Foxx and Deputy Administrator Michael G. Whitaker announced the $500 rebate incentive for General Aviation (GA) aircraft owners who equip their aircraft with required avionics technology.
Accelerating compliance is critical to ensuring that pilots, manufacturers and retail facilities have adequate time and capacity to equip aircraft ahead of a 2020 regulatory deadline, the FAA said.
ADS-B is a foundational element of the FAA’s NextGen program, which consists of a suite of technologies that are modernizing the nation’s air traffic control system. ADS-B transforms aircraft surveillance using satellite-based positioning.
“This announcement signals our commitment to NextGen, which has played an important role in ensuring that our airspace is safe and efficient for the American people,” Secretary Foxx said. “We are focused on achieving its full potential, and by working with our General Aviation community, I’m confident we can successfully integrate aircraft and technology into the national airspace system.”
The rebates will be available this fall, and the FAA will announce the specific date soon.
In the meantime, the FAA has published information regarding the goals and structure of the program and is encouraging aircraft owners to look at the available equipment on the market and to schedule an installation appointment with a qualified installer starting in the fall of 2016. Aircraft owners will only qualify for the rebate if the installation is scheduled after the FAA begins offering the rebates.
The FAA published a final rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B by Jan. 1, 2020. That airspace is generally the same busy airspace where transponders are required. Aircraft that fly only in uncontrolled airspace where no transponders are required, and aircraft without electrical systems, such as balloons and gliders, are exempt from the mandate.
“We’re calling on all aircraft owners who plan to fly in busy airspace to equip with ADS-B before the deadline,” Administrator Huerta said. “Owners who wait too long to equip may not be able to get an installation appointment before the deadline. This limited-time rebate provides an incentive for early retrofitting, and will help draw attention for the urgent need for owners to comply so that they can continue to fly their aircraft in 2020.”
The $500 rebate will help offset an owner’s cost to equip U.S.-registered, fixed-wing, single-engine piston aircraft with avionics that comply with FAA technical standard orders and meet the rule requirements. The FAA is not offering rebates for software upgrades for aircraft already equipped, for new aircraft or for aircraft for which the FAA already has paid or committed to upgrade.
The FAA will be able to distribute 20,000 rebates — one rebate per aircraft owner. The FAA is encouraging owners of fixed-wing, single-engine piston aircraft to apply as soon as the program is launched this fall because the rebates are available on a first-come, first-served basis for one year, or until all 20,000 rebates are claimed, whichever comes first. The FAA estimates that as many as 160,000 aircraft need to be equipped by the deadline.
“ADS-B provides the General Aviation community with increased safety, efficiency, and situational awareness,” said Whitaker. “We’re getting closer to the 2020 deadline, and we need 100 percent equipage in the required airspace to realize the full benefits of this NextGen technology.”
General aviation and air taxi aircraft equipped with ADS-B Out enjoy more efficient spacing and optimal routing in some non-radar environments, including busy airspace in the Gulf of Mexico, mountainous regions of Colorado, and some areas in Alaska. ADS-B improves life-saving search-and-rescue with accurate and timely last-reported positions. General aviation pilots may also benefit from air traffic control services outside radar coverage.
The FAA is continuing to work with stakeholders such as the Aircraft Electronics Association, the Aircraft Owners and Pilots Association, the General Aviation Manufacturers Association, and others to inform and educate the aviation community about the ADS-B requirements.
Aircraft are required to be equipped with ADS-B by January 2020 as part of the agency’s effort to implement the satellite-based NextGen system to improve the nation’s air traffic control.
ADS-B technology, which costs around $2,000 to install, can save lives because it improves situational awareness, allows real time weather and traffic updates and improves communication where radar is limited. It also has the ability to improve route efficiency and air traffic.
Unmanned tactical wheeled vehicles for logistics and route clearance missions provide a significant force protection advantage — removing personnel from targeted vehicles, extending standoff distance from explosives, and empowering a single operator to simultaneously supervise multiple unmanned assets in convoy. This article discusses some of the enabling technologies and the motivations behind them, for safer and more efficient logistics and route clearance operations in a tactical environment.
By John Beck
Unmanned ground vehicles (UGVs) that can semi-autonomously operate over complex terrain represent a promising technological enabler for effective logistics supply and route clearance functions.
Oshkosh Defense has developed autonomous systems for tactical wheeled vehicles (TWVs), working closely with government agencies on autonomous appliqué systems with developed tactics, techniques and procedures that together offer a more efficient and less perilous means to perform critical missions in theater.
The system is designed to be unobtrusive, so that the host platform retains its original mobility, payload capacity, survivability (minimal impact to armor) and manual operation. By upgrading existing fleet vehicles with the capability for unmanned operation, the TerraMax UGV technology can economically and innovatively deliver force protection and force multiplication advantages.
MOTIVATION
Improvised explosive devices (IEDs) pose one of the greatest threats to today’s ground forces carrying out logistics missions in hostile environments. While the up-armoring of tactical vehicles has been effective in reducing casualties, the warfighter remains at risk to the ever-increasing net explosive weights. By fielding UGVs, militaries will be able to remove personnel from TWVs and mitigate the danger of armor overmatch.
To increase efficiency of a reduced force structure, UGVs will serve as force multipliers, enabling a warfighter in a protected vehicle to supervise the coordinated operation of multiple UGVs from a safe standoff distance. These UGVs will be able to operate for extended periods of time, during day and night, and through dust and adverse weather conditions without fatigue or loss of awareness. UGVs will precisely maintain vehicle separation, enabling greater security, improved efficiency and fewer collisions.
Environment Drives Design. To be sustainable in theater, unmanned TWVs must equal their manned counterparts in performance, reliability and mobility in austere tactical environments. For the purposes of overcoming complex terrain, prevailing TWVs are engineered to be capable of feats such as fording 1.5 meters of water and traversing 60% gradients and 30% side slopes.
In addition, these vehicles are expected to operate across broad temperature extremes in dusty, sandy or muddy environments, enduring all manner of precipitation, vegetation and weather conditions. The stringent operational requirements of expeditionary forces influence both individual component selection and overall system design for manned vehicles; the same is true for an unmanned appliqué complement, which must be capable of interpreting and operating in these harsh and complex environments.
ENABLING FULL MOBILITY
TerraMax UGVs are actuated by a tightly integrated drive-by-wire system enabling precise vehicle control using MIL-STD system components to ensure reliability and durability in a tactical environment. It is a safety-critical system that integrates with relevant vehicle components, including steering, engine, brakes, transmission and auxiliary driving functions (such as the central tire inflation system, drive line locks and engine braking), preserving the broad mobility characteristics of the host platform.
The drive-by-wire system both enables higher level robotic control functionality and provides independent benefits in the form of advanced driver assistance system (ADAS) features to benefit manual driving, reducing accidents and collisions.
To facilitate detecting errors absent in an in-vehicle driver’s intuition, the drive-by-wire system communicates with core vehicle diagnostic sensors. It also utilizes add-on sensors that enable monitoring of vehicle and auxiliary subsystem attributes such as hydraulic and pneumatic pressures, ambient and local temperatures, fuel and fluid levels, battery charges and power usage.
All of this data is accessible from the control interface. In addition, threshold values are configured for each monitored sensor such that an operator will be advised if any components exceed warning or critical levels. This ensures that severe conditions do not go unnoticed by an operator, who could be at a distance beyond direct line of sight and may be preoccupied or otherwise unable to dedicate full attention to monitoring multiple UGVs downrange.
Perception Sensors. The TerraMax UGV sensor suite (Figure 1) uses multiple sensor modalities to provide robust sensing capability. The primary sensor for analyzing terrain and obstacles is the high-definition (HD) laser detection and ranging (LADAR), with 64 scanning lasers sweeping 360 degrees.
Figure 1. Sensor suite aboard TerraMax UGV.
In addition, radars are positioned around the vehicle to detect moving obstacles such as other vehicles. Wide-angle cameras are also positioned around the periphery to give a remote operator the ability to visually check vehicle surroundings.
A navigation solution using GPS and an inertial navigation system (INS) supports the ability to drive accurately even with limited GPS signal availability. On the roof facing forward are two cameras used for teleoperation of the vehicle: a wide dynamic range (WDR) camera for daytime use and a short wavelength infrared (SWIR) camera for night operations.
Perception Software. The TerraMax UGV perception software leverages a multi-sensor suite that compensates for the weaknesses of one sensing modality with the strengths of another; for example, relying upon the dust-penetrating ability of automotive radar when LADAR and visible-spectrum camera feeds are obscured.
The perception software uses several modules to interpret the world around it: terrain detection, which assesses roughness of the nearby terrain and informs the selection of appropriate speeds; terrain classification, which distinguishes among foliage, dust or other airborne obscurants and obstacles (Figure 2) and enables traversability appraisals of the surrounding area; and dynamic obstacle detection, which tracks vehicles and dismounts and allows the UGV to exhibit defensive driving behaviors. This software also affords situational awareness and a means for remote supervision of the vehicle by providing processed output for display at the operator control unit.
Figure 2. Perception system display in the TerraMax UGV.
In addition, fused sensor data are combined using novel registration techniques that couple the vehicle’s perception of its surroundings with ground-truth geospatial mapping data to correct for errors in GPS position estimates. This allows the system to be enhanced by, rather than dependent upon, GPS and vehicle-to-vehicle data. Government testing has demonstrated the ability of the TerraMax UGV system to endure complete GPS blackout for more than 19 kilometers with no noticeable impact on mission performance.
Key features of the perception system are:
operable in all environments under all weather and lighting conditions;
installed inconspicuously on the base vehicle and capable of covert modes of operation;
able to deliver reliable system performance under extreme GPS degradation or denial.
Motion-Planning Software. This onboard software takes in an operator’s objectives regarding routing, speed and inter-vehicle spacing as entered during mission planning or on-the-fly. It consequently observes processed sensor data from the perception system and calculates and executes speed and steering commands that guide the vehicle along an optimal path. The motion planning software has been developed with machine learning techniques to emulate smooth human driving behaviors such as avoidance of obstacles and terrain hazards while maintaining appropriate vehicle speed on various terrains.
Key features of the motion planning system are:
intelligent speed and path selection in all terrain, including secondary roads and trails;
capability of sustaining high platform mobility (for example, handling fording and grade climbs);
ability to support high operational tempo (OPTEMPO).
Modes of Operation. When enabled for unmanned operation, a TerraMax UGV can be placed in one of three different modes: semi-autonomous, follower,or tele-operation. The mode selection for each vehicle is controlled from the primary OCU that can be installed in any other tactical or combat vehicle.
In semi-autonomous mode, basic waypoint navigation via GPS coordinates is supported. In addition, mission plans can be created that include information such as check-points, intended vehicle separation distances, speed limits by region, and exclusion zones. These missions are planned from the OCU on a route map that is produced from standard geospatial vector data and predefines the roads on which the UGVs may travel.
This feature, illustrated in Figure 3, allows for on-the-fly mission planning and route changes by selecting “via points” on the road network (similar to a Google Maps functionality) that are automatically connected into a full route plan.
Figure 3. Waypoint navigation.
This requires significantly less effort than manually selecting each individual waypoint for each unmanned vehicle. Once a route has been established, the UGVs traverse the assigned road using their fused global position estimates (leveraging GPS signals as well as the sensor-enhanced map registration to stay on the road) and take advantage of the data link between the vehicles to ensure they maintain prescribed leading and following distances.
In follower mode, no predetermined mission plan is required; a manned vehicle such as the command and control vehicle (C2V) is simply designated as the leader by the operator, and the unmanned vehicles will follow anywhere on the roadway (while still performing intelligent road-keeping and obstacle detection). Two modes of leader tracking are supported: coordinate-based and direct observation.
In the primary mode of coordinate-based following, the lead vehicle transmits its GPS-based position to the follower via the radio data link. The follower vehicle correlates this position to the route map and subsequently appends a waypoint to its upcoming path that would bring the follower to a position on the road directly behind the leader.
In tele-operation mode, an operator assumes remote control of a single UGV and directly commands vehicle speed, steering and other functions via a rugged handheld controller. The operator has a selection of either live video feeds, or an augmented reality view supported by perception data overlaid on aerial imagery, displayed on the OCU display.
OPERATOR CONTROL UNIT
The operator control unit (OCU)hardware and software (Figure 4) are designed to be installed in any other tactical vehicle, along with a low-cost GPS receiver and radio data link that enables communication with multiple TerraMax UGVs from up to 1 kilometer. The OCU allows a single operator to manage coordinated mission command and control of mixed convoys comprised of manned and unmanned vehicles. Route information and convoy behaviors can be pre-planned, saved, loaded and modified as needed during operations.
Figure 4. TerraMax UGV operator control unit.
Touchscreen and function keys allow rapid input using relevant and contextual menus including configurable preset values. Live position and status of each vehicle is displayed on a zoom-able overhead map, and camera feeds from any of the UGVs may be displayed in a familiar picture-in-picture format.
A distilled version of the perception information can be selectively overlaid, aiding the operator’s situational awareness of the vehicles’ surroundings. Remote control and tele-operation is supported using a ruggedized game-style controller for situations when the operator wants direct control of steering and throttle.
TRAINING
Because pre-deployment training opportunities may be limited and any near-term requirement for highly specialized troops is untenable, ease of skill acquisition is critical. In two warfighter experiments for the U.S. Marine Corps Warfighting Lab’s recent Cargo UGV project, the TerraMax system was demonstrated to be operable by veteran motor transport operators after a three-day training course comprising classroom instruction, a realistic desktop simulation environment, and hands-on exercises with the vehicles.
The capstone experiment integrated two TerraMax UGVs into a manned logistics convoy, which was then subjected to a variety of realistic operational scenarios including unexpected road blocks, simulated IED strikes and night operations. Results showed the novice users were able to successfully complete mission objectives using the unmanned systems.
At the conclusion of each of the warfighter experiments for the Cargo UGV project, operators believed they could comfortably control three to five UGVs from a single user interface without suffering cognitive overload.
CONCLUSION
With onboard sensing and decision-making, these unmanned TWVs can provide a force multiplier by empowering a single operator to simultaneously supervise several unmanned assets traveling in convoy, operating semi-autonomously for extended-duration movements. This advantage is significant because it permits more efficient completion of missions by lowering both risk to, and demand for, ground forces.
The procurement, operations and maintenance costs for a robotic capability on TWVs will also be minimized by modernizing existing fleet vehicles with an appliqué kit, but to become viable in theater operations, unmanned TWVs must be able to contend with the same performance, reliability, and mobility in the austere tactical environments as their manned equivalents.
TerraMax UGV technology can be applied to any tactical vehicle and has already been prototyped on the Medium Tactical Vehicle Replacement (MTVR), Palletized Loading System (PLS), Family of Medium Tactical Vehicles (FMTV) and the Mine Resistant Ambush Protected (MRAP) All-Terrain Vehicle (M-ATV).
TERRAMAX HISTORY
Oshkosh has been developing and fully autonomous UGVs since 2003. Among its several generations:
In the 2005 Defense Advanced Research Project Agency (DARPA) Grand Challenge, TerraMax was one of only five vehicles to complete the entire 132-mile course.In 2007, the TerraMax vehicle was one of 11 qualifiers at the DARPA Urban Challenge.In 2012, a second unmanned MTVR was built to evaluate multiple UGVs supervised by a single operator.In 2013, TerraMax UGV M-ATV demonstrated capabilities for route-clearance missions. (Featured on the June 2016 cover.)
ACKNOWLEDGMENT
This article is based on a technical presentation given at AUVSI xPONENTIAL, May 2016 in New Orleans.
John Beck is chief engineer, Unmanned Systems, at Oshkosh Corporation.
Size, weight and power designed for smaller unmanned platforms
MB-Two module by Trimble.
The MB-Two GNSS module delivers highly accurate GNSS-based heading plus pitch or roll in an advanced industry standard form-factor for system integrators. The module’s embedded Z-Blade GNSS technology uses all available dual-frequency GNSS signals equally, without any constellation preference, to deliver fast and stable centimeter-accurate position and heading information. The MB-Two is designed for a wide variety of applications such as unmanned, agriculture, automotive, marine and military systems. The MB-Two features an enhanced dual-core GNSS engine with 240 channels capable of tracking L1/L2 frequencies from the GPS, GLONASS, Galileo and BeiDou constellations. The GNSS engine supports Trimble RTX correction services, including CenterPoint RTX and RangePoint RTX, delivered worldwide via L-Band satellite. The MB-Two combined with CenterPoint RTX delivers centimeter-level positioning without requiring a local base station or VRS network.
High performance, uninterrupted positioning for vehicle applications
The S1722DR8 GNSS dead-reckoning receiver, compared to a U.S. penny.
The S1722DR8 GNSS dead-reckoning receiver integrates a three-axis gyroscope/accelerometer and barometric pressure sensor with a GNSS receiver. Using wheel speed data from a vehicle, the S1722DR8 achieves 100-percent coverage. It can be flexibly mounted in any orientation, and does not have to be placed horizontally as do conventional dead-reckoning solutions that use a single-axis gyroscope. Its auto-calibration feature simplifies installation, while the short calibration time upon first use improves the user experience. The barometric pressure sensor provides highly accurate altitude information, which is useful for differentiating floor levels of multi-story parking garages or stacked highways.The S1722DR8 measures 17 x 22 millimeters. It offers continuous navigation even in GPS-signal-denied environments such as tunnels or underground parking lots.
The HX-DU1603D rover radio is an advanced, high-speed, Bluetooth-enabled wireless data link designed for GNSS/RTK (real-time kinematic) surveying and precise positioning. It is a lightweight, ruggedized UHF receiver for digital radio communications between 410 and 470 MHz in either 12.5- kHz or 25-kHz channels, which can be widely used in GNSS/RTK surveying and GNSS precise positioning systems. The HX-DU1603D is equipped with a Bluetooth transceiver for cable-free communications with external devices. It features an internal, rechargeable battery for ease of use and portability that allows long operational hours. Its display screen and buttons can be used to configuration parameters such as frequency, protocols, power display, serial port baud rate and air baud rate. By deploying the technology, users can instantly communicate with GNSS precise positioning receivers that share the same protocols throughout the world. The rover radio HX-DU1603D joins the line of Harxon products that include 25W base radio HX-DU8602T with simplex and 35W base radio HX-DU8608D with Duplex.
EyesMap3D generates accurate 3D models and point clouds, measured directly from images. It allows users to create high-density points clouds with textures achieving a realistic 3D model appearance. It is able to measure accurately on the images to generate true orthophotos, and geo-reference and scale the results. eyesMap3D users can use their cameras, mobile phone or camera drone to capture images. The program is compatible with most popular software packages on the market. The goal of maker eCapture is to allow the user to easily generate and work with 3D models and photogrammetric tools, while maintaining data quality.
Spectracom’s VelaSync time server and grandmaster clock.
Spectracom’s VelaSync high-speed time server offers high-performance synchronization for time-sensitive networks. It is designed for high frequency trading and other low-latency network applications.
Matching network speeds between timing and data on a single low-latency high-throughput network enhances synchronization accuracy and eliminates queuing delays and hidden time errors caused by slower connections. The availability of a network timing appliance with 40 GbE interfaces benefits deployment of critical network infrastructure at high-speed data rates.
When the VelaSync time server platform was introduced in 2014, it met the needs of financial trading networks’ move to 10 gigabit-per-second networking. Spectracom’s precision GPS timing technology, software from its partner FSMLabs and modular server hardware enable it to meet the needs of high-frequency trading and other low-latency network applications.
VelaSync Features
PTP + NTP on all ports
Low hundreds of nanoseconds accuracy
1G/10G/25G/40G Ethernet solves network queueing problems (silent time errors)
High-quality GPS-disciplined clock source
Rubidium atomic clock option
Single-pane-of-glass enterprise sync management
Time Intelligence Platform gathers statistics from clients, detects problems
The Galileo Reference Centre (GRC), which will be established in the Netherlands, will play a crucial role in monitoring Galileo’s performance. The European GNSS Agency (GSA) made the announcement during this week’s European Space Solutions conference in The Hague.
With Galileo Initial Services set to be declared this year, the GRC will play a pivotal role in the programme’s operations, the GSA announced during the 4th European Space Solutions conference in The Hague.
The Galileo Reference Centre (GRC) will be established in Noordwijk, the Netherlands. The GRC’s core mission is to perform independent monitoring of Galileo’s performance and report on its findings.
GRC’s core facility in Noordwijk will also actively integrate contributions from the EU Member States Norway and Switzerland. The core facility is charged with generating performance evaluation products, reporting and performing dedicated campaign-based analyses. It will also rely on a range of facilities and expertise available in the Member States.
The GRC will be implemented using a versioning approach. The first step is expected to be in place at the time of declaration of Galileo Initial Services. The core facility is set to become operational in 2017.
“The use of space data is becoming more urgent and relevant in many areas, for example in maritime safety and smart mobility,” said Melanie Schultz van Haegen, Dutch Minister of Infrastructure and the Environment. “The Galileo Reference Centre will help ensure the provision of high quality satellite data so users can better rely on and benefit from Galileo.”
“When operational, the GRC will provide the GSA with an independent system to evaluate the performance of the Galileo Service Operator and the quality of the signals in space,” said GSA Executive Director Carlo des Dorides. Dorides and van Haegen were joined by Elżbieta Bieńkowska, European Commissioner for Internal Market, Industry, Entrepreneurship and SMEs, to officially sign the GRC hosting agreement during the conference’s opening session.
The GRC in Brief
Galileo is Europe’s global navigation satellite system (GNSS), operated and maintained by the Galileo Service Operator, under contract with the European GNSS Agency (GSA).
The Galileo Service Operator is responsible for ensuring that the programme complies with the Galileo Services performance requirements.
The Galileo Reference Centre (GRC) is one of the Galileo Service Facilities: a facility to support the provision of services to the Galileo Core System and the Galileo users.
The GRC is operated by the GSA: it provides the GSA with an independent means of evaluating the performance of the Galileo Service Operator and the quality of the signals in space.
The GRC is fully independent of the system and the Galileo Service Operator with respect to both the technical solution and operations
The GRC is comprised of both a core facility and contributions available at EU Member States, Norway and Switzerland.
The core facility, located in Noordwijk (The Netherlands), is charged with:
generating performance evaluation products and reports using data collected by itself and through cooperation with Member States;
performing dedicated campaign-based analyses to support investigations of service performance and service degradations;
making use of the GRC’s own data, products and expertise.
Data and products from cooperating entities from the Member States support both daily operations and specific campaigns.
The GRC should benefit from but also contribute to maintaining the long term competences and expertise at the level of Member States.
All of the components of the GRC will be implemented using a versioning approach. The first performance monitoring solution, which primarily relies on contributions from Member States, is expected to be in place at the time of declaration of Initial Services. The core facility is expected to become operational in 2017.
DT Research, a designer and manufacturer of purpose-built computing solutions for vertical markets, is offering a new 2-in-1 ultra rugged tablet for its DT301 and DT311 series. The tablets are built to withstand extreme outdoor environments with customizable options built into a slim, lightweight design that is also well-suited for the office.
The new ultra-rugged tablets have water-resistant detachable keyboards, internal hot-swappable batteries, and advanced hardware-software security with two Full HD screen size options to maximize use in multiple settings.
“Mobile tablets are fast becoming the ‘go to’ computing device for the military and other field jobs,” said Daw Tsai Sc.D., president of DT Research. “But as the use of mobile tablets has risen, we saw that users need the flexibility to use tablets in a variety of settings. Our new 2-in-1 ultra-rugged tablets can dynamically adapt to indoor and outdoor use, while remaining light and durable with our signature fully-integrated design. These 2-in-1 tablets continue to demonstrate our dedication to delivering highly reliable computing solutions, which require built-in features, not attachments that can easily break, stop working, get lost or stolen.”
DT Research’s Ultra Rugged Tablets have been well-received by many organizations, including the U.S. Army Reserve, which is expanding use of the DT311H rugged tablets into other army facilities to support training missions and other logistics. This marks the second Army Reserve contract for Rugged Tablets that DT Research has been awarded this year.
The new 2-in-1 Ultra Rugged Tablets designed and manufactured by DT Research are full-featured, yet lightweight and come with Full HD anti-reflective outdoor viewable screens in two models ready for military, industrial, emergency/first-responder, fieldwork and other extreme environments.
The DT301S is a fanless tablet that weighs only 2.86 pounds with all options fully-integrated. The 10.1-inch display has 1920 x 1200 resolution and supports a capacitive touch stylus or a digital pen. Customers can choose either an Intel 6th Generation Coreä i5 or Coreä i7 CPU with 4GB or 8GB RAM running Microsoft® Windows 10 IoT Enterprise OS or Windows 7 Professional.
The DT311H tablet has a larger 11.6 inch display with 1920 x 1080 resolution, yet still lightweight at 3.6 pounds and also supports a capacitive touch stylus or digital pen. Customers have a CPU choice of Intel Coreä i5 or Coreä i7 with 8GB to 16GB RAM running Windows 10 IoT Enterprise OS or Windows 7 Professional.
DT Research’s ultra-rugged 2-in-1 tablets include both software and hardware security features. The DT301S and DT311H take full advantage of advanced Windows 10 IoT Enterprise OS security including Device Guard enterprise hardware and software security features that only allow the tablet to run trusted applications with TPM 1.2 and 2.0 support. The DT301S and DT311H include Lock Down features to protect against malicious users, which also provide a custom designed user experience and increase system reliability.
DT Research combines the Windows 10 IoT Enterprise software security with its proprietary hardware security, such as media sanitization option that supports both NSA and USA-AF/Navy/Army standards. Hardware security options also include camera privacy mode, instant blackout, as well as automatic Bluetooth, RFID and WiFi disable functions that can be pre-configured to turn off all radio capabilities under certain conditions.
Savari Inc., a V2X (vehicle-to-everything) communication and safety technology company, is showcasing its advanced V2X safety communications solutions at TU-Automotive Detroit, taking place June 8-9 in Novi, Michigan.
