Tag: autonomous transportation

  • How TerraStar is meeting the growing demand for correction services

    How TerraStar is meeting the growing demand for correction services

    Sarah Masterson, Hexagon | NovAtel
    Sarah Masterson, Hexagon | NovAtel

    Interview with Sara Masterson, Director, Positioning Services, Hexagon’s Autonomy & Positioning division, Hexagon | NovAtel

    The accuracy of GNSS receivers continues to increase thanks to new satellites and signals, improved antennas, etc. How is that changing the role of correction services?

    For sure, the accuracy of GNSS receivers and antennas is improving. However, most applications still require a higher level of accuracy than what is available from an uncorrected position even with the positioning improvements brought by new constellations and signals. GNSS corrections are still required to enable, say, lane-level accuracy, or sidewalk-block accuracy for autonomous driving or mobile phone applications and for off-road autonomy applications such as construction, mining, agriculture — these all still require centimeter-level accuracy that is enabled through GNSS correction services.

    Corrections also help by improving the availability and reliability of a solution. In the future, corrections will play a key role in adding integrity to enable functionally safe solutions that are required for new applications, such as autonomous driving.

    There are many options for corrections — local, regional and global, ground-based and satellite-based, public and private, etc. Which of them are generally best for which applications and conditions?

    That depends very much on the user and the application. There are many new correction services in the market. Some are free, some are commercial services. Even now we see in agriculture that WAAS is sufficient for some broadacre-type applications. So, we will continue to see a range of applications, some of which will be satisfied with the level of performance from a free service and others that will be looking for the better performance and service level guarantees that come with commercial services.

    If something is not working when you are using a free service, there’s no one to call. With commercial services, you get responsive customer support and you pay for higher levels of performance and service availability. In many applications, especially those that involve autonomy or safety applications, you cannot afford to have downtime, or your machine just stops working, which costs money. So, many applications are still going to be needing the performance and service level guarantee that commercial services offer.

    How does TerraStar fit into this range of options? What industries and applications are you targeting?

    TerraStar has a range of services that enable us to target many industries and applications. Agriculture, of course, is one of the key applications for our services and we have customers using TerraStar for mobile mapping, UAVs and new autonomy-based applications. We are also involved with some interesting Hexagon joint projects that use TerraStar corrections for mine train automation and surveying and construction.

    Our entry-level TerraStar-L service is still better in performance to many of the free services or to an SBAS-type service in terms of accuracy, but it is available globally, including regions where you don’t have other options. It also provides better pass-to-pass and year-over-year repeatability, as well as very quick reconvergence time if there are any issues with GNSS outages.

    Our flagship offering is the TerraStar-C PRO service. That’s where we just introduced the “RTK from The Sky” technology, bringing the performance down to converging to two and a half centimeters in three minutes. That, too, is available globally which makes it a real game changer for customers in many different applications, because they can start to look at that service as an alternative to RTK and without the added connectivity logistics that an RTK solution brings.

    Our RTK assist solutions are good augmentation solutions for customers who still primarily need RTK but experience some RTK correction outages – RTK ASSIST bridges through those outages. So, we have a wide range of service offerings in the portfolio that can address the positioning needs of many applications.

    A Massey Ferguson tractor guided by a NovAtel GNSS OEM receiver. (Photo: Hexagon | NovAtel)
    Photo: Hexagon | NovAtel

    Will the reasons for having a base and rover setup decrease sharply?

    Use of base and rover setups is already decreasing and being replaced by both PPP and network RTK solutions. There are applications where RTK still makes sense, such as those that have very tight vertical requirements and many survey applications. Another Hexagon division, Hexagon’s Geosystems division, incorporates TerraStar correction data into their new SmartNet Global offering as a seamless service that provides both SmartNet RTK plus TerraStar for either bridging outages or independent PPP operation, depending on the project’s location and whether they’re within range of SmartNet coverage.

    There will be many applications that continue to benefit from a combination of the two technologies. However, as the PPP services, like TerraStar, continue to improve by reducing convergence time and providing highly reliable solutions, users in those applications can be confident that the standalone PPP solutions meet their performance needs and bring many additional benefits such as consistent, global coverage and performance.

    Is TerraStar completely receiver agnostic?

    TerraStar is currently only compatible with NovAtel’s GNSS hardware. Going forward, through the work that I referenced with autonomous driving and mass-market applications, we will be providing TerraStar services in industry-standard formats, depending on the inter-operability requirements coming from those applications. We expect that there will be demand for dual sourcing of corrections and interoperability between chipsets that are used in vehicles, for example. For those applications, we will be developing TerraStar services that are compatible with hardware from other GNSS manufacturers.

  • Swift Navigation to provide South Korean telecom with precision positioning

    Swift Navigation to provide South Korean telecom with precision positioning

    Swift Navigation logoKT Corp., a major South Korean telecommunications company, has partnered with Swift Navigation Co., a San Francisco-based technology firm, to commercialize an ultra-precision location data service, reports The Korea Economic Daily.

    The companies on June 29 signed a precise-positioning business partnership agreement that KT hopes will enable precision location services for autonomous vehicles, drones and urban air mobility.

    Swift Navigation’s precise-positioning platform improves location accuracy from several meters to centimeters, enabling safer driving, improved efficiency for last-mile delivery and commercial transport operations, and enhanced accuracy for mobile devices.

  • Thales Alenia Space to assess feasibility of EGNSS integrity service

    Thales Alenia Space to assess feasibility of EGNSS integrity service

    Image: loveguli/E+/Getty Images
    Image: loveguli/E+/Getty Images

    Thales Alenia Space, a joint venture between Thales (67%) and Leonardo (33%), has been selected by the European Commission for a new strategic contract to assess the feasibility of an integrity service to complement the European Global Navigation Satellite System (EGNSS) High Accuracy service, which will pave the way for use in autonomous vehicles.

    Thales Alenia Space will focus on the development of a sensor-fusion approach, including and complementing evolutions of EGNSS High Accuracy. These service evolutions are aimed at providing the integrity level to serve the high-reliability and high-accuracy positioning needs of new, demanding applications such as autonomous vehicles on the road and autonomous transport in the maritime and rail sectors.

    With this contract, Thales Alenia Space will assess the extension of the integrity and safety-of-life services for aviation into the road, rail and maritime sectors. In 2020, the company won the EPICURE project, based on an integrity concept for road travel (tolls and insurance), as well as the IMPRESS project, targeting an integrity service for rail signaling and train separation.

    Thales Alenia Space has been a prime contractor for EGNOS (European Geostationary Navigation Overlay Service) for 25 years. It is a lead industrial contributor to the Galileo system and its ground mission segment and responsible for providing six Galileo Second Generation satellites. In April, the company was awarded a contract to support the implementation and experimentation of the navigation algorithms that will be used in the Galileo Second Generation program.

  • Aircraft lands autonomously without ground assistance

    A German research team successfully demonstrated a completely autonomous airplane landing in May, without assistance from any ground-based systems, fulfilling a key step towards autonomous air traffic and the much-bruited Urban Air Mobility (UAM).

    An optical reference system, encompassing a camera in the normal visible range and an infrared camera for conditions with poor visibility, combined with GPS to bring the modified Diamond DA42 in for a safe, unpiloted landing at the Diamond Aircraft airfield in Wiener-Neustadt, Austria.

    The team, from the Technical University of Munich (TUM) and the Technische Universität Braunschweig, formed the project they call C2Land with funding from the German federal government. Two 2019 conference papers by the researchers, cited at the end of this article, give the technical underpinnings of the C2Land system.

    What’s New

    Automatic landings by both commercial aircraft and small planes can and do take place at major airports with the Instrument Landing System (ILS) infrastructure to guide aircraft in with sufficient precision. Ground antennas send radio signals to the autopilot to make sure it navigates to the runway safely. Procedures in development to use GNSS alone to make autonomous landings also require a ground-based augmentation system.

    But systems such as these are too expensive for small airports that will conceivably carry the major share of UAM: automated air freight transport and autonomous flying taxis.

    What needs to happen before George Jetson air taxis become a reality?  UAM will take place in the zone 500 to 5,000 feet above ground, transporting one to five passengers or cargo over distances of five to 50 miles. The vision shared by most UAM stakeholders, a group that includes NASA and the FAA, involves vertical take-off and landing rather than conventional “glide” takeoff and landing, but precise navigation to the landing spot is critical in both cases.

    “Automatic landing is essential, especially in the context of the future role of aviation,” said Martin Kügler, research associate at the TUM Chair of Flight System Dynamics.

    Fly-by-wire systems, semiautomatic and typically computer-regulated systems for aircraft navigation, use GPS signals for positioning. But since GPS is susceptible to errors, interference, and obstruction, it is not solely sufficient for landing procedures. Current GPS approach procedures require that human pilots resume control over the aircraft at 60 meters altitude, and land the aircraft manually.

    To enable completely automated landings , the TU Braunschweig team designed an optical reference system: two cameras, one in normal visible range and one infrared camera for poor visibility conditions. Custom image processing software lets the system determine where the aircraft is relative to the runway based on the camera data it receives. Additional functions were integrated in the software, such as comparison of data from the cameras with GPS signals, calculation of a virtual glide path for the landing approach and flight control for various phases of the approach.

    Visual Recognition

    Test pilot Thomas Wimmer, who sat through the procedure with his hands folded, said “The cameras already recognize the runway at a great distance from the airport. The system then guides the aircraft through the landing approach on a completely automatic basis and lands it precisely on the runway’s centerline.”

    The researchers presented their system in two papers at the Institute of Navigation’s 2019 Pacific PNT Meeting in April:

    “Model-based Threshold and Centerline Detection for Aircraft Positioning during Landing Approach,” by S. Wolkow, M. Angermann, A. Dekiert, and Ulf Bestmann; and

    “Linear Blend: Data Fusion in the Image Domain for Image-based Aircraft Positioning during Landing Approach,” by M. Angermann, S. Wolkow, A. Dekiert, U. Bestmann, and P. Hecker.

    Summaries of each paper are here. The full papers are available at www.ion.org/publications/browse.cfm.

  • Fast forward: Developing future autonomous driving now

    Fast forward: Developing future autonomous driving now

    Enabling the future of autonomous transportation by significantly reducing product development time is the shared goal of three presentations to be made on Thursday, Nov. 30 in a free webinar, “High Accuracy for Autonomous Driving.”

    The speakers will show how they employ post-processing software to generate accurate and reliable ground reference solutions in vehicle testing. The software enables evaluating potential sensor suites, benchmarking solutions, and generating high-definition maps.

    Post-processing the data from autonomous vehicle tests under varying environmental conditions that mirror real-world situations can mitigate GNSS error sources (satellite clock & orbital error, and ionospheric & tropospheric delay); establish an ultra-precise ground truth reference for testing; compare and contrast different sensor packages tested onboard the vehicle; produce customized data formats for exporting information; compare real-time and post-processed quality; transform and translate data between different locations and reference frames; and revisit tests through export to Google Earth. The speakers will show how post-processing forward and back can lead to as much as 40 percent data accuracy improvement.

    The software package, Inertial Explorer, offers this capability, whether lower-grade or high-end inertial sensors are employed.

    Speakers in the free webinar are:

    Steven Waslander, associate professor at the University of Waterloo, heads a project collecting 1,000 km of data in all-weather conditions for a new public road driving dataset focused on autonomous driving challenges. He directs the Waterloo Autonomous Vehicle Laboratory (WAVELab), extending the state of the art in autonomous drones and autonomous driving through advances in localization and mapping, object detection and tracking, integrated planning and control methods and multi-robot coordination.

    Terry Lamprecht, director of products at AutonomouStuff, a supplier of components, services and software that enable autonomy, will discuss verifying proper installation, and creating a baseline data set to benchmark against data collected on autonomous vehicles in real-time.

    Natasha Wong Ken, product manager at Waypoint, will give a high-level technical overview of post-processing techniques and settings, including forward and reverse processing, tightly vs. loosely coupled, PPP vs. differential, and more.

    Registration for the November 30 webinar is free. For those not able to attend the live broadcast, all audio and presentation slide components can be downloaded after air date for viewing at convenience.