Trimble introduced today the Trimble AP15, the latest member of the AP series of OEM GNSS-Inertial board sets. The introduction was made at the AUVSI 2013 Conference and Exhibition, being held in Washington, D.C.
The AP15 uses a custom Micro Electromechanical Machined (MEMS) based Inertial Measurement Unit (IMU). It is the first product to take advantage of Applanix’ proprietary calibration process — Applanix SmartCal, a new software compensation technology that allows Trimble to achieve exceptional performance from IMUs manufactured specifically for mobile mapping applications.
The AP15 combines high-precision GNSS positioning with Applanix IN-Fusion GNSS-Inertial integration technology, all running on a powerful, dedicated Inertial Engine (IE) board. AP products provide the performance and functionality of Applanix’ POS systems in an embedded form-factor that is specifically designed for third-party manufacturers and systems integrators, Trimble said. The AP Series is designed for a variety of commercial mobile positioning and orientation applications including airborne, terrestrial and marine mapping and guidance for unmanned vehicles.
Combined with a wheel-mounted Distance Measurement Instrument (DMI), the AP15 provides a full 6-degrees-of-freedom navigation solution for land vehicles that is capable of providing robust position and orientation information regardless of obstructions to GNSS-only positioning such as multipath or complete signal loss. Applanix IN-Fusion technology produces uninterrupted position, roll, pitch and true heading measurements of moving platforms by combining IMU data with raw GNSS observables and DMI velocity.
GNSS functionality is provided by a Trimble GNSS module, a dual-antenna, 440 channel, multi-frequency survey-grade GNSS receiver that supports a wide range of satellite signals, including GPS L1/L2/L2C/L5 and GLONASS L1/L2 signals. The module also supports Satellite-Based Augmentation Service (SBAS) corrections, including the U.S. Wide Area Augmentation System (WAAS), European Geostationary Overlay Service (EGNOS), Japan’s Multi-functional Satellite Augmentation System (MSAS) and the OmniStar VBS, HP and XP/G2 corrections.
“Trimble is a leading provider of technology for positioning and orientation solutions and the introduction of the AP15 module continue this tradition,” said Kevin Andrews, product manager. “The AP15 has been designed as a more compact, lighter unit which can deliver excellent performance at lower cost.”
The Trimble AP15 is expected to be available in October of 2013 through Applanix’ sales channel.
Trimble introduced today the Ashtech MB-One GNSS module. The MB-One delivers highly accurate GNSS-based heading plus pitch or roll in an advanced industry standard form-factor for system integrators.
The announcement was made today at the AUVSI 2013 Conference and Exhibition.
Its embedded Z-Blade GNSS technology uses all available GNSS signals equally, without any constellation preference, to deliver fast and stable solutions. The MB-One is designed to add precise positioning and heading in a wide variety of applications such as unmanned, agriculture, marine and military systems.
“System integrators demand high performance, reliability and support for their positioning solutions,” said Olivier Casabianca, business development manager for the Trimble’s GNSS OEM products. “The MB-One is designed for easy integration and rugged dependability. Users can leverage the module’s Ethernet capability and easy-to-use web browser interface to quickly and cost-effectively develop their products and solutions.”
The MB-One features an enhanced dual-core GNSS engine with 240 channels capable of tracking a large range of GNSS systems including GPS, GLONASS, Galileo and BeiDou. It uses over-the-air satellite corrections using L-Band hardware to achieve decimeter-level accuracy. The module is capable of receiving and decoding Precise Point Positioning (PPP) to output a highly accurate position solution that removes the need for a local base station.
The Ashtech MB-One module will be available through the Trimble GNSS OEM international network of representatives and authorized dealers. Evaluation units will be available in the fourth quarter of 2013 and production units are expected to be available in the first quarter of 2014.
Averna’s Record & Playback platform. Photo: Averna
Averna, a developer of test solutions and services for communications and electronics device makers, announced today that Clarion has selected Averna’s Record & Playback solution to validate upcoming in-vehicle entertainment systems and certify that the devices perform well in real-world conditions. Clarion is a global manufacturer and seller of car navigation systems and in-vehicle equipment with a focus on car audio systems.
The R&D Division, Experiment and Evaluation Team at Clarion will use Averna’s R&P platform to record radio signals such as AM, FM, HD Radio, and DAB from key locations around the world and replay them in the Tokyo-based lab where the design team is located.
The R&P platform selected by Clarion features:
RP-5100, a compact 2-channel RF recorder designed to record live RF signals in the field
URT-5000, a software-defined RF Player and Signal Generator
RF Studio, high-performance RF record-and-playback software for RF product designers and researchers to facilitate recording, analysis and storage of RF signals
DriveView plug-in for synchronized recording/viewing of video, audio, and GPS positioning data
The Averna RP-5100 RF Recorder is specifically designed to capture real-world RF signals, with impairments, for navigation as well as broadcast radio and video receiver validation, testing and support. The system has two 20-MHz wide channels that can be tuned on any frequencies from 250 kHz to 2.65 GHz. To address the challenges of validating the RF response with the physical environment, Averna has developed DriveView, a plug-in for the proprietary RF Studio software, offering visual verification by video-recording drive tests.
“Clarion needed a platform to record live RF environments and reproduce them in a repeatable manner in their lab. Our R&P solution allows them to go through all the different use cases without having to go back in the field at each testing phase,” said Etienne Frenette, VP of Sales, Asia for Averna. “As receivers become more complex, it is imperative that real-world signals and conditions be recreated for thorough validation and testing in order to help enhance the user experience.”
“We recognize and appreciate Averna’s unique expertise and advanced solutions in device performance testing,” commented the R&D Division, Experiment and Evaluation Team at Clarion. “Clarion is dedicated to delivering better products reaching the market faster and Averna is helping us achieve this goal.”
Along with booming auto sales in China has come an increase in auto accidents, which has been a headache for the Chinese government. According to police statistics, most of the accidents in the past couple of years were being caused by new drivers, who have been ignominiously dubbed “road killers.”
One year ago, the China Police Ministry decided to change the method of licensing new drivers by using stricter methods for training and testing. The new system also was designed to avoid cheating.
Under to the new testing system rules, the high-accuracy GNSS receiver became the ideal sensor to enforce the new testing, according to ComNav, a ShangHai-based OEM receiver maker. By offering a turnkey solution, from November 2012 to July 2013 ComNav sold more than 5,000 GNSS OEM boards/receivers for driver testing — the major share of that market.
The system uses the real-time kinematic (RTK) method to establish the accurate heading and position of the car, with a ComNav M600 GNSS receiver. A base station sends differential data to a rover installed on the car. With the help of 3G or Wi-Fi, the real-time data is transmitted to the control center. Examiners can then can judge whether the car is in the right area. Both the trainee and system will know the testing results without delay.
Surveying the testing place, marking the testing area, and measuring the car shape need to be done before the installation.
ComNav Technology Ltd. is a high-accuracy positioning solutions supplier that focuses on high-accuracy GNSS core technology R&D, manufacturing and marketing. ComNav is the first Chinese high-accuracy GNSS OEM board manufacturer and producer of a GPS+BeiDou OEM board.
System diagram. Source ComNavSide parking test. Source ComNav
Geotab has launched a telematics Near Field Communications (NFC) Driver ID solution using an Input-Output-Expander (IOX) that allows for simultaneous connections and communications to occur with multiple devices, such as Garmin, Iridium, and HOS.
As an addition to its comprehensive fleet management platform, the technology will now help managers keep better track of each driver’s productivity and on-road safety — no matter which vehicle they are in, Geotab said.
With one touch of the NFC fob, vehicle operators can quickly, easily, and securely transfer their driver identification information to the cloud. Since Geotab’s GO6 device allows for multiple plug-and-play connections, the NFC Driver ID solution can be setup in minutes, the company said. Associating drivers with the vehicles they are in also allows for the software to generate driver-based score reports.
“The newly launched NFC Driver ID is a telematics industry game-changer that provides a reliable and accurate solution for businesses which pool their vehicles,” said Colin Sutherland, Geotab VP.
“NFC is seeing rapid application expansion across smartphones, tablets, and laptops. We fully expect to leverage this technology for future applications,” added Neil Cawse, Geotab CEO.
Although Geotab is launching a new Driver ID solution based on NFC, Geotab’s web-based software, MyGeotab, has been reporting both driver and vehicle summary value reports for over 10 years. The NFC Driver ID solution is now available for purchase through Geotab’s extensive Authorized Reseller network.
Drivers looking for parking account for up to a third of all traffic in major cities, according to INRIX, a provider of traffic information, directions, driver services, apps, and tools to car makers and other businesses. The company’s proudct Park Service provides drivers with continuously updated pricing, hours, and availability information for participating off-street parking locations in North America and Europe. The service will be available immediately with all active Audi connect accounts. In the U.S. market, the service brings new benefits to more than 100,000 Audi models on the road today.
More than 18,000 parking locations in the U.S. and 42,000 more across Europe participate in the program. With the INRIX Park, Audi connect customers gain the ability to easily compare rates, gauge proximity to their destination and get turn-by-turn directions to parking entrances. The roster of available parking destinations will continue to grow as data on the locations and available spaces builds.
“Together with Audi we’re making it easier to get new integrated navigation services in your vehicle than it is to update your smartphone,” said Bryan Mistele of INRIX. “With drivers looking for parking accounting for up to a third of all traffic in our cities, INRIX Park demonstrates how new data driven services can help drivers save time and frustration on the road.”
It’s a trifecta. The most interesting news at CES, Mobile World Congress, and now CTIA was the connected vehicle. Last week at CTIA, the biggest mobile conference in the U.S., GM and OnStar demonstrated ideas of what we can expect in vehicles once AT&T’s LTE network makes its way into vehicles. We heard about many of their concepts in February at Mobile World, but with the infotainment possibilities being shown at CTIA, it is clear the endeavor is evolving quickly. Providers of navigation, mapping, traffic, middleware, search, points of interest and mobile advertising have key roles. We’ll check in ahead with some of these companies.
GM and OnStar envision an in-vehicle curated app ecosystem with downloadable apps and remote vehicle management. Developers will have access to APIs that can access the vehicle’s speed, performance, GPS, fuel economy and other information, but are kept out of areas that could cause safety issues. GM, as well as other OEMs, is not ready to let the app marketplace take money out of its pocket. The automaker is pushing to get apps built specially for its vehicles. Mary Chan of GM said that the business model hasn’t been decided, but the apps may be free, bundled into a service that GM charges for, or paid out to the developers. Another possibility is an app subscription paid for on a smartphone could be applied to a separate app in the car. We have to wait until model year 2015 to see it come off the assembly line.
Snippets heard at CTIA:
“The biggest challenge of indoor location is having a good enough return on investment by the venue.” Derek Peterson, Boingo
“We hear many pitches from companies that want to supply us with indoor location technology, but so many of them are just unscalable.” David Hildebrandt, ATT
“Relevant, connected car data trumps free.” Mary Chan, General Motors
“The future killer mobile apps are banking, retail, medical (records, diagnosis) and government (voting, administrative).” Michael Saylor, MircoStrategy
“The ownership of data in connected cars will be a huge issue. And what happens to data in a vehicle when you transfer ownership?” Mary Chan, General Motors
Traffic Information Is Getting Better. Traffic information is getting more granular, hence more useful. INRIX and others are collecting traffic data in road segments about 250 meters long, a significant improvement from the past. Not too long ago, traffic data was provided solely by sensors, cameras and helicopters, which covered only highways and some arterial roads. The use of crowd-sourced traffic data now provides a leap in the amount of traffic data collected, enabling more current traffic conditions, as well more roads, to be monitored. “We can collect traffic data for these small road segments from all sources, crunch it and turn it around in under a minute,” says Bill Schwebel of INRIX.
How Fast? In a few years, Schwebel says we will see an expansion of navigation that goes beyond driving from point A to point B. This would include accurate estimates of the entire length of your trip, for instance, driving from your home to arriving at your airport gate. “We will be getting more feeds from parking lots with electronic counters, but we can also see the dwell time in a parking lot, or cars that exit without parking, all from crowdsourcing,” adds Schwebel. Waits at TSA lines or rental car counters can be devised using historical and near real-time data. When schedules of events in the area and school calendars are added, the predictions get better.
Navigation Changes Ahead. Turn-by-turn navigation will take a step forward to becoming more interactive when it becomes a two-way broadcast. Niall Berkery of Telenav, predicts that two-way connected navigation will appear in 2014-2016. “We are now focused on reducing the complexity of navigation and making it more personalized,” says Berkery. The entire industry, hindered by the perspective that navigation is free, is focusing on adding value. Telenav acquired ThinkNear to add hyperlocal marketing to its offering.
Embedded Navigation and the Delivery Man. Berkery estimates that 30% of navigation systems are embedded in the vehicle, which can makes updating or servicing the devices challenging. Some years ago an interesting solution was developed in China. When an embedded navigation system needed servicing, it was handled by a package delivery service, similar to FedEx. The delivery person manually removed the navigation hard drive from a consumer’s vehicle and sent it off to be fixed or replaced. When the drive came back from the factory, the package delivery person reinstalled it. That’s pretty special service.
If you missed last week’s CTIA show, held May 21-23 in Las Vegas, you will have to wait a year and a half for its next appearance. With CES and the Mobile World Congress positioned on the calendar prior to CTIA, the other shows drew the lion’s share of product announcements and crowds. CTIA will reposition itself in front of these competing shows. CTIA’s new “Super Mobility Week” will be more international and take the place of the current fall and spring CTIA shows. Super Mobility Week will be held Sept 9-11, 2014 in Las Vegas and will include MobileCON and other major partnerships to create a bigger show experience.
TomTom has redesigned its personal navigation devices with new TomTom GO. The TomTom GO has new interactive map, lifetime TomTom Traffic and 3D maps that give drivers the ability to know precisely what is going on around them, as well as what lies up ahead, TomTom said.
TomTom has also launched its new navigation engine, NavKit.
“Where navigation used to be about getting people to unfamiliar destinations, we are now empowering drivers with easy access to the information they need to make the smartest driving decisions, every day,” said Corinne Vigreux, managing director of TomTom Consumer. “We have completely redesigned the PND to become an essential daily driving tool. By providing easy access to our world class TomTom Traffic and enabling drivers to see more than just the road ahead, drivers will feel on top of their journey like never before.”
Drivers can easily access the travel information they need via a high-resolution, capacitive touchscreen, TomTom said. A new Interactive Map responds and scales to touch. Drivers can zoom in and out to find and explore places on the map with their fingertips and tap on the map to get an instant route to a destination.
New NavKit Engine
TomTom’s navigation engine, NavKit, will power all future TomTom navigation products and be available for licensing to automotive and enterprise customers. The configurable component architecture has been designed to enable rapid integration. NavKit has programming interfaces for adding a customised user interface, porting to any operating system and integrating navigation services. As a result, the development of a connected navigation system on any device platform becomes far quicker and simpler, TomTom said.
The new NavKit engine incorporates all the navigation logic of an on-board turn-by-turn navigation application. Every element has been enhanced to deliver an improved user experience including route planning, free text search, 2D map browsing and 3D guidance view, map-matched positioning and real-time guidance, TomTom said.
“The automotive industry’s next challenge is to create a seamless connected car experience,” said Harold Goddijn, CEO at TomTom. “To help our customers achieve this, we created NavKit, a flexible, future-proof navigation platform. NavKit makes the creation of connected navigation solutions easier and faster than ever before.”
NavKit’s architecture will allow customers and industry partners to replace components in a modular way. Its new routing engine achieves faster and more accurate dynamic routing, both on TomTom’s maps and on Navigation Data Standard (NDS) maps. Additionally, it provides better routes around traffic and fully supports TomTom Traffic, Version 6.0, including incident duration predictions and jam tail warnings. The new free text search engine provides easier and faster address and POI search. A new map visualization engine greatly improves 2D map browsing and introduces a 3D guidance view.
TomTom GO Features
The new TomTom GO series also comes with Lifetime TomTom Traffic. TomTom’s world-class traffic information pinpoints exactly where delays start and end, helping drivers to get to their destinations faster. Drivers can choose to connect to TomTom Traffic in one of two ways, either via Smartphone Connected or Always Connected. Smartphone Connected devices are ready to receive TomTom Traffic by connecting to a smartphone via Bluetooth. Smartphone Connected uses an existing smartphone data plan to access TomTom Traffic, as well as other services like TomTom Speed Cameras.
Always Connected devices offer the simplest way to receive TomTom Traffic straight out of the box, TomTom said. With connectivity built-in and with no additional costs for roaming, drivers can access TomTom Traffic and other services, including TomTom Speed Cameras.
3D Maps bring buildings and landmarks to life so that drivers always know exactly where they are.
The new TomTom GO range has a simplified product line-up. Customers can select their preferred screen size, choosing from a 4.3″, 5″ or 6″ model; then decide how they prefer to receive their TomTom Traffic information, either via Smartphone Connected or Always Connected.
Additional TomTom GO Features
Route Bar: Essential traffic and travel information at a glance. The Route Bar shows precise traffic and speed camera information on the road ahead.
Quick Search: Drivers can find their destination faster with intuitive search results. Quick Search starts finding destinations as soon as the driver starts typing.
My Places: Drivers can see their favourite locations on the map and personalise their map with My Places. This makes it easier to find and navigate to favourite locations again and again.
Lifetime Maps: Always drive with the latest map. For the life of the product, drivers can download four or more full updates of the map onto the device, every year. Drivers receive all updates to the road network, addresses and Points of Interest.
Speed Cameras (three month trial): Drivers can drive in a more relaxed way, receiving alerts for speed cameras ahead. These timely warnings increase drivers’ awareness of local speed limits and help to save money on speeding fines. As part of TomTom’s global driving community, drivers will benefit from an advanced and highly accurate warning service.
Telit Wireless Solutions and PayGo Systems, an Israel-based telematics service provider (TSP) have announced that PayGo’s new TTM Type B family of PAYD solutions will include Telit’s ultra-compact GSM/GPRS cellular module, the GE865-QUAD. The solutions include self-contained consumer installable data collection devices for high-growth application area — UBI/PAYD — in the automotive insurance industry. PayGo and Telit plan to expand connected automotive data collectors into new and existing markets made possible by PayGo’s self-powered product concept.
The TTM Type B is a self-powered peel-and-place product family with a multi-year internal battery power source. Smart energy consumption algorithms in conjunction with Telit’s energy efficient GE865-QUAD module, which is fully certified by mobile network operators worldwide, allow PayGo to deploy the TTM Type B family in any regional market its customers offer auto insurance, Telit said.
The TTM Type B family incorporates a feature set designed to address specific insurance industry application requirements beyond basic UBI including distance traveled, minutes of use, trip start and end time and geo-zones where vehicle was driven in a continuous data collection stream. It is also able to notify appropriate service centers in real time about crashes and crash location, and to provide trip summaries (time, distance, etc.) via text message for each trip as well as curfew violations (time and geo-zone). The PayGo device is packaged in a cellphone-size enclosure requiring no external wires and is ready to be affixed, out of the box, to the inside of the car’s windshield like a traditional toll-pass module. The unit is self-powered and completely independent of any vehicle system, including power. To meet requirements from the insurance industry, the TTM Type B senses and reports installation of the device as well as tampering or post-installation removal. The products are fully FCC and CE certified.
The GE865-QUAD isfor embedded cellular applications where small size and energy efficiency are crucial. Measuring 22 x 22 x 3 miilimeters, the GE865-QUAD is significantly smaller than most cellular modules in the industry. It features an optimized power consumption profile with very low standby current compared to the majority of current competing products. Because of its extremely compact form factor and a rich set of features, including an on-board Python interpreter, it is well positioned for vertical application areas such as telemetry, mobile asset tracking telematics and telemedicine.
Emerging GNSS applications in automobiles support regulation, security, safety, and financial transactions, as well as navigation, guidance, traffic information, and entertainment. The GNSS sub-systems and onboard applications must demonstrate robustness under a range of environments and varying threats. A dedicated automotive GNSS test center enables engineers to design their own GNSS test scenarios including urban canyons, tunnels, and jamming sources at a controlled test site.
By Mark Dumville, William Roberts, Dave Lowe, Ben Wales, NSL, Phil Pettitt, Steven Warner, and Catherine Ferris, innovITS
Satellite navigation is a core component within most intelligent transport systems (ITS) applications. However, the performance of GNSS-based systems deteriorates when the direct signals from the satellites are blocked, reflected, and when they are subjected to interference. As a result, the ability to simulate signal blockage via urban canyons and tunnels, and signal interference via jamming and spoofing, has grown fundamental in testing applications.
The UK Center of Excellence for ITS (innovITS), in association with MIRA, Transport Research Laboratory (TRL), and Advantage West Midlands, has constructed Advance, a futuristic automotive research and development, and test and approvals center. It provides a safe, comprehensive, and fully controllable purpose-built road environment, which enables clients to test, validate and demonstrate ITS. The extensive track layout, configurable to represent virtually any urban environment, enables the precise specification of road conditions and access to infrastructure for the development of ITS innovations without the usual constraints of excessive set up costs and development time.
As such, innovITS Advance has the requirement to provide cityscape GNSS reception conditions to its clients; a decidedly nontrivial requirement as the test track has been built in an open sky, green-field environment (Figure 1).
Figure 1. innovITS Advance test circuit (right) and the environment it represents (left).
NSL, a GNSS applications and development company, was commissioned by innovITS to develop Skyclone in response to this need. The Skyclone tool is located between the raw GNSS signals and the in-vehicle system. As the vehicle travels around the Advance track, Skyclone modifies the GNSS signals to simulate their reception characteristics had they been received in a city environment and/or under a jamming attack. Skyclone combines the best parts of real signals, simulated scenarios, and record-and-replay capabilities, all in one box. It provides an advanced GNSS signal-processing tool for automotive testing, and has been specifically developed to be operated and understood by automotive testing engineers rather than GNSS experts.
Skyclone Concept
Simulating and recreating the signal-reception environment is achieved through a mix of software and hardware approaches. Figure 2 illustrates the basic Skyclone concept, in which the following operations are performed.
In the office, the automotive engineer designs a test scenario representative of a real-world test route, using a 3D modelling tool to select building types, and add tunnels/underpasses, and jammer sources. The test scenario is saved onto an SD card for upload onto the Skyclone system.
The 3D model in Skyclone contains all of the required information to condition the received GNSS signals to appear to have been received in the 3D environment.
The Skyclone system is installed in a test vehicle that receives the open-air GNSS signals while it is driven around the Advance track circuit.
The open-air GNSS signals are also received at a mobile GNSS reference receiver, based on commercial off-the-shelf GNSS technology, on the test vehicle. It determines the accurate location of the vehicle using RTK GNSS. The RTK base station is located on the test site.
The vehicle’s location is used to access the 3D model to extract the local reception conditions (surrounding building obstructions, tunnels attenuations, jamming, and interference sources) associated with the test scenario.
Skyclone applies satellite masking, attenuation, and interference models to condition/manipulate raw GNSS signals received at a second software receiver in the onboard system. The software receiver removes any signals that would have been obstructed by buildings and other structures, and adds attenuation and delays to the remaining signals to represent real-world reception conditions. Furthermore, the receiver can apply variable interference and/or jamming signatures to the GNSS signals.
The conditioned signals are then transmitted to the onbaord unit (OBU) under test either via direct antenna cable, or through the air under an antenna hood (acting as an anechoic chamber on top of the test vehicle). Finally, the GNSS signals produced by Skyclone are processed by the OBU, producing a position fix to be fed into the application software.
Figure 2. Skyclone system concept.
The Skyclone output is a commercial OBU application that has been tested using only those GNSS signals that the OBU receiver would have had available if it was operating in a real-world replica environment to that which was simulated within the Skyclone test scenario.
Skyclone Architecture
The Skyclone system architecture (Figure 3) consists of five principal subsystems.
Office Subsystem Denial Scenario Manager. This software has been designed to allow users to readily design a cityscape for use within the Skyclone system. The software allows the users to select different building heights and styles, add GNSS jamming and interference, and select different road areas to be treated as tunnels.
Figure 3. Baseline Skyclone system architecture.
City Buildings. The Advance test site and surrounding area have been divided into 14 separate zones, each of which can be assigned a different city model. Ten of the zones fall inside of the test road circuit and four are external to the test site. Each zone is color-coded for ease of identification (Figure 4).
Figure 4. Skyclone city zones.
The Skyclone system uses the city models to determine GNSS signal blockage and multipath for all positions on the innovITS Advance test site. The following city models, ordered in decreasing building height and density, can be assigned to all zones: high rise, city, semi urban, residential, and parkland.
Interference and Jamming. GNSS jamming and interference can be applied to the received GNSS signals. Jamming is set by specifying a jamming origin, power, and radius. The power is described by the percentage of denied GNSS signal at the jamming origin and can be set in increments of 20 percent. The denied signal then decreases linearly to the jammer perimeter, outside of which there is no denial.
The user can select the location, radius, and strength of the jammer, can select multiple jammers, and can drag and drop the jammers around the site.
Tunnels. Tunnels can be applied to the cityscape to completely deny GNSS signals on sections of road. The user is able to allocate “tunnels” to a pre-defined series of roads within the test site. The effect of a tunnel is to completely mask the sky from all satellites.
Visualization. The visualization display interface (Figure 5) provides a graphical representation of the scenario under development, including track layout, buildings, locations, and effects of interference/jammers and tunnels. Interface/jammer locations are shown as hemispherical objects located and sized according to user definition. Tunnels appear as half-cylinder pipes covering selected roads.
Figure 5. 3D visualisation display.
Reference Subsystem
The reference subsystem obtains the precise location of the test vehicle within the test site. The reference location is used to extract relevant vehicle-location data, which is used to condition the GNSS signals.
The reference subsystem is based on a commercial off-the-shelf real-time kinematic GPS RTK system, capable of computing an accurate trajectory of the vehicle to approximately 10 centimeters. This position fix is used to compute the local environmental parameters that need to be applied to the raw GNSS signals to simulate the city scenario.
A dedicated RTK GNSS static reference system (and UHF communications links) is provided within the Skyclone system. RTK vehicle positions of the vehicles are also communicated to the 4G mesh network on the Advance test site for tracking operational progress from the control center.
Vehicle Subsystem
The vehicle subsystem acquires the GNSS signals, removes those that would be blocked due to the city environment (buildings/tunnels), conditions remaining signals, applies interference/jammer models, and re-transmits resulting the GNSS signals for use by the OBU subsystem.
The solution is based on the use of software GNSS receiver technology developed at NSL. In simple terms, the process involves capturing and digitizing the raw GNSS signals with a hardware RF front end. Figure 6 shows the system architecture, and Figure 7 shows the equipment in the innovITS demonstration vehicle.
Figure 6. Skyclone hardware architecture.
The digitized signals are then processed in NSL’s software receiver running on a standard commercial PC motherboard. The software receiver includes routines for signal acquisition and tracking, data demodulation and position determination.
In the Skyclone system, the raw GNSS signals are captured and digitized using the NSL stereo software receiver. The software receiver determines which signals are to be removed (denied), which signals require conditioning, and which signals can pass through unaffected. The subsystem does this through accurate knowledge of the vehicle’s location (from the reference subsystem), knowledge of the environment (from the office subsystem), and knowledge of the satellite locations (from the vehicle subsystem itself).
The Skyclone vehicle subsystem applies various filters and produces a digital output stream. This stream is converted to analog and upconverted to GNSS L1 frequency, and is sent to the transmitter module located on the same board.
The Skyclone transmitter module feeds the analog RF signal to the OBU subsystem within the confines of a shielded GPS hood, which is attached to the vehicle on a roof rack. An alternative to the hood is to integrate directly with the cable of the OBU antenna or through the use of an external antenna port into the OBU. The vehicle subsystem performs these tasks in near real-time allowing the OBU to continue to incorporate non-GNSS navigation sensors if applicable.
Onboard Unit Subsystem
The OBU subsystem, typically a third-party device to be tested, could be a nomadic device or an OEM fitted device, or a smartphone. It typically includes a GNSS receiver, an interface, and a software application. Examples include:
Navigation system
Intelligent speed adaptation system
eCall
Stolen-vehicle recovery system
Telematics (fleet management) unit
Road-user charging onboard unit
Pay-as-you-drive black-box
Vehicle-control applications
Cooperative active safety applications
Vehicle-to-vehicle and vehicle-to-infrastructure systems.
Tools Subsystem Signal Monitor
The Skyclone Monitor tool provides a continuous monitoring service of GNSS performance at the test site during tests, monitoring the L1 frequency and analyzing the RF singal received at the reference antenna. The tool generates a performance report to provide evidence of the open-sky GNSS conditions. This is necessary in the event of poor GNSS performance that may affect the outcome of the automotive tests. The Skyclone Monitor (Figure 8) is also used to detect any spurious leaked signals which will highlight the need to check the vehicle subsystem. If any spurious signals are detected, the Skyclone system is shut down so as to avoid an impact on other GNSS users at the test site. A visualization tool (Visor) is used for post-test analysis displaying the OBU-determined position alongside the RTK position within the 3D environment.
Figure 8. GNSS signal and positioning monitor.Figure 9. 3D model of city.
Performance
Commissioning of the Skyclone system produced the following initial results. A test vehicle was installed with the Skyclone and RTK equipment and associated antennas.. The antennas were linked to the Skyclone system which was installed in the vehicle and powered from a 12V invertor connected to the car power supply. The output from the RTK GPS reference system was logged alongside the output of a commercial third-party GNSS receiver (acting as the OBU) interfaced to the Skyclone system. Skyclone was tested under three scenarios to provide an initial indication of behavior: city, tunnel, and jammer.
The three test cenarios were generated using the GNSS Denial Scenario Manager tool and the resulting models stored on three SD cards. The SD cards were separately installed in the Skyclone system within the vehicle before driving around the test site.
City Test. The city scenario consisted of setting all of the internal zones to “city” and setting the external zones to “high-rise.”
Figure 10A represents the points as provided by the RTK GPS reference system installed on the test vehicle. Figure 10B includes the positions generated by the COTS GPS OBU receiver after being injected with the Skyclone output. The effect of including the city scenario model is immediately apparent. The effects of the satellite masking and multipath model generate noise within the position tracks.
Figure 10A. City scenario: no Skyclone.Figure 10B. City scenario: withSkyclone.
Tunnel Test. The tunnel scenario consists of setting all zones to open sky. A tunnel is then inserted along the central carriageway (Figure 11). A viewer location (depicted by the red line) has been located inside the tunnel, hence the satellite masking plot in the bottom right of Figure 11 is pure red, indicating complete masking of satellite coverage. The output of the tunnel scenario is presented in Figure 12. Inclusion of the tunnel model has resulted in the removal of all satellite signals in the area of track where the tunnel was located in the city model. The color shading represents signal-to-noise ratio (SNR), an indication of those instances where the output of the test OBU receiver has generated a position fix with zero (black) signal strength, hence the output was a prediction. Thus confirming the tunnel scenario is working correctly.
Figure 11. 3D model of tunnel.Figure 12. Results.
Jammer Test. The jammer test considered the placement of a single jammer at a road intersection (Figure 13). Two tests were performed, covering low-power jammer and a high-power jammer. Figure 14A shows results from the low-power jammer. The color shading relates to the SNR as received within the NMEA output from the OBU, which continued to provide an output regardless of the jammer. However, the shading indicates that the jammer had an impact on signal reception.
Figure 13. Jammer scenario.Figure 14A. Jammer test results: low power interference.Figure 14B. Jammer test results: high-power interference.
In contrast the results of the high-power jammer (Figure 14B) show the effect of a jammer on the OBU output. The jammer denies access to GNSS signals and generates the desired result in denying GNSS signals to the OBU. Furthermore, the results exhibit features that the team witnessed during real GNSS jamming trials, most notably the wavering patterns that are output from GNSS receivers after they have regained tracking following jamming, before their internal filtering stabilizes to nominal behaviors.
The Future
The Advance test site is now available for commercial testing of GNSS based applications. Current activity involves integrating real-world GNSS jammer signatures into the Skyclone design tool and the inclusion of other GNSS threats and vulnerabilities.
Skyclone offers the potential to operate with a range of platforms other than automotive. Unmanned aerial systems platforms are under investigation. NSL is examining the integration of Skyclone features within both GNSS simulators as well as an add-on to record-and-replay tools. This would enable trajectories to be captured in open-sky conditions and then replayed within urban environments.
Having access to GNSS signal-denial capability has an immediate commercial interest within the automotive sector for testing applications without the need to invest in extensive field trials. Other domains can now benefit from such developments. The technology has been developed and validated and is available for other applications and user communities.
Navevo specialists in satellite navigation solutions for heavy-goods vehicles (HGV) drivers, now offers the ProNav HGV Cyclist Alert. Supplied as standard on the new ProNav PNN420 satnav for truck drivers and soon to be rolled out across all current ProNav systems, the safety feature provides junction alerts at high convergence areas of trucks and cyclists and prompts drivers to take extra care.
The number of cyclists in London is on the rise, along with safety risks that arise when trucks and cyclists both are traversing busy London junctions and interchanges.
The ProNav HGV Cyclist Alert software was developed in association with Transport for London (TfL) to provide a commercial vehicle driver with an audible and visual alert as he or she approaches a junction (or section of road) that has been determined to be a location where there are high volumes of HGVs and cyclists. A warning symbol is displayed on the navigation system’s mapping that projects a 50-meter radius “warning zone” around each HGV/Cyclist convergence area. Drivers are also provided with a short audible tone as a reminder, giving the driver plenty of time to check for any cyclists on the road, Navevo said.
The HGV Cyclist Alert software uses data provided by TfL and the up-to-date Department for Transport HGV and pedal cycle flow figures for London’s road network. The dataset uses this information to identify locations where large numbers of HGVs and cyclists converge. Initially, 100 high-convergence areas across London have been included (alerts at every junction would be counterproductive to drivers). Working with other local authorities both in London and nationally, Navevo plans to increase the level of coverage and will provide free updates when new data becomes available.
“A navigation system is something a driver is likely to be listening to as they approach a junction, and so it makes perfect sense to also alert the driver of the risk of cyclists, reminding them to be observant and drive safely,” says Navevo CEO, Nick Caesari. “The safety of drivers, cyclists and other users of the road is a concern for everybody, and we are proud to lead the navigation industry by launching this ‘world first’ safety feature, which we believe could significantly contribute in improving road safety and reducing the number of incidents involving HGVs and cyclists.”
“For many years, London has worked to lead the way in pushing for the adoption of safer lorries and safer lorry driving,”
Ian Wainwright, head of Freight and Fleet at Transport for London. “The creation of a specific cyclist alert for HGV drivers is another positive step forward and will help to further raise awareness and improve cycle safety across the capital.”
A LocataNet will provide the vitally important high-precision positioning required by the VRC to perform rigorous, consistent and repeatable scientific evaluation of the new vehicle crash avoidance systems, Locata said. VRC crash tests produce the “Top Safety Pick” ratings that have helped consumers make informed decisions about buying safer cars for years. Now research into new technology systems, which allows cars to avoid crashes in the first place, will elevate the value of the institute’s safety ratings, Locata said.
Carrying out these new tests is not a trivial exercise, Locata said. The VRC will have to research and install new robotic and positioning technology to enable the required level of precision. The LocataNet installation will furnish the IIHS with a locally controlled positioning system that is seamless over all of the VRC test areas, enabling extremely reliable automated positioning of vehicles. The newly expanded facility includes a continuous vehicle test track that traverses not only open-air roadway areas, but also a vast 300- by 700-foot fully covered testing area. Locata’s ability to provide centimeter-accurate, locally controlled positioning across both outdoor and indoor environments gives the IIHS flexibility to design a positioning system to meet their vital test requirements, while also allowing easy upgrade and expansion in the future, Locata said.
The dramatic video footage from IIHS crash tests draws extensive media coverage, which becomes a powerful public incentive for automakers to improve the safety of their vehicles. The media, auto industry and policymakers look to the IIHS as a leader in highway safety research, and the expanded VRC will enable the IIHS to play a major role in the emerging area of crash avoidance testing, Locata said. IHS’s YouTube channel shows crash tests and dicusses the ratings system.
“Crash tests and research conducted at the VRC have helped drive life-saving improvements in vehicle designs,” said Adrian Lund, IIHS president. “Our new state-of-the-art facility will allow us to also evaluate emerging vehicle-based systems intended to prevent crashes or lessen their severity, so that we can encourage the entire industry to adopt the most effective ones.”
To do this new research, it is essential to conduct tests under identical, controlled condition, Locata said. With Locata, IIHS researchers will be able to ensure precise positioning data is available in all of its test areas. In places where GPS signals would be unreliable or unavailable when tests are conducted under cover, Locata seamlessly delivers consistent, reliable and accurate positioning, available everywhere, the company said. It will help IIHS carry out automated, identical testing to allow “apples to apples” comparisons of motor vehicles. This is a critical advancement for testing systems that will save many lives in the future, Locata said.
The planned Locata-enabled covered test track.The Locata-enabled covered test track building (artist’s concept).
Here is a video tour of the VRC.
Locata technology provides GPS-style, ground-based positioning covering local areas ranging in size from a parking lot to thousands of square miles. It provides precise positioning either in combination with, or in the total absence of, GPS. It is the first technology that can replicate GPS’s precise positioning capability without using satellites.
Locata’s current devices have already delivered new positioning capabilities to professional applications in mining, aviation, warehousing, and as “GPS backup systems” for important strategic areas. Locata is being trialed by several government bodies in urban areas as a locally controlled positioning infrastructure in applications for transport, first responders, surveyors, and container port automation. As Locata devices are further miniaturized over the next few years, this technology promises to be a game changer for the positioning capabilities available to indoor, mobile and smartphone applications, Locata said.
The partners met at the VRC on February 14 to plan out the Locata installation. From left are Robert “Bo” Jones, IIHS engineer; Paul Perrone, president, Perrone Robotics; Geoff Hoekstra, business development, Perrone Robotics; Adrian Lund, president, IIHS; David Zuby, chief research officer, IIHS; Nunzio Gambale, Locata CEO; Jimmy LaMance, Locata. The auto is the result of a crash test conducted that day.
“GPS satellites are in a constant state of motion,” said Nunzio Gambale, CEO of Locata Corporation. “In many environments, this makes it impossible to achieve the level of reliable positioning required for meaningful scientific testing. Locata readily steps into these environments to deliver an always-on, unfailing and superbly accurate positioning signal. We are honored to be chosen as the positioning technology that helps the IHS research, test and drive forward the development of life-saving automotive initiatives. This Locata installation at the legendary Vehicle Research Center will be the most publicly visible jewel in our crown to date. Relationships like this confirm the value of years of hard work we put in to invent this amazing and unique technology.”
“The Locata team is thrilled to see how rapidly our systems are being taken up by the creme-de-la-creme of the positioning industry,” continued Gambale. “We know this VRC testing is world-first, groundbreaking work that has enormous global and social value. It’s wonderful to think that our work may contribute to one day saving my life—or yours.”
Trimble introduced today the Trimble AP15, the latest member of the AP series of OEM GNSS-Inertial board sets. The introduction was made at the AUVSI 2013 Conference and Exhibition, being held in Washington, D.C.
