Swiss company u-blox designs and manufactures GNSS receivers used in the automotive market, including driverless cars, and for micro-mobility devices, such as the Bird scooter.
In deep urban canyons, the biggest challenge for positioning cars is achieving sufficient accuracy despite multipath, said Aravinthan Athmanathan, product manager for the company’s Automotive GNSS line of receivers. “The challenge for autonomous driving is reliable lane-accurate positioning and integrity.”
The company develops its own dead-reckoning algorithms, which use data from an inertial measurement unit (IMU) and wheel speed sensors. “We also provide dual output, so the end customer can choose whether to use GNSS only or a sensor-fused solution,” said Athmanathan. This is especially challenging at the sub-meter accuracy level.
Different Uses, Different Sensors
Different automotive use cases require different GNSS receivers. To meet this challenge, u-blox offers the NEO-M9L for standard precision and the ZED-F9K for high precision, depending on the customer’s needs. Additionally, it is investing a lot “in functionally safe GNSS and in being the GNSS enabler for car manufacturers,” said Karin Steinhauser, the company’s senior marketing communications manager.
For navigation with meter-level accuracy, the NEO-M9L is integrated with dead-reckoning technology and sensor fusion, using algorithms that process sensor data from the IMU and from wheel-speed sensors. It can provide reliable location data in challenging environments, such as urban canyons, where multipath becomes an issue, or tunnels, where GNSS signals are partially or totally denied, Steinhauser said. Additionally, the NEO-M9L can operate in temperatures of up to 105° C, making it suitable for integration on the roof, behind the windscreen, or inside hot electronic control units. The NEO-M9L addresses the use cases in urban environments for both navigation and systems, such as Europe’s eCall, that provide an automated message to emergency services following a road crash, including the precise location of the accident.
The ZED-F9K, on the other hand, is well suited for use cases at the higher levels of advanced driver assist systems (ADAS) defined by the Society of Automotive Engineers (SAE), which require decimeter-level accuracy. “At L3 and above, you need correction services with integrity to allow for trustworthy and reliable GNSS positioning,” Steinhauser said. “We have partnerships with Bosch on projects to develop functionally safe GNSS solutions based on a ISO26262-certified version of u-blox generation 9 GNSS technology.” The ZED-F9K is a multi-band receiver that uses GPS signals on L1-L2 and Galileo signals on E5b. “We also have a special set of features adequate for the ADAS and the autonomous driving features,” Athmanathan said.
Bottlenecks
One of the factors limiting how quickly u-blox can roll out solutions based on the ISO 26262 standard (titled “Road vehicles – Functional safety”) is that highly autonomous systems require more integration work by the customers, said Alex Ngi, the company’s product manager for High Precision GNSS. “The first systems are now available.” Another hurdle, he pointed out, is the legal framework for deploying autonomous driving systems. “The regulations about how things need to be tested, and the liabilities for when systems fail, affect how quickly these systems can get adopted.”
GNSS can be used as a complementary technology to enable absolute positioning for systems that fuse data streams from cameras and lidars, such as those used for ADAS level 2 applications. “Fusing all this is computationally intensive and requires high processing power, such as NVIDIA GPUs, which tend to be very hot systems. We see a lot of requirements for very high-temperature GNSS receivers, because our receivers are often co-located with these hot systems.”
Of course, u-blox does not simply hand its modules to Bosch and car manufacturers and say, “You take it from here.” Design and integration is an iterative process. “We bring in the GNSS know-how and integration support and Bosch brings in the functional safe automotive development know-how,” Ngi said.
Dead Reckoning and Map Matching
For the automotive market, u-blox has more than 20 years of experience with dead reckoning. “The sensor-fusion solution receives data from both the GNSS and the IMU, and we provide the complete final solution,” Athmanathan explained.
The system also aids the receiver by providing it external map data. “If you’re driving your car northbound and the GNSS receiver tells you that it’s headed in the opposite direction, or that you’ve jumped over to the lane to the other side of the highway, clearly that cannot be right,” Ngi said. “Map matching relies on simple messages that come into our receivers to give us positive feedback on our measurements.”
For non-automotive applications, u-blox makes the ZED-F9R. It is used, for example, in robotic lawnmowers, very common in Asia and Europe, which require centimeter-level accuracies. “That’s why it focuses on delivering corrections using SPARTN, which can be a continent-wide data stream,” Ngi said. “We also make the design so that it’s very easy to integrate and enables the designers to easily pass the corrections to their receivers fully encrypted. This way, the value of the data is delivered to the lawnmower without exposing it to the system designer, so that we don’t need to go check every design to see whether somebody is leaking secured correction services.”
By the end of November, according to u-blox, updates of the ZED-F9P multi-band GNSS receiver will include decryption of the SPARTN correction data and a 95-percentile protection level. The protection level increases the trust non-safety-critical applications can place in its position output. By continuously outputting the upper bound of the maximum likely positioning error, referred to as the protection level, the receiver lets autonomous applications, such as UAVs or robotic lawnmowers, make efficient real time path planning, increasing the quality of their operations.
Guiding eScooters and EVs
In some places, Ngi pointed out, e-scooters are required to use a bike lane, which might be only two or three feet wide and may not be along the side of a building as it would be on a sidewalk. “The ZED-F9R is a much more flexible solution than camera systems that only know sidewalks or bike lanes.” Bird uses it to throttle driving speeds to match speed limits, which change from one location to another. “It is also much more scalable for them as opposed to such solutions as using UWB [ultra-wideband] beacons to fence off different areas, which are not really scalable for a company that wants to deploy solutions to hundreds of cities.”
Xpeng Motors, a manufacturer of smart electric vehicles, uses u-blox F9 GNSS receivers, which use signals from all four GNSS constellations, in its P7 super-long-range sports electric vehicle sedan. The vehicle uses ADAS for navigation-guided driving, automated parking and autonomous driving. For instance, once a navigation destination is set on a specific highway, the P7 will follow the route guidance to execute autonomous lane changing, switch to high-speed routes, and select the optimal route in real-time.
