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  • High-rate RTK: Helpful or hypeful?

    High-rate RTK: Helpful or hypeful?

    Approaches to providing real-time kinematic (RTK) solutions at high rates have existed in various forms for decades, providing value for high precision applications. This technique is nearly universally adopted in the industry, and many surveyors may have been using it for years without realizing it. Yet there are persistent misconceptions about the subject. 

    By Gavin Schrock, PLS

    For many on the development side of high-precision real-time kinematic (RTK) GNSS, like those we interviewed for this article, the incorporation of high-rate solutions into their RTK products is a given — and has been for a very long time. Yet, in some end-user communities there may still be many question marks: Does my gear do it? Does other gear do it? What can it do for me? What are the pluses and minuses?

    We asked for insights from 10 prominent firms that develop and manufacture RTK-enabled high-precision GNSS solutions and equipment, spanning multiple applications:

    First, however…

    What is high-rate RTK?

    By high rate, we mean higher than 1 second (1 Hz) increments, such as 0.2 second (5 Hz), 0.1 second (10 Hz), etc. Part of the confusion about high-rate RTK is that there are two scenarios. One is transmitting corrections from a base or network at high rate, receiving and solving on-the-field sensors or rovers at a high rate (for example, 5 Hz base + 5 Hz rover).

    The other is base transmission of corrections at a lower rate and receiving/solving on the rover at a higher rate (for example, 1 Hz on the base + 5 Hz or more on the sensor/rover).

    While both can be valuable for different applications, what has been adopted as standard for most surveying, construction, agriculture and mapping applications is the latter.

    What are applications that would run the base and rover at higher than 1 Hz? “Moving Base” applications are prime examples, where you are seeking to resolve positions for one or more sensors relative to a base that is also on a moving platform. Think of a barge on the ocean where a helicopter (or rocket) might be landing. Here is a definition from the user manual for a popular OEM receiver that has been in many makes and models since 2003:

    “Moving Baseline RTK is an RTK positioning technique in which both reference and rover receivers can move. Moving Baseline RTK is useful for GPS applications that require vessel orientation. [For example, the] reference receiver broadcasts [correction] data at 10Hz, while the rover receiver performs a synchronized baseline solution at 10Hz. The resulting baseline solution has centimeter-level accuracy. To increase the accuracy of the absolute location of the two antennas, the Moving Reference receiver can use differential corrections from a static source, such as a shore-based RTK reference station.”

    Beyond such specialized applications, running the base at a high rate is a burden on radios or bandwidth. Additionally, as industry experts explain below, it is of little (or no) value and may only unnecessarily use excess bandwidth and burden broadcast radios.

    When would you run the base at 1 Hz and the rover at higher than 1Hz, such as 5Hz, 10Hz, or more? When the base is static. That pretty much covers nearly all surveying, mapping, precision agriculture and construction applications. What is meant by high rate in the sensor/rover receiver and its RTK engine, in the context of such applications? As one of the firms interviewed stated:

    “The number of RTK position fixes generated per second defines the update rate.”

    For most of the surveying, mapping, precision agriculture and construction applications, that means base 1 Hz + rover 5 Hz or 10 Hz. Then there are specialized applications, such as structural monitoring and geophysical studies, that may run sensors/rovers at 20 Hz, 50 Hz or (though rare) as high as 100 Hz. Whether a higher rate is a default, or 1 Hz is the default, changing the rate is almost always a user-configurable option.

    A general perception is that base-rover gear defaults to base 1 Hz + rover 1 Hz. However, as the experts below note, that is not necessarily the case — often the rover rate is higher by default.

    By any other name…

    The respective approaches, and their appropriateness for different end-use applications, may seem fairly straight forward. However, part of the confusion about the subject for end users comes from the wide range of terminology used to describe how high rate is applied across the industry.

    The understanding of processing approaches is clear among GNSS engineers, and in specific terminology, but this rarely gets translated well or consistently in terms meaningful to end users in documentation or marketing.

    Developers might have different approaches to achieving high-rate solutions and would of course not wish to completely reveal their cards, but many of the fundamentals are the same. A mutual recognition of parallel development among GNSS engineers, and the manufacturers they develop for, in that each strives to continually improve solutions, means that the high-rate element of RTK generally does not get much marketing hype.

    Often, when high-rate RTK does get laterally mentioned — in manuals, marketing or labeled as configuration options in GNSS field software — the mix of terms can confuse the user. Such terms as extrapolation, prediction, update rate and solution rate could evoke a negative connotation to an end user who is used to hearing one set of terms, and they might view otherwise like terms as contrasting terms.

    GNSS engineers do not have issues with mixed terms. As some indicated in their respective interviews, they seem a bit puzzled as to why anyone would misunderstand the subject, and how marketing spin might lead users to be confused.

    In recent years, the subject seemed to get discussed a lot more than usual in various high-precision end-user social media platforms. Perhaps this was a natural progression in growth of understanding of the nature of GNSS among these constituencies, and a desire to know more about what goes on in those black boxes — a positive thing. There may also have been some instances of marketing nudge.

    For whatever reason it became a subject of discussion, we heard from readers who asked us to look into it. So here, in alphabetical order, are insights from of the experts in this field. You can jump ahead to the specific section for your equipment vendor, but we encourage you to read through each; combined, they provide a more complete picture of the subject.


    Bad Elf

    With Larry Fox, VP for Marketing and Business Development

    Larry Fox uses the Bad Elf Flex. (Photo: Bad Elf)
    Larry Fox uses the Bad Elf Flex. (Photo: Bad Elf)

    Bad Elf has long provided GNSS solutions for aviation- and mapping-grade field applications. Several years ago, the company introduced a survey-grade-precision system, Flex. It is offered with an option for a modest initial investment in the hardware, and an innovative token system for enabling and operating at centimeter precision.

    Larry Fox has been in the industry for a long time and has seen the evolution of real-time GNSS. He is Bad Elf’s vice president for marketing and business development, but he also had a key role in the development of the Flex system. Fox said that, of course, high-rate RTK is supported. “We allow options up to 20 Hz on the rover if the user has this enabled.”

    For the approach of 1-Hz base and higher rates on the rover, he said that Bad Elf does not have a specific term for this. “For purposes of description, I could refer to it as high update rate, but I suspect high solution rate is pretty much synonymous.”

    Fox explained how the standard approach works. “The rover knows the location of the fixed base and therefore applies the same processing techniques by simply reusing the last received data.”

    He also mused about various hypothetical scenarios. “Given that the converse is also possible — a slow data rate from the base, say, 0.2 Hz at the base and 1 Hz at the rover — is there fundamentally any difference?”

    For many applications, Fox does not see a substantial advantage in running at higher rates: “I see no benefit for higher data rates in a static situation such as a survey. I would argue that in a survey workflow, one should allow the RTK algorithm to settle over the static shot being taken, as the RTK algorithm likely benefits from aging out some of the data it used while moving.”

    He adds, “I would suggest that once you have occupied a point for a modest amount of time and you remained fixed, I can’t see any benefit. My argument here is that by the time you have leveled and prepared your collector of choice, any decent RTK receiver with a good sky portrait and good corrections will not observe any benefit.”

    As for disadvantages and trade-offs, “More and faster data,” Fox said, “must be better, correct? Sarcasm included. Unless there is a tangible need for more samples, what is one going to do with all the extra data? I could have seen a possible argument that a single constellation receiver may benefit from averaging, but that could be a be a whole different subject as multi-constellation is now standard. Arguably, at a higher data rate one could capture more epochs and reduce the time on station. With multi-constellation receivers I am just not convinced that these techniques have the same merit they may have had in the past.”

    Bad Elf doesn’t  support higher correction transmission rates from the radio. “The current module only supports RTCM3 at a 1Hz rate,” Fox said. “Even if we could transmit faster, the payload required would exceed the capability of the message transmission rate of the radio. The battery life of a radio is directly correlated to the transmission duty cycle. The more you are transmitting, the less battery life you will have. I would argue this would impact the useful field time you would have without an external battery solution.”

    Fox notes that any application where a rover is moving — such as on a vehicle or for machine control — could benefit from high rate. “I could see a potential application for drones,” he added. “I would want to have the epoch of an image recording very tightly coupled to the image captured. Fundamentally, an RTK drone’s imagery is only as good as that. If one was taking video at any reasonable framerate, a higher frequency RTK GNSS may benefit the geolocation of more individual frames with less extrapolation.”

    What about rates higher than 20 Hz? “We have run our receiver up to 20 Hz on the rover side. Although there are units capable of even higher rates, I don’t have any data that would convince me that this is viable, for mapping or surveying.”

    I asked about some of the misunderstanding out there about high-rate RTK, and Fox replied, “We can be creatures of habit and tie ourselves to beliefs that ‘this is the way I did it and it worked then.’ People should always ask themselves the question, ‘do I still need to do it this way?’ Again, there is the premise that more is better. I can’t tell you how many times I have seen people collect very high-rate data for lines and poly features only to decimate the data because it reduced performance, increased storage, or lowered the performance of the apps rendering the data.”


    Emlid

    With Svetlana Nikolenko, Lead Application Engineer

    Svetlana Nikolenko with an Emlid GNSS receiver. (Photo: Emlid)
    Photo:Svetlana Nikolenko with an Emlid GNSS receiver. (Photo: Emlid)

    Emlid, a relatively new entrant to the market for high-precision GNSS, has made a splash with their line of affordable systems, such as the Reach RS2 rover and base-rover kits, and RTK systems for UAVs.

    “All our devices support this,” said Svetlana Nikolenko, lead application engineer. “We do not have a special term for this, as it is simply a standard. We recommend 5 Hz and higher for a moving rover, but it can be overkill for a stationary one.”

    Asked why one would want to run at high rate, Nikolenko explained, “The need to set a higher update rate depends on the rover’s velocity and acceleration. The higher the update rate, the more solutions per second are calculated. So, if you’re moving fast, the higher update rate simply allows you to keep your position current. If the rover is stationary, there are no issues with working at 1 Hz. Still, there is nothing wrong with running a stationary rover at 5 Hz or higher: it is excessive,  but produces more samples with different satellite geometries.”

    For moving applications such as UAVs, higher rates are of value. “It really depends on velocity,” Nikolenko said. “For example, if the rover is on a drone flying at a speed of 5-20 m/s and the update rate is set to 1 Hz, you won’t have the actual positions of the images. The higher update rate our devices have is 10 Hz, and at a drone speed of 20 m/s, even if you take photos each second (which might be a bit excessive), you’ll get accurate positions.”

    Using an Emlid receiver in harsh conditions. (Photo: Emlid)
    Using an Emlid receiver in harsh conditions. (Photo: Emlid)

    Emlid does not support a moving base. However, if there is a strong demand from users, they will consider adding this. For non-moving applications, Nikolenko said, an approach of broadcasting from the base at a high rate is excessive. “This increases the load on the radio (or any other connection link) because the base sends its position and corrections to the rover as often as it calculates it. Anything excessive simply adds load to processors and batteries.”


    CHC Navigation

    With Carlos Cao, Technical Manager for the Asia-Pacific region

    CHC Navigation, or CHCNAV, has steadily grown as a recognizable brand of GNSS and other geospatial products internationally. While the brand might be new to some in North America, in some regions of the world CHC has a substantial share of the market, selling hundreds of thousands of units over the past 15 years. The company develops its own solutions, but also incorporates OEM components. In all cases, CHCNAV has provided high rate as standard from its earliest days.

    Multi-constellation rover with tilt compensation. (Photo: Schrock)
    Multi-constellation rover with tilt compensation. (Photo: Schrock)

    Carlos Cao, technical manager for the Asia-Pacific region, said that his company supports the approach of broadcasting at 1 Hz and solving at higher rates on the rover. “For example, you can get coordinates every 0.2 seconds in the Landstar 7 Topo Survey software,” said Cao. “Meanwhile, with different OEM boards, RTK models and supported software, [the equipment] can also reach 10-Hz or 20-Hz static data recording and NMEA data output (including GNGGA coordinate data).” Their term for solving RTK solutions at a high rate on the rover is “high update rate.”

    This can bring advantages, specifically for moving applications, Cao said. “When you stake out, the 5-Hz update rate brings faster coordinate updates, especially when surveyors walk quickly. When you survey by time during movement, you can get denser points; while you survey by distance, the accuracy will be better if you are at high speed. For example, speed is 6 m/s, and you want to survey a point every 5 meters; 1 Hz update rate cannot do this with high accuracy.”

    When would 1Hz be sufficient? “Normally,” Cao said, “a 1 Hz update rate is enough for a topography survey because users won’t survey at a high speed, so our default setting is 1 Hz, though you can choose higher rates if enabled and as needed. Unless you are moving, however, such as when some surveyors mount a rover on a vehicle, there is no significant difference in the final results.” He added that running at high rates can drain the battery faster.

    Broadcasting at higher rates has several major issues. “With more satellites launched, especially BeiDou, correction data becomes much larger,” Cao said. “It means that network RTK requires more data flow, and UHF radio RTK needs a UHF modem that can send data at a high rate. It is a very big challenge for base RTK.”

    Meanwhile, notes Cao, “The rover could even have a correction age of 5 or 10 seconds, and it will use the previous package to calculate the position. Since 1-Hz base and 5-Hz rover can work without degradation of precision, there’s no need to change the base to 5 Hz.”

    Other applications CHC supports often use higher rates. “Navigation, machine control and precision agriculture normally use a 10-Hz, 20-Hz or 50-Hz update rate,” Cao said, “because these devices work under high-speed movement status, especially navigation. Also, they need to combine with high-update inertial measurement unit (IMU) data. The max update rate is 50 Hz. Normally the application data for these uses is NMEA data output by COM port or TCP/IP protocol. For surveying applications, such as topography, 1-Hz base and 5-Hz rover is enough. For other applications that need higher rates, we also provide such devices.”


    Hemisphere GNSS

    With Kirk Burnell, Senior Product Manager

    Kirk Burnell
    Kirk Burnell

    “At Hemisphere, we simply refer to this as RTK,” said Kirk Burnell, senior product manager for Hemisphere GNSS. Burnell added that they do not have any special term for this — it is simply a standard.

    We were discussing specifically the approach of solving on the rover at higher rates than the base corrections. “All Hemisphere RTK products can work in this way, meaning corrections can come in at 1 Hz or slower, and rover output can be at 1 Hz, 5 Hz or 10 Hz as the user sees fit and as the application demands.”

    Hemisphere develops GNSS and multi-sensor solutions for many industries: surveying, construction, agriculture and more. While Hemisphere has its own branded survey rovers, its OEM boards are in many other popular rover brands, makes and models. So, whichever you are running, you get high rate as a standard option.

    Hemisphere's receivers are frequently used in construction applications. (Photo: Hemisphere GNSS)
    Hemisphere’s receivers are frequently used in construction applications. (Photo: Hemisphere GNSS)

    Burnell explained further that this is a given in the industry. “This is the standard expectation for RTK amongst our competitors, based on their product offerings, documentation, and standard operation. When describing RTK, the expectation is for 1-Hz base-station corrections, and a user-selectable rover output rate. Understandably, when people discuss RTK in technical terms, they may use different phrases to help distinguish between different techniques, which is why there might be different phrases out there. For us, it is simply RTK.”

    As for the benefits of high rate, Burnell explained that inside the receiver, the measurement engine and RTK algorithms are typically running at 10 Hz or 20 Hz, and the selected output rate of the solution does not impact the RTK engine’s performance. The receiver will fix as fast and as accurately as possible given the quality of the RTK correction stream. Survey users could see a smoother update rate on their screen using 5 Hz compared to 1 Hz. This makes such tasks as leveling the rod or watching the change in height on screen while moving from the bottom to the top of a curb feel more natural. The user is not waiting an extra second each time to see the stability of the output. “A 5-Hz update rate is a good tradeoff for smooth workflows versus consuming CPU and battery power, compared to 10 Hz or 20 Hz,” he explained.

    Would there be a disadvantage to simply running the rover at 1 Hz? “When using a 1-Hz update rate to the data collector, there will be fractions of a second spent waiting for the screen to update,” Burnell said. “Over the course of a day’s work, this could add up to a few minutes of extra time spent. In reality, this does not impact the ability to deliver a job on time. If the user does not feel impeded by the slower update rate of the screen, there is not a significant difference between the quality of the data, comparing 1 Hz and 5 Hz.”

    Addressing one misconception that some users have about high rate, that it might significantly improve precisions, Burnell clarified, “For classic RTK surveying, outside of the workflow differences for the surveyor, the same quality of data is produced.”

    Disadvantages? “Once you move beyond 5 Hz you start to exceed people’s hand-eye coordination ability, and the benefits diminish,” said Burnell. “Additionally, the data collector has a lot of communication to process, data to unpack, calculations to do, and screen refreshes to accomplish. Faster than 5 Hz leads to stresses in these aspects of the user experience, and ultimately can consume the data collector’s batteries at a faster rate.”

    There have been instances of high rate being marketed as enabling users to save a lot of time, but as Burnell noted, this might actually be a potential problem. “There could be a false sense of having no latency, which could lead to rushing through a job, increasing the chances of making a mistake. A surveyor’s observations and measurements are the currency of their trade, and they should be made with care and attention to the work being done. Most surveyors take pride in a job well done.”

    Regarding the other scenario, broadcasting at a high-rate and solving on the rover at the same high rate, “This mode of RTK operation has little or no benefit and a host of drawbacks,” Burnell said. “The biggest issue is the volume of data. For a multi-frequency multi-GNSS solution, there is an immense amount of data to be transmitted from the base to the rover. Running a link at 5 Hz requires huge data bandwidth generally only possible using an internet link as compared to a 450-MHz or 900-MHz radio link. Drawbacks for internet links are data volume costs. For dedicated radio links, the issue is most likely to impact radio range. To send five times as much data, the over-the-air baud rate needs to be five times greater. This means that the energy per bit of data is five times less when at high speed. The signal will lack the ability to punch through obstacles. While some may suggest that having five times as many corrections reach the rover compensates for this, some radio protocols can be configured to transmit multiple retries with 1-Hz data.”

    However, there are advantages to running at higher rates for specific applications, Burnell said. “If data is being collected in a kinematic fashion as compared to shooting individual points, there will be more detail when collecting at 5 Hz. For example, driving along a road with a receiver mounted to the roof, in 1 minute of driving there will either be 60 measurements at 1 Hz or 300 measurements at 5 Hz. For many non-survey applications, this is critical. For example, at highway speed, 1-Hz data means 1 point every 30 meters (100 feet) or so. In machine control, the systems are not relying on hand-eye coordination and reaction time, and 20 Hz or 50 Hz are common speeds. Autonomous applications also typically use between 10 Hz and 50Hz for GNSS, and often combine this with 100-Hz or 200-Hz IMU data. Aerospace and defense applications have demanding conditions and use 100-Hz to 200-Hz IMU data to navigate, often combined with 1-Hz, 10-Hz or 20-Hz GNSS data.

    There are even some applications for which it is warranted to broadcast corrections at rates slower than 1 Hz. “One example was a user in Japan, where radio links are often throttled to 4800 baud,” said Burnell. “They were looking to see how to slow down corrections to less than 1 Hz so that they could take advantage of multifrequency multi-GNSS RTK. Another example: I recently asked for some 10-Hz rover data for analysis. With very large files, analysis took much longer — I wished I had asked for 1-Hz data!”


    Hexagon | NovAtel

    Hexagon | NovAtel is a prominent tech firm providing positioning, navigation and timing (PNT) solutions for multiple industry segments, including defense, surveying, construction, agriculture, autonomy and more. While GNSS is a core technology, NovAtel develops multi-sensor systems (including inertial) and has a broad reach with its OEM products. Surveyors, for instance, might not be familiar with NovAtel first-hand, but have likely used its technology via NovAtel’s many OEM customers.

    Iain Webster
    Iain Webster

    Iain Webster, senior director of Geomatics and Software Engineering for NovAtel, said that not only does NovAtel support high-rate RTK, but the customer can choose the position output rate desired — 1 Hz, 5 hz, 10 Hz, 20 Hz, etc. — and the receiver will output RTK positions at that rate.

    “We distinguish between a matched solution (where a correction is matched with a rover observation at the same time tag), and a low-latency solution, where base observations are extrapolated for position computation at the rover,” Webster said. He provided a description from a company manual:

    “The RTK system in the receiver provides two kinds of position solutions. The Matched RTK position is computed with buffered observations, so there is no error due to the extrapolation of base station measurements. This provides the highest accuracy solution possible at the expense of some latency, which is affected primarily by the speed of the differential data link. The MATCHEDPOS log contains the matched RTK solution and can be generated for each processed set of base station observations.

    The Low-Latency RTK position is computed from the latest local observations and extrapolated base station observations. This supplies a valid RTK position with the lowest latency possible at the expense of some accuracy. The degradation in accuracy is reflected in the standard deviation. The amount of time that the base station observations are extrapolated is in the “differential age” field of the position log. The Low-Latency RTK system extrapolates for 60 seconds. The RTKPOS log contains the Low-Latency RTK position when valid, and an “invalid” status when a Low-Latency RTK solution could not be computed. The BESTPOS log contains either the low-latency RTK, PPP or pseudo range-based position, whichever has the smallest standard deviation.”

    NovAtel does not brand this as a specific feature — it is just a standard part of its RTK solutions, but the company refers to it in their documentation as a “low-latency” solution.

    The main benefit of this solution, Webster explained, is for kinematic users to allow better representation of their actual trajectory (such as in applications on moving vehicles). “The higher the dynamics, the more impact the latency of the matched solution will have to the point that we recommend the low-latency solution to all but specialist customers with known static positioning needs. For surveyors, there may be improved workflow with the low-latency solution as they will be able to move from point to point more quickly.”

    NovAtel produces GNSS and inertial hardware and software, including OEM boards, for multiple applications. (Photo: NovAtel)
    NovAtel produces GNSS and inertial hardware and software, including OEM boards, for multiple applications. (Photo: NovAtel)

    Webster noted that for applications where the rover is static for observations, 1 Hz can be fine, but for moving rover applications — kinematic — running at 1 Hz is probably unacceptable, so low latency is quite standard.

    Additionally, he pointed out, there are applications where longer periods between corrections may not necessarily be detrimental. “Note that some manufacturers, including NovAtel and Leica, offer the possibility of using PPP corrections to extend RTK solutions beyond, for example, a 60-second timeout,” Webster said. “There are various proprietary methods to achieve this, but ultimately the RTK solution could be extended without limit in this way.”

    Are there tradeoffs to using extrapolation or other high-rate approaches? “With corrections coming in at 1 Hz,” Webster said, “there is very little error over that period, so for most users, there is little disadvantage and perhaps some productivity advantage with a higher rate. If there is any trade-off, it is between getting the highest accuracy possible versus the lowest latency solution.”

    As for the other scenario — the base broadcasting at greater than 1 Hz and the rover solving at greater than 1 Hz“There is little advantage,” Webster said, “except in some specialized applications such as when the base is moving (called moving baseline) to provide a cm-level baseline between the base and the rover for relative positioning. For typical surveying applications with a static base, the rover would have to wait until the corrections arrived before outputting a solution. Other downsides include increased bandwidth on the communication link and more loading on the rover CPU, meaning lower battery life.”

    What are the non-surveying applications where a high rate (in either scenario) can yield a specific benefit? Webster noted that, in fact, they deal mostly with non-surveying applications. “Most use cases need 10 Hz or 20 Hz for machine control or precision ag. We do have some very specialist applications that have required up to or beyond 100 Hz — but it is often best in those cases to do a GNSS/inertial navigation system (INS) solution and use the IMU to output at that a high rate. As previously mentioned, there are other specialist applications where the base is moving. In this case, we run a matched solution at a high rate between the base and the rover.”


    Leica GeoSystems

    With Xiaoguang Luo, Senior Product Engineer, GNSS Product Management Group 

    Rover with calibration-free tilt compensation and camera-based offset point capabilities. (Photo: Schrock)
    Rover with calibration-free tilt compensation and camera-based offset point capabilities. (Photo: Schrock)

    Leica Geosystems (part of Hexagon) has been a major global developer and manufacturer of GNSS systems for multiple disciplines for several decades, introducing its first GPS receiver, WM101, in 1985. Since then, Leica has been among the leaders in GNSS receiver innovation, including integrated systems such as a rover that incorporates calibration-free tilt compensation and an image-point capture feature (GS18 I). Therefore, it is no surprise that for Leica Geosystems equipment features high-rate RTK as standard.

    Xiaoguang Luo is a senior product engineer in the GNSS Product Management group at Leica Geosystems. He confirms that this option is supported in all Leica Geosystems RTK rovers of the current product portfolio, and this option is enabled by default in the Leica Captivate (surveying field) software. A term Leica Geosystems uses is prediction for its high-rate RTK approach.

    Xiaoguang Luo
    Xiaoguang Luo

    The standard positioning rate is 5 Hz on the rover. “As far as GNSS processing is concerned, there is no fundamental need to go to higher positioning rates,” Luo said. “The need for high rates is mainly driven by applications. For example, we are using the 5-Hz position update rate at the rover by default for an improved staking workflow and user experience. The 10-Hz rate is also supported in Captivate, for example, when streaming NMEA messages.” He added that 10 Hz is supported for other applications, such as structural monitoring, and 20 Hz for machine control.

    As for the advantages of a rate higher than 1 Hz, Luo said that working at high observation and solution rates enables the possibility of modeling fast-changing error effects with a period below 1 second, and allows for high-rate non-surveying applications such as bridge monitoring. Does a high rate have any significant effect on the final results? He said that it strongly depends on the use case where high-rate observations and positions are involved. In addition, the quality of prediction also affects the final results.

    Bernhard Richte
    Bernhard Richter

    By this he means that while the standard approach for applications where the base is stationary, such as surveying, can work so well with a base data rate at 1 Hz and rover at 5 Hz, the key conditions do not change much over a single second.

    Luo’s colleague Bernhard Richter, vice president of geomatics, explained it. “To understand this, you need to separate the elements of corrections into those that are fast changing and range dependent (see the graphic below). If the errors change slowly, then they can be estimated and predicted very well. Or, if the range dependency is low, errors could come from a different source than the base station. If the range dependency is medium or high, then the corrections are more difficult to estimate on the rover side, but if such errors change very slowly, they can still be predicted very well with the precondition that corrections have been received at least once.”

    The rate of change and dependencies for the elements of corrections. (Source: Leica GeoSystems)
    The rate of change and dependencies for the elements of corrections. (Source: Leica GeoSystems)

    You’ll notice that multipath is high in both regards. This brings up another misconception about high-rate RTK — some users have an expectation that it will improve their performance in limited sky-view situations (like thick tree canopy) or high multipath environments. This is not so. Any improvements in such environments come from having more satellites, more observations, and more modernized signals. With regard to high-rate and multipath, Richter said, “It is anyway futile, since multipath decorrelates so quickly that the advanced mitigation has to happen both in an analog and a digital way on the rover.”

    While there are benefits to running at high rate, such as for staking, a balance has to be struck — for instance, in not running it at too high a rate. Luo outlined disadvantages that must be considered when performing high-rate RTK.

    • High processing load and battery drain, particularly with multi-constellation and multi-frequency RTK.
    • High temporal correlations between observations, which may not be considered in a sophisticated manner in the RTK algorithms.
    • High base rates provide challenges for the RTK data link devices, such as radios.

    In addition, he noted that while any kind of predictive solution will introduce some amount of error, that would be so small in, for instance, a base data rate at 1 Hz and rover at 5 Hz solution, as to not even be noticeable in the positioning results.


    Septentrio

    With Bruno Bougard, Research and Development Director 

    Bruno Bougard
    Bruno Bougard

    “Our rover solution computes RTK up to 100 Hz,” said Bruno Bougard, R&D director at Septentrio. “Update rate requirements for industrial machine control applications are typically 20 Hz. This is necessary to capture the motion dynamics. Also, it is not only the update rate that matters in those applications, but also the latency, which should be low (<20 ms typically) and constant.”

    Septentrio NV is a designer and manufacturer of high-end multi-frequency GNSS receivers and integrated solutions. Markets they serve include surveying, mapping, construction, science, timing, agriculture, marine, autonomy, and more — all with specific applications where high-rate RTK may be employed They also provide OEM boards and modules for further integration by others.

    Surveying users for instance may be familiar with their Altus line of rovers, such as the NR3, where high rate is a standard option. “There are new applications where a higher update rate is required,” said Bougard. “Surveying with UAV, using photogrammetry or lidar scanning requires at least 10Hz. In mobile mapping in general, RTK-INS solutions such as SPAN, Applanix or Septentrio SBi, require update rates up to 200Hz.”

    Bougard acknowledged that manufacturers use many terms for their high-rate solutions. “Some may be used to masquerading a low-rate solution as a high-rate one. This is not what we do. The rover observables are captured at high rate and can be up to 100 Hz. The rover RTK filter is also run on high rate. Fixed base-station data does not have to be high rate. 1 Hz is typically enough. For moving base applications — for example, when the base station is on another vehicle, and we want to compute the baseline between the moving base and the rover — 10 Hz is required.”

    Bougard said that the benefit is to track the motion of the rover. This is critical in machine control, but also relevant for new survey flows (such as UAV-based and mobile mapping). The disadvantage, he explained, is that it requires higher CPU loads. “Suppliers, who focus on cost, tend to compromise on this, notably running higher rate only for a subset of the constellation or signals. We use them all.”

    Is running the base station at a higher rate advantageous? “It is possible to increase the output rate of our base station correction stream but, as explained, this is not needed if the base is static,” Bougard said. “This is applicable to moving base scenarios as explained above. Indeed, if you increase the base-station correction rate, the bottleneck becomes the datalink.”


    Tersus GNSS

    With Xiaohua Wen, Founder and CEO, Tersus GNSS

    Xiaohua Wen with a Tersus GNSS receiver.
    Xiaohua Wen with a Tersus GNSS receiver.

    Xiaohua Wen, based in Melbourne Australia, is the founder and CEO of Tersus GNSS, another new entrant in the centimeter-grade GNSS market. One distinction about Tersus is that the company has developed and produces its own GNSS boards, instead of using OEM boards from other companies. Tersus implements its own tech, including GNSS receivers and IMUs in its own survey rovers, such as the Oscar, and for other high-precision applications. Additionally, it produces OEM boards for integration by others. Tersus entered the market with full multi-constellation support and, of course, high-rate RTK options, and has recently announced a PPP (precise point positioning) service.

    “Our RTK boards support up to 20 Hz,” said Wen. “Often, surveyor will choose 5 Hz. We do a 5-Hz solution in this manner: the baseband takes raw measurements at a wanted moment, say at 1.2 s or 1.4  s, and RTK calculates solutions with the raw measurements. We understand that some older solutions might simply extrapolate or interpolate based on a position and velocity sequence, which is sometimes called predicted RTK or extrapolated RTK (though those terms get used in different ways by different developers). That is not how we approach our RTK solution updates. All Tersus RTK boards also support a maximum 20 Hz raw measurements outputs.”

    Multi-constellation rover with calibration-free tilt compensation. (Photo: Schrock)
    Multi-constellation rover with calibration-free tilt compensation. (Photo: Schrock)

    We asked about some of the advantages users may envision of high-rate RTK in general. Wen said there may be little or no gain with regard to faster initializations. Likewise, there is no significant gain with precision and accuracy. However, Wen said that higher rates can sometimes improve staking workflows. “For example, in the case of our Oscar rover with tilt compensation, the RTK outputs solutions at 10 Hz, while the IMU samples at 100 Hz. Oscar calculates the pole tip’s position at 10 Hz, aligned with the RTK solutions, and the data controller or tablet displays the point of the pole tip on the screen. We find that the point better refreshes at 2 Hz or higher to respond to the pole tip movements without noticeable lagging.”

    That movement is an example of a key value of high rate,“Speed or movement,” Wen said. “For surveying applications, I would say that 1 Hz could suffice, considering the characteristic very low speed. Usually, applications like machine control and precision agriculture require an RTK update rate at 5 Hz or higher. Some UAV applications may use a 100-Hz position update. Most of these applications use an INS+RTK solution. With INS, it’s easy to get a 100-Hz position update, while for an RTK solution, a rate of 20 Hz is probably enough.”

    Wen said that broadcasting corrections at a higher rate is pointless for most applications, “because the base data is highly correlated in the short term. If it’s a moving base, the high-rate base data would make some sense. Otherwise, it just imposes a greater load on communications and computation, with almost no gain.”


    Topcon Positioning Systems

    With Alok Srivastava, Director of Product Management

    Alok Srivastava
    Alok Srivastava

    “It is a standard option in our rovers,” said Alok Srivastava, senior director of Product Management (PM) at Topcon. “Around the time I joined the PM team, in 2010, the decision was made to make 10 Hz the standard, though this is user configurable and can be 5 Hz, 20 Hz, up to 100 Hz.” He explained that faster rates have been available through several generations of their receivers.

    Typical applications consist of a static base and a moving rover. Fast-moving applications can benefit from higher rover position update rates since the RTK engine is computing real positions at a faster rate. Higher rates on the rover side provide accurate changes in position that can be missed by interpolating between positions computed at a slower rate.

    A Topcon multi-constellation rover with tilt compensation. (Photo: Schrock)
    A Topcon multi-constellation rover with tilt compensation. (Photo: Schrock)

    High update rates on a base station do not provide advantages except in rare cases where the base is moving. While rovers are computing movements of the rover antenna, base stations are providing GNSS satellite corrections. A rate of more than 1 Hz for a static base station does not benefit rover accuracy; it only creates a burden on the communication between base and rover. Base and rover communication needs to be optimized to reduce bandwidth requirements. This is especially true as we continue to add constellations and signals to GNSS solutions.

    Sufficiently high rates have been standard on Topcon rovers for a long time. Srivastava would rather see more focus put on other aspects of GNSS — such as interference, spoofing, the impacts of 5G, precise point positioning (which Topcon provides through its Topnet Live service) and sensor integration. “In many of our construction applications, we have IMUs,” Srivastava said. “When an application has an IMU for tilt compensation or for machine control, the IMU and GNSS complement each other. In kinematic mode, the IMU can help reject outliers.”


    Trimble

    With Stuart Riley, Vice President, Technology – GNSS

    Headshot: Stuart Riley
    Stuart Riley

    “High rate can be considered a common default mode of operation,” said Stuart Riley, vice president, Technology – GNSS, Trimble. “Typical rover position solution rates are 5 Hz, 10 Hz and 20 Hz.”

    Trimble is one of the pioneering companies in GPS and GNSS, and Riley has been directly involved in the evolution of the company’s GNSS solutions for more than two decades. He has seen a lot of change, and in noting the nature of key technological advances, offered this intriguing observation about high rate: in many ways it has become less relevant.

    “There have been considerable advances in RTK technology in recent years that make many of the earlier concepts related to how base and rover data should be combined for baseline processing largely irrelevant,” said Riley. “Most recently, survey receivers have included INS support for tilt compensation applications, and these receivers have available high-rate IMU data — at a much higher rate than GNSS observables — which drive the final GNSS/INS integrated solution. Thus, the rover GNSS data rate is not so important.”

    Riley noted another relevant technology that Trimble has implemented: the use of precise satellite clock and orbit corrections — such as from the Trimble RTX precise point positioning (PPP) service — to augment RTK when there is a loss of the base correction stream. The implementation of PPP is broadening across the industry, and the company was an early implementer of a global service. It has the RTX-based xFIll feature that runs on and high-end survey receivers. One of the misconceptions about PPP services such as xFill is that it is just there to “take over” should the RTK or NRTK corrections be interrupted. Yes, it does that as well, but to be able to do that, it is running all the time, simultaneously with the RTK, so the rover is getting these enhanced PPP service clock, orbit and other data. This improves what the rover can do. “The emphasis in modern survey receivers,” Riley said, “is based more on the availability of rover data, and a fundamental base data rate of, say, 1 Hz, is all that is required.”

    Along with various advances in the rover RTK engine, the GNSS constellations have expanded considerably, requiring increased bandwidth for the corrections from base to rover. “Our products can use various communication technologies to transmit corrections, such as Wi-Fi, cellular, and UHF (450 MHz or 900 MHz) radios,” Riley said. “Maintaining a 1-Hz correction rate enables all the GNSS observables to be broadcast from the base, providing a suitable highly compressed data format such as when Trimble’s proprietary CMRx format is selected.”

    Many terms are used in the industry, and they typically refer to some proprietary aspect of an RTK engine. Riley said that a generic term would simply be high update rate. “Providing the position is based on the most current phase observables at the rover, a low latency solution is possible,” he said. “Thus low-latency solution goes hand-in-hand with a high update rate. Predicted RTK may refer to an old method where the static base corrections are propagated forwarded to account for radio latency and thus synchronize base/rover data. This is not used in modern PVT (position, velocity, time) RTK engines.”

    Calibration-free tilt compensation. (Photo: Benchmark Surveys)
    Calibration-free tilt compensation. (Photo: Benchmark Surveys)

    High rate on the rover is standard, but what benefits should the user expect from it? “A fast update rate provides the best user interface experience in the field, in particular for stakeout,” Riley said. “Quite simply, nobody wants to be working with a laggy display. For survey field work, 5 Hz is typical. Other applications, such as machine control, benefit from higher update rates where a default of 10 Hz would be used, with options for higher rates.”

    If the user chooses 1 Hz on the rover, what would be the downside? “Running at a 1-Hz rate is not really suitable for stake out,” Riley said. “For occupying static points, 1-Hz updates would suffice, as a typical occupation has a minimum time of 1 or 2 seconds. Very high rates for survey applications do not really buy anything in terms of field look and feel or performance.” I asked him about any points of diminishing returns, and he responded, “The higher the rate, the wider the measurement bandwidth (that is, the noise increases — you cannot get something for nothing), so in fact going for an unnecessarily high rate would start to be a disadvantage. For example, there would be no advantage to using a 50-Hz or 100-Hz rate for a land survey application. There is a relationship between measurement bandwidth and position noise.”

    When is a high base rate a good idea? High rates are supported for some machine control and “moving base” applications where the reference frame has to move with the moving base, Riley said. In this case, the base and rover observables must be synchronized and the final solution has a fundamental latency depending on the base rate. For this reason, moving base rates are more typically 10 Hz or 20 Hz. For a static base, it is possible to use a higher rate. However, as Riley noted, “It’s more likely that a lower rate such as 0.5 Hz might be desirable to accommodate the radio when using repeaters (time multiplexing the data) or low data rates. There are disadvantages to high base rates, mostly related to radio bandwidth. Other factors, such as ‘high rate = more radio transmit power’, may need to be considered (affecting battery life).”

    Are there other cases for even higher rover rates? “As mentioned, machine control applications use higher rates — necessary to reduce position latency in control loops,” Riley said. “Other applications such as UAVs and autonomous driving clearly benefit simply because of the speed of the platforms (higher dynamics). Precision agriculture is an excellent example of machine control, where auto guidance is used. Although high rates are possible, nearly all applications manage perfectly fine at rates up to 20 Hz. A more important consideration is system performance in terms of positioning accuracy and convergence times, which is dependent on the technology used in the PVT engine, such as Trimble ProPoint technology, rather than the correction stream data rate. ProPoint also includes xFill, as mentioned earlier, which provides centimeter-level backup for continuous operation when RTK or VRS correction streams are interrupted.”


    Other Manufacturers

    This was only a sampling of the developers and manufacturers, but it should be noted that several of the above firms produce OEM boards featured in dozens of other brands and models, such as Carlson and GeoMax. To try to list them all would be a challenge and might be missing a key point: high rate is quite standard, is not big news anymore, and you probably have it by default (or optional) no matter what system you are using.


    Hypeful

    As the insights the from industry experts above show: high rate can be essential for many applications, but unnecessary for others. It seems more about user experience (staking workflows or moving rover) than some way to seek higher precision.

    Additionally, to borrow the gaming term hypeful, some users believe (or have been led to believe) that running at high rate will yield higher precision or work some kind of magic in dense tree cover or high multipath environments. Some may argue that it could get a result faster, but in practical terms even that might not be the case.

    High rate has been around for a long time. And like any tech, has gone through different development and adoption phases. Think about automatic transmissions for motor vehicles; they have been around in one form or another for more than a century. There was a period in the mid-20th century where the development of different approaches was promoted in marketing campaigns with fanciful product names, like Durashift, Presto-Matic, Geartronic and Torque-Flite. But rarely do you see auto transmissions highlighted with such marketing flourish since then.

    High-rate RTK was never singled out like that; it is common, and any differences are mostly in how it has been adapted for different applications. I suppose a firm could choose to emphasize it for marketing purposes and give it a buzz name like “Turbo Thrusted RTK”, which his fine for marketing purposes (albeit a bit “cheugy”).  Every developer and manufacturer will have slightly different approaches, but if you believe, or are led to believe, that any represent high-rate fundamentals exclusively, that would be inadvertently misleading, if not subtle gaslighting.

    As one of the experts said, “It does not really matter what manufacturers claim or don’t claim. You cannot beat physics. You can only understand and manage the physics.”

    Coolness Ahead

    While high-rate might seem a bit old hat, where GNSS development is going is not. The developers we interviewed are more interested in highlighting their complete high-precision solutions. For example, adding inertial measurement units (IMUs) for no-calibration tilt compensation, additional sensors for imaging (and likely soon, lidar), and multiple real-time GNSS solutions complimenting RTK, such as L-band precise point positioning (PPP).

    The “high-rate” that is truly exciting is that of R&D, multi-sensor integration, automation of certain elements of workflows, artificial intelligence and multi-constellation/multi-signals.

  • Seen & Heard: Grizzlies, ports and autonomous trucks

    Seen & Heard: Grizzlies, ports and autonomous trucks

    “Seen & Heard” is a monthly feature of GPS World magazine, traveling the world to capture interesting and unusual news stories involving the GNSS/PNT industry.


    Photo: g01xm/iStock/Getty Images Plus/Getty Images
    Photo: g01xm/iStock/Getty Images Plus/Getty Images

    Supply Chain Snafus

    GNSS technology aids in tracking cargo across the globe, but it can’t defeat a shortage of goods, and of trucks, railcars and ships to move them from ports to their destinations. Nevertheless, some touted solutions are seeking to help. One company, CallPass, is offering a 3D imaging system that claims to eliminate noise from images, providing more accurate cargo measurement accuracy. 3D imaging enables shipping companies to better optimize the space inside trailers and containers. Along with a high-precision GPS/GLONASS receiver, the Lana Vision also uses an ultrasonic-based cargo sensor.


    Photo: Gregory_DUBUS/E+/Getty Images
    Photo: Gregory_DUBUS/E+/Getty Images

    Scouting Radioactivity

    Azur Drones and AVNIR Energy have developed a drone package for detecting radioactivity, designed for environmental monitoring of nuclear sites both in France and abroad. The “drone-in-a-box” product integrates a radioactivity sensor into Azur’s Skeyetech drone, the first drone system approved in Europe for beyond-visual-line-of-sight (BVLOS) flights without a remote pilot. AVNIR’s Ionized Zone Inspection Device scintillation detector measures radioisotopes at operational nuclear sites, both routinely and during alerts.


    Photo: U.S. Geological Survey
    Photo: U.S. Geological Survey

    Stay Safe, Mama Bear

    Two yearling cubs of world-famous Grizzly 399 have been fitted with GPS-enabled tracking collars near Jackson Hole, Wyoming. Grizzly 399 and her four cubs — an extraordinarily large litter — have been frequenting developed areas for food, but with the collars tracking their movements, the U.S. Fish and Wildlife Service is better positioned to keep the unique family alive and out of trouble until they hibernate for the winter. At age 25, Grizzly 399 is the oldest known female with offspring in the Greater Yellowstone Ecosystem.


    Photo: DeepRoute.ai
    Photo: DeepRoute.ai

    Nighttime Special Deliveries

    DeepRoute.ai has begun operating self-driving, medium-duty trucks in Shenzhen, China. The trucks drive only at night, when there is far less competing traffic. The company expects official operation to launch in 2022 after driverless regulations loosen. The company is also testing Robotaxi service in Shenzhen, to train and validate its algorithm. The current fleet of five trucks could grow to dozens as the company partners with a logistics company to deliver goods.

  • Navigating Urban Roads

    Navigating Urban Roads

    From its very first issues, 31 years ago, this magazine has covered the role of GPS, now GNSS, in guiding ships, trains and automobiles. What were then some of the most aspirational visions of future applications are now routine. For all forms of transportation, navigation is a safety-critical issue. This is particularly true in the case of cars on public roads, which is also where the technical challenges are the greatest. Ships mostly travel in deep waters, far away from other traffic and fixed obstructions, and nearly always enjoy an unobstructed line-of-sight to GNSS satellites. So do trains, which have the additional advantages of being kept, literally, on track and of operating in controlled environments, with hardly any concerns for unexpected intrusions on their path. Cars, trucks, and busses, on the other hand, must contend with many other vehicles, including those with distracted, drowsy, drunk, or drugged drivers, as well as cyclists, pedestrians, accidents, construction and a bedeviling myriad of sudden and often unpredictable circumstances. Additionally, their view of the sky is often limited by overpasses, tunnels and tall buildings, which challenge GNSS-based navigation with signal occultation and multipath, and their view of their surroundings is often blurred by weather conditions.

    Currently, prototype autonomous vehicles carry cameras, lidar scanners, radars and ultrasonic sensors to provide positioning relative to mapped features, as well as for collision avoidance. However, some use cases require absolute positioning sensors, consisting of GNSS receivers coupled with inertial sensors. For example, autonomy levels 3 and 4 require dynamic error bounds of no more than a few meters most of the time under challenging highway conditions and levels 4 and 5 will require this level of accuracy even in deep urban canyons.

    This month’s cover story highlights progress in several transportation-related GNSS/PNT applications

    u-blox partners with Bird e-scooters

    Domino’s delivers with Nuro

    u-blox shares autonomous insights

    Hexagon guides Indy Autonomous Challenge

    Swift Navigation provides precise corrections

    Skytraq Technology modules meet market needs

    SBG Systems drives GNSS+inertial in Paris

    Featured Photo: Bird

  • Research Roundup: Meeting urban navigation challenges

    Research Roundup: Meeting urban navigation challenges

    Photo: eli_asenova/E+/Getty Images
    Photo: eli_asenova/E+/Getty Images

    Researchers presented hundreds of papers at the 2021 Institute of Navigation (ION) GNSS+ conference, which took place virtually and in person Sept. 20–24 in St. Louis, Missouri. The following five presentations focused on the challenges of urban navigation. The papers are available at www.ion.org/publications/browse.cfm.

    Integrating Autonomous Air Vehicles

    The emergence and development of advanced technologies and vehicle types has created a growing demand for the introduction of new forms of flight operations. These new and increasingly complex operational paradigms, such as Advanced and Urban Air Mobility (AAM/UAM) present regulatory authorities and the aviation community with several design and implementation challenges — particularly for highly autonomous vehicles.

    An overarching and daunting task is finding methods to integrate these emerging operations without compromising safety or disrupting traditional airspace operations. Predictive risk mitigation is critical to meeting this challenge. The authors of this study focus on the development and testing of a prognostic service aimed at estimating the quality of GNSS performance for an autonomous aircraft in complex environments. Flight operations would be able to factor into pre-flight and in-flight route planning an estimate of GNSS quality, thereby predicting poor or unacceptable navigation system performance. The authors provide methodologies for producing quality estimates, and provide results for selected simulation and flight-test cases.

    Citation. Dill, Evan, Gutierrez, Julian, Young, Steven, Moore, Andrew, Scholz, Arthur, Bates, Emily, Schmitt, Ken, Doughty, Jonathan, “A Predictive GNSS Performance Monitor for Autonomous Air Vehicles in Urban Environments,” Proceedings of the 34th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GNSS+ 2021), St. Louis, Missouri, September 2021, pp. 125–137. https://doi.org/10.33012/2021.18138

    Processing Scheme for Integrity Monitoring

    Integrity monitoring is of great importance for GNSS applications. Unlike classical approaches based on probabilistic assumptions, the alternative interval-based integrity approach depends on deterministic interval bounds as inputs. Different from a quadratic variance propagation, the interval approach has intrinsically a linear uncertainty propagation adequate to describe remaining systematic uncertainty.

    To properly characterize all ranging error sources and determine the improved observation interval bounds, the authors propose a processing scheme. The team validated how the sensitivity analysis is a feasible way to determine uncertainty intervals for residual ionospheric errors and residual tropospheric errors, taking advantage of long-term statistics against reference data. Transforming the navigation problem into a convex optimization problem, the interval bounds are propagated from the range domain to the position domain. The authors implemented this strategy for multi-GNSS positioning in an experiment with static data from International GNSS Service (IGS) station Potsdam (POTS) and an experiment with kinematic data from a measurement campaign conducted in the urban area of Hannover, Germany, on Aug. 26, 2020.

    Citation. Su, Jingyao, Schön, Steffen, “Improved Observation Interval Bounding for Multi-GNSS Integrity Monitoring in Urban Navigation,” Proceedings of the 34th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GNSS+ 2021), St. Louis, Missouri, September 2021, pp. 4141–4156. https://doi.org/10.33012/2021.18078

    Removing Multipath Errors

    In the urban environment, multipath and non-line-of-sight cause measurement errors and signal power loss. In urban canyons, while multi-GNSS provides the required number of satellites to obtain a position, the signals may be affected by gross multipath errors, leading to a potentially unsafe position. In this paper, the authors use machine-learning techniques to model multipath error distributions. The features assessed are commonly used parameters such as elevation, S/N and user speed.

    The authors drove a sensor-equipped vehicle in Toulouse, France, collecting hours of experimental data for evaluation of their model’s validity. The multipath error component was extracted from data processed from a single-frequency GNSS receiver using measurement differential, clock bias estimation and other techniques. The quantile of multipath error was then modeled using a neural-network-based regression technique. Results using the proposed method are validated by an integrity assessment of the experimental data.

    Citation. No, Heekwon, Milner, Carl, “Machine Learning Based Overbound Modeling of Multipath Error for Safety Critical Urban Environment,” Proceedings of the 34th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GNSS+ 2021), St. Louis, Missouri, September 2021, pp. 180–194. https://doi.org/10.33012/2021.17874

    GNSS/INS/Radar Sensor Fusion

    Autonomous driving has gathered much interest in recent years with significant research directed at solving the localization problem. To enable a fully autonomous platform, the navigation system must provide accurate solutions at high rates, be reliable, and be available in all types of environments. These requirements necessitate the use of multiple sensors while remaining cost-effective to enable widespread adoption.

    To maintain accurate positioning in GNSS-challenged areas, perception sensors such as cameras, lidar or radar provide another source of absolute positioning information. This paper presents a multi-radar integrated version of AUTO, a real-time integrated navigation system that provides an accurate, reliable, high rate and continuous (always available) navigation solution for autonomous platforms by integrating INS, GNSS-RTK, odometer and multiple radars sensors with high-definition maps. AUTO uses a tight nonlinear integration scheme to fuse information from multiple imaging radars with the INS/GNSS/odometer solution. The HD maps may come from a map provider or be crowdsourced from radar data.

    The results in this paper compare multi-radar configurations of one to five imaging radars for a vehicle and demonstrate the accurate solution achieved through the tightly integrated system. Key performance indices are presented for a multi-radar configuration of AUTO for vehicle and robot. The results show how radar data contributes significantly with other sensors to provide a high-rate, accurate, reliable and robust navigation solution in GNSS-degraded environments and adverse weather conditions.

    Citation. Krupity, Dylan, Ali, Abdelrahman, Chan, Billy, Omr, Medhat, Salib, Abanob, Al-Hamad, Amr, Wang, Qingli, Georgy, Jacques, Goodall, Christopher, “AUTO: Multiple Imaging Radars Integration with INS/GNSS for Reliable and Accurate Positioning for Autonomous Vehicles and Robots,” Proceedings of the 34th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GNSS+ 2021), St. Louis, Missouri, September 2021, pp. 77–92. https://doi.org/10.33012/2021.17903

    Feature Matching for Visual Nav

    Typical feature matching on aerial imagery results in a majority of features being placed on trees and other seasonally variable features. The researchers tested the effectiveness of using semantic segmentation to create and force robust features onto desired areas of an image for the purpose of visual navigation. The process involves testing several segmentation algorithms to achieve state-of-the-art segmentation results and evaluating the effectiveness of feature matching on segmented imagery. The aim is to develop a near state-of-the-art semantic segmentation model for aerial imagery that can extract desired buildings from an image.

    The research will then focus on feature-selection and feature-matching algorithms to compare the segmented aerial key features with a database of features from satellite imagery. So far, results show that feature selection algorithms such as SIFT fail to overcome the nuances among multisource aerial imagery. Improving the feature selection algorithm ideally will allow for an increased quantity and quality of matches, ultimately resulting in a camera pose estimation sufficient to be a reliable alternative to GPS.

    Citation. Hussey, Tyler, Leishman, Robert C., Woodburn, David, “Towards More Robust Vision-based Map Matching Through Machine Learning & Improved Feature Matching,” Proceedings of the 34th International Technical Meeting of the Satellite Division of The Institute of Navigation (ION GNSS+ 2021), St. Louis, Missouri, September 2021, pp. 1647–1653. https://doi.org/10.33012/2021.17911

  • Editorial Advisory Board Q&A: Should all GNSS follow NavIC?

    Would it be beneficial for GNSS constellations to transmit signals at higher frequencies, such as in the S-band or the C-band, following the example of the Indian NavIC?

    Jean-Marie Sleewaegen
    Jean-Marie Sleewaegen

    “The S- and C-bands refer to frequency bands centered around 2492 MHz and 5020 MHz. The main advantage compared to L-band is the reduced effect of the ionosphere. However, this comes at the expense of higher propagation losses, increased phase jitter due to the lower wavelength, and extra cost in the receiver and antenna when combined with L-band. The added value for existing GNSS systems already transmitting multiple signals in L-band is probably low. However, because they are less congested than L-band, those bands could be attractive to new space-based PNT services.”
    — Jean-Marie Sleewaegen, Septentrio


    Alison Brown
    Alison Brown

    “The main challenge with adding additional bands to GNSS constellations (other than getting frequency allocations) is that these will not be compatible with any existing GNSS chip sets or fielded antennas. The cost/benefit analysis is unlikely to be attractive for most GNSS chip vendors to develop products with this capability.”
    — Alison Brown, NAVSYS Corporation


    Ellen Hall
    Ellen Hall

    There are benefits that the higher bands can offer in GNSS, however the constellation and system must be designed to take advantage of them, which makes it very difficult for the legacy systems that were designed around L-band only to tap into any of these benefits. Higher bands have lower ionospheric distortion, which enables better single-frequency accuracy and unlocks some interesting multi-frequency capability, while shorter wavelengths can allow for smaller antennas in user equipment. However, the tropo/atmospheric distortion gets worse as well as the spreading losses. Another consideration for the higher bands is spectrum interference, as the S-band area especially is extremely busy.

    — Ellen Hall, Spirent Federal Systems

  • SBG Systems drives GNSS+inertial in Paris

    SBG Systems drives GNSS+inertial in Paris

    Photo: SBG SystemsAutonomous vehicles require lane-level accuracy at all times and in all conditions. However, under many conditions, such as in urban canyons and tunnels, they may lose line-of-sight to enough GNSS satellites to achieve accurate and robust positioning or may have no signal at all. In these situations, they need data from other sensors, including an odometer and an inertial measurement unit (IMU). Creating reliable and safe autonomous navigation requires fusing GNSS and inertial technology in a multi-layered system.

    SBG Systems and its partners LeoDrive.ai and Intempora, have been doing this to develop solutions for autonomous vehicles. SBG’s technology enables multi-sensor integration while addressing such autonomous navigation challenges as time synchronization, integrity, precise positioning and high-definition mapping.

    “To ensure performance and build trust, we assemble our own IMUs from carefully selected industrial-grade parts, then we calibrate all our products individually,” said Laurent Le Thuant, business manager for SBG, in a recent webinar.

    For safe operation, Le Thuant explained, the vehicle’s true positional error (PE) must be smaller than its protection level (PL), which in turn must be smaller than its alert limit (AL): PE < PL < AL. Otherwise, the solution is declared unavailable or reports misleading information.

    In automotive tests conducted in a business district near Paris, an SBG vehicle was equipped with both a GNSS-only, automotive-grade multiband RTK receiver equipped with a PL determination algorithm and an RTK GNSS receiver tightly-coupled with an IMU and an odometry input. A comparison showed that the former was not suited for self-driving, while the latter significantly improved the solution availability, accuracy and protection levels.

    For self-driving in the most severe conditions, even this solution requires integration of supplementary sensors, such as cameras, lidars and radars for precise localization.

  • Skytraq Technology modules meet market needs

    Skytraq Technology modules meet market needs

    SkyTraq Technology, a fabless semiconductor company, develops GPS/GNSS chipsets and modules for meter-level accuracy vehicle navigation and tracking applications and for centimeter-level accuracy real-time kinematic (RTK) surveying and precision guidance applications.

    Photo: SkyTraq
    Photo: SkyTraq

    The company’s chipset design is driven by market trends, said Oliver Huang, the company’s general manager. He explained the company has moved from single-frequency to dual-frequency devices.

    SkyTraq’s chipset is designed to be common hardware for different target applications enabled by customized software. Traditionally, in the automotive market, vehicle navigation systems have relied on fusing GNSS receivers with dead-reckoning technology that uses micro-electromechanical (MEMS) inertial measurement units (IMUs) and wheel-tick data.

    “We are now seeing more aftermarket vehicle tracking applications that take advantage of superior GNSS/DR performance using untethered dead-reckoning technology that uses sensor fusion of GNSS receiver and MEMS IMUs without the need for wheel-tick data,” Huang said. “GNSS receivers with decimeter or better accuracy, combined with dead-reckoning that uses low drift IMUs, will be important in emerging autonomous vehicle applications.”

    SkyTraq’s PX100 chipset for L1 meter-level accuracy applications and centimeter-level accuracy RTK applications uses L1 and L1/L2 signals from all four major GNSS constellations (GPS, GLONASS, Galileo and BeiDou).

    Because of the trend toward high-precision, which requires good carrier-phase raw measurement data, the biggest challenge in receiver design is with the antenna, Huang explained. “Using an advanced semiconductor process, one can have low power, small size chipsets taking advantage of all the available GNSS signals, yet there is no small antenna capable of producing high-quality carrier phase data for high-precision GNSS applications. So far, we have only seen bulky RTK antennas capable of generating high-precision results.”

  • Engaging data for scooters, cars and trains

    Engaging data for scooters, cars and trains

    Swift Navigation designs, manufactures and integrates GNSS receivers, as well as providing the Skylark wide-area GNSS corrections service. Its markets are automotive, transportation (last mile delivery, commercial trucking, rail), robotics/machine control (construction, mining, precision agriculture, landscaping), UAVs, micromobility and mobile devices and applications.

    The company’s technology is compatible and interoperable with most major GNSS receivers for multiple markets. Its Starling positioning engine and Skylark corrections “are scalable to bring precision to legacy low-cost single-frequency receivers, all the way to the most sophisticated state-of-the-art triple-frequency multi-constellation systems,” said Joel Gibson, Swift’s executive vice president of Automotive. “By working with a multitude of receiver vendors for different applications, Swift leverages all constellations and all signals and maximizes the performance required for the application.”

    The most accurate and reliable navigation system for every application would take advantage of all available GNSS signals, as well as all available corrections, dead reckoning and fused data from other sensors, such as cameras, lidar and radar. However, of course, that is not possible due to cost, size, weight and power considerations. Swift’s approach to the trade-offs required depends on each use case.

    Micromobility

    In the area of micromobility (such as scooters), the main constraints for implementing a positioning solution are cost and power, coupled with the challenge of satellite signal outages and multipath in dense urban environments where these vehicles primarily operate, Gibson explained. “Cost-effective dual-frequency GNSS receivers are now showing up in micromobility architectures. Pairing them with our Starling positioning engine, which integrates inertial sensor data and wheel ticks, and augmenting them with Skylark corrections data, makes it possible to meet such compliance requirements as geofencing and limiting sidewalk use.”

    Additionally, by achieving decimeter-level positioning, Swift’s micromobility solution makes it easier for both users and service staff to find scooters, which increases the scooter companies’ revenues.

    Photo: Swift Navigation
    Photo: Swift Navigation

    Automotive

    In the automotive industry, inertial sensors and wheel odometry are ubiquitous and pair naturally with GNSS to mitigate satellite signal outages, Gibson pointed out. Likewise, cameras and radar — cornerstones of ADAS — are very complementary to GNSS for safety applications, and lidar further complements GNSS in feature-rich environments such as dense urban areas.

    Rail

    Rail applications, such as Positive Train Control, have traditionally needed an accuracy of one or two meters, coupled with ruggedized hardware. “Swift’s precise positioning solution is deployed across continental rail systems today, and we are now engaging rail OEM and operator programs requiring sub-meter accuracy to ensure track-to-track accuracy and safety requirements in support of the transition to more autonomous rail operations,” said Gibson. “Leading rail companies are also looking for operational efficiencies by transitioning away from the high operational costs of maintaining reference base stations along track routes, instead moving to the more cost effective, reliable and seamless Skylark corrections coverage.”

  • Racing to an autonomous finish

    Racing to an autonomous finish

    Photo: Penske Entertainment: Walt Kuhn
    Photo: Penske Entertainment / Walt Kuhn

    Flipping the traditional scenario, in which car racers risk their lives on a racetrack, the Indy Autonomous Challenge (IAC) aimed to help save lives by improving collision avoidance systems, train future automotive engineers, and make the public more comfortable with autonomous cars. Held Oct. 23 at the Indianapolis Motor Speedway and organized by Energy Systems Network, the race saw 21 universities from nine countries forming nine teams to compete for a $1 million grand prize. Following in the footsteps of the DARPA Grand Challenge, first held in 2004 and later renamed the DARPA Urban Challenge, the IAC was the world’s first high-speed autonomous race. The winning team was TUM Autonomous Motorsport from the Technical University of Munich, Germany.

    All competing teams were given the same identical vehicle to work with, a Dallara AV-21, modified to carry no one in the cockpit and equipped with two Hexagon | NovAtel PwrPak7-Ds multi-frequency, multi-constellation GNSS receivers, six cameras (two of which faced backward), three lidar scanners and four radars. Each team had to develop its own autonomy-enabling software stack, including the algorithms and neural networks. All the components, except the computer, had to be commercial-off-the-shelf, available on the market. No sensors could be custom-made.

    Since 2001, Dallara has been the sole supplier of the Indy Lights series, a championship to prepare drivers for the NTT IndyCar Series. The Dallara AV-21 is a collaboration between Dallara’s Italian headquarters in Varano Melegari (Parma) and Dallara IndyCar Factory in Speedway, Indiana. The new car offers a modern, stylish appearance and provides the proper training required for drivers as the final step on the ladder to the NTT IndyCar Series.

    The process by which the automated vehicle sensors and computers were fused into a singular package and integrated into the AV-21 was led by Clemson University’s International Center for Automotive Research’s Deep Orange 12 (DO12) project. The Deep Orange process mirrors that of automotive original equipment manufacturers (OEMs), and the DO12 project scope allowed for engineering and innovation across multiple subsystems. Student groups within the DO12 team explored solutions within and across multiple subsystems, including:

    • vehicle-to-vehicle communications
    • perception systems
    • onboard computing
    • drive-by-wire chassis control systems
    • vehicle dynamics
    • vehicle-to-infrastructure communications
    • powertrain design and integration
    • vehicle demonstration based on high precision GPS.

    Hexagon’s Autonomy & Positioning division provided GNSS receivers and subject-matter experts to the Deep Orange 12 team. The team architected the sensor kit for the Dallara reference vehicle, which AutonomousStuff then replicated 10 times. The team did not compete in the IAC to avoid a conflict of interest and allow students to work closely with competitor teams from universities around the world. The PwrPak7-E1 contains a MEMS IMU to deliver Hexagon | NovAtel’s SPAN technology, a deeply coupled GNSS + inertial engine in a single-box solution. Each GNSS receiver has two antennas to provide heading. The Deep Orange 12 team used HxGN SmartNet RTK corrections, which brought the accuracy down to a few centimeters.

    Without developing a driverless decision-making algorithm, Clemson students tested the vehicle with the help of a high-precision positioning system. They developed a control algorithm that can track the optimal line around the Indianapolis Motor Speedway such that all vehicle systems could be validated in a simulated racing environment. Data from these tests were shared with the competition teams to aid in their development of driverless algorithms.

    Energy Systems Network will host a head-to-head, high-speed autonomous racecar passing competition at the Las Vegas Motor Speedway on Jan. 7, 2022, during the Consumer Electronics Show. Several of the teams that competed in the IAC, including the winner and finalists, will participate. The primary goal is to advance technology to speed commercialization of fully autonomous vehicles and deployments of advanced driver-assistance systems.

  • u-blox: Designing reliable car navigation

    u-blox: Designing reliable car navigation

    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.

    Image: 3alexd/E+/Getty Images
    Image: 3alexd/E+/Getty Images

    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.

  • Domino’s delivers with Nuro and GNSS

    Domino’s delivers with Nuro and GNSS

    Photo: Domino's
    Photo: Domino’s

    In April, the pizza company Domino’s and self-driving delivery company Nuro launched autonomous pizza delivery in Houston, Texas. Select customers who place a prepaid online order on certain days and times from Domino’s in Woodland Heights can choose to have their pizza delivered by Nuro’s R2 autonomous, occupantless on-road delivery vehicle.

    Customers selected for the service receive text alerts, which update them on R2’s location and provide them with a unique PIN to retrieve their order. Once R2 arrives, customers are prompted to enter their PIN on a touchscreen, opening its doors.

    In February 2020, Nuro became the first autonomous vehicle developer to be given exemptions by the U.S. National Highway Traffic Safety Administration for testing on public roads without the need to have controls for human operators. Unlike many other autonomous vehicle companies, Nuro engineered its self-driving road vehicles to transport goods instead of people.

    There’s no set timetable for how quickly Domino’s and Nuro will evaluate their testing or expand the service.

    Nuro is also carrying out trials and pilot deliveries with several other companies, including restaurant chain Chipotle, Kroger grocery stores, CVS pharmacies, Walmart and FedEx.

  • Bird and u-blox: Keeping sidewalks for walkers

    Bird and u-blox: Keeping sidewalks for walkers

    Photo: Bird
    Photo: Bird

    Scooter company Bird and u-blox have jointly developed a new Smart Sidewalk Protection system to help prevent shared scooters from operating on city sidewalks. It uses the u-blox ZED-F9R, a dead-reckoning module that fuses GNSS and sensor data, delivering centimeter-level location information in any condition. This allows the system to monitor whether a Bird e-scooter is being operated unsafely, such as on a sidewalk or speeding. Using Bird data, the companies co-developed a version of the ZED F9R module tailored to meet the needs of the shared micromobility industry.

    The dual-band ZED-F9R GNSS receiver supports up to eight times more satellite signal types and four times more constellations (GPS, Galileo, GLONASS and BeiDou) than typical solutions. The module processes real-time vehicle data, including wheel speed, IMU sensor data (including acceleration and heading), and real-time kinematic data that corrects for ionospheric interference. The technology is also optimized for e-scooters by applying dynamic models matching their movements.

    To turn this sensor-fusion module into its Smart Sidewalk Protection system, Bird developed a five-step process for creating sidewalk maps with centimeter accuracy. It starts with a geofence outline constructed from satellite imagery or city GIS data. Bird then uses surveying equipment to measure the location of three city landmarks. Only a few measurements are needed for each city. Once the landmarks have been identified, they compare their location to the satellite imagery to determine offsets and rotations and use them to shift and transform each of the original geofence outlines. Finally, they pre-load the updated geofence outlines onto Bird vehicles to eliminate latency. When combined with the hyper-accurate location measurements provided by Bird’s sensor-fusion module, they can detect and respond to sidewalk riding almost instantly, according to Bird.

    The micromobility module is being piloted in Milwaukee and San Diego. Madrid will be Bird’s first pilot city in Europe, with plans for a broader roll-out slated in 2022.