Tag: Trimble

  • New device puts Trimble Catalyst in user’s hands

    New device puts Trimble Catalyst in user’s hands

    Photo: Trimble
    Photo: Trimble

    Trimble has introduced the Trimble Catalyst handle, which adds a new level of flexibility to accessing GNSS data. The lightweight, ergonomic handle provides a convenient way to carry Trimble’s Catalyst-enabled mapping and field data-collection workflows.

    Users can:

    • choose their device, whether iOS or Android, which turns any smartphone or tablet into a Trimble-quality handheld positioning system
    • swap out a device at any time, whenever an upgrade is needed
    • adjust accuracy level as requirements change by switching the accuracy-based Catalyst subscription
    • affix a monopole when decimeter-level or better positions are crucial.

  • Applanix introduces GNSS-inertial platform for mobile mapping

    Applanix introduces GNSS-inertial platform for mobile mapping

    New hardware and software platform provides accuracy, position for land-vehicle system integrators

    Photo: Applanix
    Photo: Applanix

    Applanix, a Trimble Company, has announced the Trimble AP+ Land GNSS-inertial OEM platform for accurate and robust position and orientation for georeferencing sensors and positioning vehicles in land mobile-mapping applications.

    The platform enables users to accurately and efficiently track and monitor fleets and produce high-definition (HD) maps and 3D models. It can also serve as a reference solution for advanced driver-assistance systems (ADAS) testing, even in challenging GNSS environments.

    The comprehensive Trimble AP+ Land is small enough to integrate into compact mobile-mapping systems. It is compatible with virtually any type of mapping sensor, including single- or multi-lidar systems, video cameras, photogrammetric and panoramic cameras, and similar sensors.

    Configurable to meet the mapping, positioning and direct georeferencing (DG) accuracy demands of mapping and positioning applications in challenging GNSS signal environments, the Trimble AP+ Land solution features:

    • Applanix IN-Fusion+ GNSS-aided inertial firmware with Trimble ProPoint GNSS positioning technology
    • Dual embedded survey-grade GNSS chipsets that can receive multi-frequency and multi-constellation signals
    • Dual custom-designed inertial measurement units (IMU)
    • Distance measurement indicator (DMI)
    • Compact size
    • Low power consumption
    • Optional RTK and Trimble CenterPoint RTX real-time correction service support
    • Full integration and post sales support through the Applanix Global support network

    “We have taken the most advanced features of Applanix inertial and Trimble GNSS technology, and packaged them into a powerful compact and versatile solution optimized for mobile mapping and positioning applications,” said Joe Hutton, Applanix’s director of inertial technology, air and land products. “We remain committed to our customers’ success by developing flexible and scalable positioning solutions such as the AP+ Land and more.”

    The Trimble AP+ Land OEM solution is supported by the Applanix POSPac MMS post-processing software, which features Trimble CenterPoint RTX post-processing for centimeter-level positioning globally without the need for base stations. These capabilities make it a suitable for integrators to produce a highly efficient land mobile-mapping system.

    For lidar integrators, the Trimble AP+ Land OEM is compatible with the POSPac MMS LiDAR QC tools. SLAM technology computes the IMU to lidar boresight misalignment angles and also adjusts the trajectory to achieve the highest level of georeferencing accuracy in the generated point cloud.

  • Trimble introduces 3D paving control system for asphalt compactors

    Trimble introduces 3D paving control system for asphalt compactors

    Photo: Trimble
    Photo: Trimble

    Trimble has introduced Trimble Roadworks Paving Control Platform for Asphalt Compactors. It enables operators to accurately control the compaction process, while reducing unnecessary passes that can result in over compaction. The highly accurate, 3D paving control system is designed to improve the speed, accuracy and ease of asphalt compaction.

    The system leverages the highly intuitive Android-based Trimble Roadworks software to maximize ease of use, shorten training times and decrease downtime for operators already familiar with the Roadworks user interface. With the proper hardware and software configurations, the new system is flexible and can support a variety of jobsite needs and specifications.

    Roadworks helps contractors save on fuel costs and reduce both machine wear and tear and operator hours. In addition, asphalt temperature mapping provides color-coded data to allow operators to compact at the correct temperature, reducing material waste and rework.

    Photo: Trimble
    Photo: Trimble

    In addition to helping operators achieve greater accuracy and efficiency, Roadworks is available at various pricing levels to help meet the needs of each contractor. New compactor licenses make it possible for contractors to pay for only the functionality they need, and office-only licenses provide increased functionality in the office. Users can also benefit from ongoing Roadworks platform development.

    “We’re expecting there to be an influx of projects over the coming months and years as the result of increased infrastructure funding,” said Kevin Garcia, general manager, Trimble Civil Specialty Solutions. He said the release was important because more departments of transportation and private owners are building technology requirements into their requests for proposals (RFPs).

    Connected Site Functionality. Roadworks is compatible with Trimble WorksOS and Trimble WorksManager software. This enables contractors to send construction-ready models from the office to the machine as well as to remotely monitor jobsite progress and activity. In addition, productivity data collected from the machine is automatically synced back to the office.

  • Trimble Dimensions+ opens 2022 Call for Speakers

    Trimble Dimensions+ opens 2022 Call for Speakers

    Photo: Trimble
    Photo: Trimble

    Trimble has opened its Call for Speakers for the Trimble Dimensions+ 2022 User Conference to be held November 7-9 at the Venetian Resort in Las Vegas.

    The Dimensions+ User Conference will promote a variety of sessions highlighting groundbreaking technology that can be used to transform work and push for a sustainable future. Speakers will have the opportunity to share their industry experiences and insights with peers from around the globe. The conference will also provide an Offsite Experience where attendees can learn how professionals are using the latest technologies to create a safer, greener and more productive work environment.

    Session topics will include autonomy; building design, construction and operation; civil engineering and infrastructure; forensics; forestry; local, state and federal government; land administration; mapping and GIS; marine construction; mobile mapping; monitoring; photogrammetry and remote sensing; scanning; surveying; utilities; sustainability and more.

    Proposals for speakers will be accepted through March 31, 2022 and notifications of acceptance will be made in the following months. Proposals can be submitted here.

    To register for the conference or learn about sponsorship opportunities, visit Trimble’s website.

  • Trimble weeds out the uninvited guests in the field

    Trimble weeds out the uninvited guests in the field

    Photo: Trimble
    Photo: Trimble

    Controlling weeds is a natural challenge in agriculture. The cost of controlling these unwanted plants is also one of the most expensive line items in a farmer’s budget. For third-generation Brazilian farmer Ivan Bedin, trying to rid his 8,620-hectare soybean and corn farm of hearty weeds has been a costly challenge.

    “Typically, we’ve had to blanket spray weed-killing chemicals throughout the entire farm,” Bedin said. “Even if only 15% or 20% of the area was weed-infested, we had to spray the total area. We were spending more than $145,000 a year on chemicals, and it wasn’t good for the environment.”

    The Bedin family then acquired Trimble’s WeedSeeker 2 technology. This intelligent spot-spray system senses whether a weed is present and signals a spray nozzle to deliver a precise amount of chemical, spraying only the weed. By targeting resistant weeds individually, WeedSeeker 2 can reduce the amount of herbicides used by up to 90%, promoting sustainability and cost savings on the farm.

    While driving 18–20 km/hr, the sprayer’s operator focuses on the WeedSeeker application while the AutoPilot system guides the sprayer. As he drives between crop rows, optical sensors distinguish the green of the crop from the green weed and release herbicide just on the weed. From inside the cab, the operator can monitor the spray system and adjust any application parameters in real time. With the reliability of the steering technology and the efficiency of WeedSeeker, Bedin has been able to reduce refueling time and cover his entire field 30% faster than with his conventional system.

    Most importantly, the technology has significantly slashed his weed-chemical expense. “WeedSeeker 2 has yielded us nearly 90% savings in herbicide costs,” said Bedin. “Now we only need to spray between 10% to 30% of the farm — where the weeds actually grow — which equals a savings of about $70,000 for each 1,000 hectares sprayed. Additionally, because we use less herbicide, we impact the environment less.”

    Because the spot-spray system logs and maps every weed sprayed, Bedin can also see in real time where there are weed infestations and review the detailed maps before the next spray. With the “seek and destroy” premise of WeedSeeker 2, Bedin’s formidable weeds may have finally met their match.

  • 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.

  • Trimble scholarship honors ‘hidden figure’ Gladys West

    Trimble scholarship honors ‘hidden figure’ Gladys West

    Trimble has established a scholarship program to honor Gladys West, a pioneer in mathematics, minority advancement and the advent of the Global Positioning System  — one of the most widely used innovations throughout the world.

    Gladys West. (Photo: Trimble)
    Gladys West. (Photo: Trimble)

    Supported by the Trimble Foundation, a donor-advised fund, the Dr. West scholarship program will enable Virginia State University, North Carolina A&T State University and Florida International University to award a four-year scholarship to one student each year. These universities were carefully chosen to reflect Dr. West as a woman of color and science, and to align with two of the Trimble Foundation’s key support pillars:  female education and empowerment and diversity, equity and inclusion.

    Known today as the hidden figure who helped invent GPS, West knew from a young age that education would be the key to moving forward from her family farm in rural Virginia. A scholarship recipient herself, she earned a bachelor’s and master’s degree in mathematics.

    She was offered a position in 1956 with Virginia’s Naval Proving Ground — now called the Naval Surface Warfare Center. Hired as a mathematician, she was one of only four African American employees at the time and only the second woman of color.

    With her intelligence and computational skills recognized, she quickly climbed the ranks and became project manager for the Seasat radar altimetry project in the 1960s. Knowledge gained through that work enabled her to program an IBM computer to calculate an accurate geodetic Earth model — the detailed mathematical model of the shape of the Earth that is the essential building block for GPS.

    That tenacity, talent and enterprising fortitude encapsulates the spirit of Trimble’s scholarship program designed to honor West’s contributions to science and the geospatial industry.

    “It’s fitting to announce this special scholarship program following West’s 91st birthday,” said Rob Painter, Trimble CEO, “a woman who helped pave the path to GPS — the technology that was not only core for Trimble’s early business but provided the catalyst to create the geospatial industry. This path to innovation has given us the tools to not only navigate and model our world, but to transform work in our lives every day. Just as West viewed education as the pathway for the future, we are excited by the opportunity to support a new generation of stars to help them pursue their educational journey.”

    “We must appreciate our past, learn in the present and prepare those behind us for the future,” West said. “We must encourage our youth to pursue a higher level education so that they will be equipped to change the world. We must be willing to use our talents and strengths to work for the betterment of the world.”

    Virginia State University — West’s alma mater and a Historically Black College and University (HBCU) — will award the Dr. Gladys West “Constellation” Scholarship from Trimble to a student in the College of Engineering and Technology. The VSU scholarship is also being matched by an anonymous donor.

    North Carolina A&T State University — a top-ranked public HBCU — will award the Dr. Gladys West HBCU Scholarship from Trimble to a student in the College of Engineering.

    Florida International University — a minority-serving institution — will award the Dr. Gladys West Trimble Technology Lab Scholarship to a first-generation student in the College of Engineering & Computing. The scholarship is also being matched. FIU is the home to the recently established Trimble Technology Lab, which provides students hands-on access to Trimble technologies within the Moss Department of Construction Management.

  • Peering inside the box: A close look at GNSS OEMs

    Peering inside the box: A close look at GNSS OEMs

    OEM boards — the beating heart of the industry — power an ever-growing list of applications.

    JAVAD GNSS Ready for Lift-Off

    New Leaders and Markets

    JAVAD Board Guides ESA Vega Mission

    GNSS Makers Share Insights: OEMs Discuss Their Boards, Markets and Company Growth


    “Original equipment manufacturer (OEM)” is a widely used but poorly defined term. In general, it refers to a manufacturer that provides components or sub-assemblies to another one for use in the latter’s end products. In the GNSS industry, the purchasers of OEM boards typically are manufacturers of products that require positioning or navigation capabilities, such as guidance systems for tractors, UAVs or automobiles. Sometimes, such manufacturers integrate the OEM GNSS receivers with other sensors, such as inertial measurement units and lidar devices. Often, the OEM also will provide technical support to the integrator.

    Much of the OEM business is not visible to the end user of the equipment that contains OEM components, let alone to the casual observer, because those components are “inside the box,” such as a guidance system, and “the box,” in turn, is under the hood or in some other hidden place. There is almost never a sticker on the outside analogous to the one that says “Intel inside” on many computers to distinguish the Intel CPU inside from, say, an AMD processor. Furthermore, OEM sales are typically obscured by confidentiality provisions in OEM licensing agreements that also address issues of branding, payment, quality assurance, and the timing of deliveries.

    Integrators can choose from a wide variety of OEM GNSS boards depending on their intended use; the environment in which they will operate; their performance requirements; and their size, weight, power consumption and (of course) cost. OEM GNSS boards range from development kits that assist users to integrate GNSS into their product design to differential, multi-frequency, and, increasingly, multi-constellation boards.

    In the following pages, six GNSS OEM manufacturers address these questions:

    • How do you define OEM?
    • What distinguishes your latest generation of OEM receiver boards from previous ones?
    • What are the markets for your GNSS OEM receiver boards? Which ones are growing the most?

    Additionally, each one showcases a product.


    JAVAD GNSS Ready for Lift-Off

    JAVAD GNSS has been transitioning to a new position in the market since the passing in May 2020 of its founder, president and CEO Javad Ashjaee, a giant of the GNSS industry. For several decades, the company eschewed mass production for such markets as the automobile industry and cellular phones, choosing instead to focus primarily on high-accuracy surveying applications.

    “Our founder really loved the surveying market, created a lot of technology, and drove the rest of the industry through the evolutionary process to where it is today,” said Tom Hunter, the company’s chief sales officer. “You can see a little bit of JAVAD GNSS in just about any GNSS-based land survey product on the market today.”

    At the heart of each of JAVAD GNSS’ OEM boards is a proprietary ASIC. The boards it sells are the same ones it uses in its own reference stations, land survey products and marine systems, Hunter said. Aerospace is a key focus, an industry that requires very high accuracy, precision and reliability despite operating in environments of extreme shock, vibration, acceleration and temperatures.

    Photo: Javad GNSS
    Photo: Javad GNSS

    “Our successes have been in working with many of the companies that build these very large launch vehicles used to carry heavy payloads into orbit,” Hunter said. “Our customers are companies such as Orbital, Northrop Grumman and SpaceX.” Those heavy-duty launch vehicles, he pointed out, must also follow a pre-described flight path. “You don’t want to start another world war because another country sees something heading its way.”

    Tracing All Components. JAVAD GNSS’ boards “have complete component traceability,” Hunter said. The company does not buy any of its components from brokers. “We have to buy either directly from the manufacturer or from the manufacturers’ designated distributor, and it has full part traceability in our own factory in San Jose, California.” Should a component ever fail, the company could quickly trace when and where it was made. “That’s very important when we’re dealing with customers such as NASA, the Air Force or Boeing, because the safety of flight depends upon the performance and the quality of the product.”

    The company will soon supply a receiver that will spend about four and a half to five years in orbit on a cluster of small low-Earth-orbit satellites, Hunter said. (See “JAVAD Board Guides ESA Vega Mission” below.)

    To make sure none of its products are exported illegally from the United States, JAVAD GNSS also traces where each one ends up. “We know where every one of those boards is.”

    JAVAD GNSS must guarantee its aerospace customers, which have invested millions of dollars in designing their systems, that each model of its devices will remain exactly the same. Hence, it bought from some manufacturers their entire inventory of certain components, in case they discontinued making them, and certifies each

    JAVAD GNSS’ products are more expensive than those from other manufacturers because they are better, Hunter claimed. “We use really high-performance, temperature-compensated oscillators in our boards to make sure we have precise timing. We use a custom ASIC that we designed and built. Our receivers have 864 channels, so they can receive just about anything broadcast in the L-band.” The company constantly upgrades its devices to match modernization of the signal structures.

    “I can remember when the rest of the industry was saying, ‘You have a 12-channel GPS receiver? You’re nuts! I mean, who uses that much information?’,” Hunter recalled. “Today, we’re using every signal that comes out of GPS, whether it be L1, L2, L5, L1C, and the same thing with all of the GNSS constellations.” For example, when Japan will begin to broadcast its new QZSS signal soon, “we’re ready not only to find it, but to track it, decode it, and utilize it for position and timing solutions.” Anti-jamming and in-band interference rejection are standard in JAVAD GNSS’ products, while those from other manufacturers require external filtering or different types of antennas, Hunter pointed out.


    New Leaders and Markets

    After Javad Ashjaee — JAVAD GNSS’ founder, president and CEO — died in May 2020, Tom Hunter, who co-founded Ashtech with Ashjaee in 1987, returned to the company after a five-year retirement.

    “He left the company with an awful lot of technology, a lot of patents, and a lot of people who knew how to design and build products, not only for today, but for the future,” Hunter explained. “They needed some guidance.”

    So, in January, Nedda Ashjaee — Javad Ashjaee’s daughter and his close collaborator for the previous 25 years — and the board of directors asked Hunter to rejoin the company. “They said that they wanted me to help them make sure that we can be on a path where we can use our core technologies and enter into new market segments and new marketplaces.”

    Hunter added, “We made some changes to how we introduce surveying products into the marketplace.” The company no longer sells its products directly to end users. Rather, it goes through a new process and channel for getting products into the marketplace. It also brought on board a new chief technology officer this summer who will be driving engineering efforts. “We are becoming market driven. And to do that we needed to expand our marketing, sales and engineering capabilities. We are changing every aspect of the company,” Hunter said.

    JAVAD GNSS actually consists of two companies in San Jose: JAVAD GNSS, which designs, markets and sells products, and JAVAD GNSS EMS, which manufactures them. It also has a presence in Moscow — the company hired many engineers following the collapse of the Soviet Union, many of whom had worked on GLONASS. “Javad looked at that as an opportunity to hire them and use them to develop a multiple constellation receiver,” Hunter recalled. However, as a subcontractor for U.S. government projects, it is much easier for JAVAD GNSS to operate on U.S. soil with engineers who are U.S. citizens. “We’re expanding our San Jose operation to include on-site engineering development, not only in RF, but also in digital signal-processing software.” The company will continue to receive schematics from its Russian subsidiary. “Instead of exporting technology, we’re importing it.”

    JAVAD GNSS is now moving into markets that did not interest Javad Ashjaee. It recently launched new products in the machine control, marine navigation and accurate heading markets, as well as the agricultural and construction markets, with integrated sensors that can be readily installed on various machines. Other GNSS manufacturers have been producing such devices for decades, Hunter acknowledges. However, he adds, “ours will be able to use multiple sources not only for satellite- and terrestrial-based corrections, but a combination of those.”


    A JAVAD OEM GNSS board is at the heart of the navigation system of the Vega space vehicle developed by the European Space Agency to launch small satellites into low Earth orbit. It provides great flexibility of mission at an affordable cost and represents the European solution for space accessibility. (Photo: Avio, Italy)
    A JAVAD OEM GNSS board is at the heart of the navigation system of the Vega space vehicle developed by the European Space Agency to launch small satellites into low Earth orbit. It provides great flexibility of mission at an affordable cost and represents the European solution for space accessibility. (Photo: Avio, Italy)

    JAVAD Board Guides ESA Vega Mission

    A JAVAD OEM GNSS board is at the heart of the navigation system of the Vega space vehicle developed by the European Space Agency (ESA). ESA developed Vega to launch small satellites into low Earth orbit. It provides great flexibility of mission at an affordable cost and represents the European solution for space accessibility.

    The JAVAD OEM GNSS board is embedded in the gle/RGU/G2T/HDA/MB1 for space missions. (Photo: GreenLake Engineering)
    The JAVAD OEM GNSS board is embedded in the gle/RGU/G2T/HDA/MB1 for space missions. (Photo: GreenLake Engineering)

    The JAVAD OEM GNSS board is embedded in the gle/RGU/G2T/HDA/MB1 — a cost-effective, high-performance, compact and rugged GNSS receiver specifically designed and environmentally qualified. Installed on the upper stage of the VEGA launcher, it allows accurate trajectory verification during the entire flight mission. 

    ESA’s initial request was for a GNSS unit built with commercial off-the-shelf components, thus maintaining low costs, but which could still operate in the extreme vibration and shock conditions typical of a space launcher. After an initial feasibility analysis, GreenLake Engineering — a subsidiary of Instrumentation Devices — developed the unit mechanically and electronically to satisfy ESA technical specifications. Its biggest challenge was to pass ESA’s extensive qualification and quality process.

    For many years, Instrumentation Devices (based in Como, Italy) and JAVAD GNSS have been partners. Instrumentation Devices sub-contracted for the Vega project with Avio (based in Colleferro, near Rome), which is the prime contractor with ESA. Avio is an international group that designs and produces space launchers and both liquid and solid propulsion systems for space transportation. 

    ESA supervised the project and is responsible for all activities relating to flight safety and qualification of the equipment installed on board. JAVAD GNSS supported GreenLake Engineering with the integration and low-level configuration of the OEM board for this challenging application.


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

    GNSS Makers Share Insights 

    OEMs Discuss Their Boards, Markets and Company Growth 

    headshots

    Five prominent GNSS original equipment manufacturers discuss their current products and future markets.

    How do you define OEM?

    While all six manufacturers agree on the general definition of OEM given above, they focus on different aspects. OEM customers of JAVAD GNSS “require reliable, accurate and stable high precision measurements for positioning and timing,” Hunter said.

    The performance of OEM products from Hexagon | NovAtel reflects on its customers and itself, Gerein said. “Our OEM receiver cards are selected, valued and relied upon as the core positioning elements in many applications across vertical markets. We offer full rebranding options with custom logos, colors and industrial designs to seamlessly integrate our technology into their offerings.”

    At Trimble, OEM customers “combine Trimble’s GNSS technology with their domain expertise to deliver solutions to the end customer,” Norse said.

    For Hemisphere GNSS, OEM clients can range “from a tinker/maker hobbyist working with GNSS, to a large multinational organization designing navigation solutions for global clients,” Burnell said, but the company looks at all of them “in the same light.” Additionally, “Some OEM clients have all the tools they need already built into the Hemisphere products, while others come to us looking for advanced or custom features to help set their products apart in the market.”

    Septentrio has a worldwide support team that assists its OEM clients “in all the stages of their integration process, from validation to product release,” Freulon said.

    What distinguishes your latest generation of OEM receiver boards from previous ones?

    Septentrio’s most recent OEM receiver boards integrate the latest Septentrio GNSS and INS technology and algorithms. AsteRx-m3 OEM receiver boards use all GNSS constellations, can track all available satellites, and can be used as a base station to deliver RTK corrections or as a rover with a single or dual antenna.

    Improvements include lower power consumption, increased security with secure boot, and greater resilience with anti-jamming and anti-spoofing. Its new receiver boards, Freulon said, “are backward compatible with extended capabilities of the latest GNSS signals and several variants of the inertial navigation system.” Upcoming software releases will include Galileo’s free High Accuracy Service (HAS) as well as OSNMA, the latest anti-spoofing mechanism.

    Trimble’s latest generation of OEM GNSS boards are based on Trimble Maxwell 7 technology, which features the company’s seventh-generation baseband GNSS ASIC (application-specific integrated circuit). Trimble designed the Maxwell family of products to maximize the quality of observables derived from available signals transmitted from all GNSS constellations as well as satellite-based augmentation systems, Norse explained. This results in stronger signals, greater availability, reduced power consumption, advanced multipath mitigation and protection against spoofing.

    The boards also run Trimble’s ProPoint positioning engine, which improves performance in challenging environments such as tunnels, urban canyons and tree canopies and provides continuous RTK using a base station or Trimble RTX correction services delivered via cellular or satellite connections.

    JAVAD GNSS’ latest OEM products are “more cost effective” and integrate an IMU with an 874-channel multi-GNSS band module with up to 200Hz positioning and data output. “All are still proudly made in the United States,” Hunter said.

    NovAtel’s OEM7 receiver boards feature added options for interference robustness and situational awareness “to help protect the user’s GNSS signals from an increasingly crowded RF spectrum and growing jamming and spoofing threats,” Gerein said. The company enhanced the sensor fusion capabilities with SPAN GNSS+INS technology, enabling a deeply coupled integration with IMUs that strengthens positioning through GNSS interruptions and allows the rapid reacquisition of signals post-outages. The boards are compatible with PPP TerraStar Correction Services “for precise positioning anywhere in the world.”

    Hemisphere GNSS’ Phantom and Vega series of OEM board products can track all L-band GNSS signals, enabling the company’s OEM clients to upgrade the capabilities of their integrations and “tap into the performance of multi-GNSS, multi-frequency RTK and Atlas PPP solutions,” Burnell said.

    The boards consume less power than the previous generation and introduce Hemisphere’s Cygnus automatic interference mitigation technology, which monitors the GNSS signal bands for interference and automatically deploys filters “with no need for integrators or users to understand signal theory,” Burnell explained. Cygnus, which turns off the filters when the interference fades away, is “automatic interference mitigation for the masses.”

    What are your markets for your GNSS OEM receiver boards? Which ones are growing the most?

    NovAtel said its receiver cards are highly configurable and integrate easily across a wide range of markets, including survey, mobile mapping, agriculture, defense, marine and autonomous platforms for both on- and off-road applications.
    In particular, the company’s OEM7 cards “uniquely support the defense market and their requirements for increased protection against jamming and spoofing in mission-critical applications.” The cards also “meet the positioning availability and increasingly rigid product quality standards required in agriculture, automotive and autonomous system markets.”

    Trimble lists precision agriculture, construction, mining, forestry, autonomous vehicles, port automation, distribution centers and mobile mapping among the uses of its GNSS OEM receiver boards. “We are seeing growth in markets where reliable, robust and high-precision positioning is required for a solution such as autonomous platforms,” Norse said.

    Septentrio reports growing demand for its mosaic GNSS modules “due to their small footprint and impressive performance.” OEM boards, Freulon said, “remain very popular for applications where a quick integration is needed or where ultimate performance is expected.”

    However, the most important markets for its OEM boards remain “UAV, together with industrial-grade automations in agriculture, construction or logistics.”

    Septentrio sees an increase in “the number of positioning and mapping systems that require the ultimate performance of our receivers, especially when combined with other sensors,” Freulon said. In particular, he cites the performance of its single- and dual-antenna AsteRx-m3 receiver boards and of the AsteRx3i INS boards, which “provide a solution which combines industrial-grade IMU and GNSS all on a single OEM board, greatly simplifying the integration process in systems where both positioning and orientation are needed.”

    Hemisphere GNSS, which has a significant OEM presence in the agriculture, marine, survey and GIS markets, reports seeing growth in several markets. “We have seen significant growth in all aspects of autonomous integrations, from ground vehicles for on-road or off-road, to in-flight applications with UAVs, to maritime applications focusing on dynamic positioning in both nearshore and offshore environments,” Burnell said. “There is a recognition that using precision navigation equipment benefits everyone and protects our environment through efficiencies of operation, either in resource management or by improved operational capacity.”

    JAVAD GNSS lists maritime positioning and docking, timing, launch vehicle positioning and range safety, autonomous vehicle testing, in orbit positioning and drone guidance among the markets for its OEM receiver boards, with space-related applications the fastest growing market.

    OEM7700. (Photo: Hemisphere GNSS)
    OEM7700. (Photo: Hemisphere GNSS)

    Briefly describe one of your GNSS OEM receiver boards.

    The OEM7700 receiver card from NovAtel is used in agricultural auto-steering applications. “The OEM7700 can receive all GNSS constellations across all frequencies, enabling a highly available position,” Gerein said. “When combined with TerraStar corrections and our SPAN GNSS+INS technology for sensor fusion applications, the OEM7700 ensures highly precise positioning scalable from meter- to centimeter-level accuracy.”

    OEM7700 receiver boards help the company’s agriculture customers “solve the positioning challenge of repeatable pass-to-pass accuracy for auto-steering,” Gerein said. Plus, the card meets their strict environmental requirements for agriculture vehicles.

    Photo: iXblue
    Photo: iXblue

    Septentrio’s OEM client iXblue uses the company’s AsteRx OEM boards inside its Atlans A7 positioning and orientation system. “Atlans A7 was developed in close cooperation with Septentrio and is designed to provide continuous and accurate positioning in urban environments,” Freulon said.

    Atlans A7 combines iXblue’s inertial navigation system (INS), which is based on a fiber-optic gyroscope (FOG), with Septentrio’s multi-frequency GNSS receiver technologies. To develop this INS-GNSS mobile mapping solution, experts from iXblue and Septentrio worked closely with the aim to develop a smart coupling method that combines the advantages of the two companies’ technologies. The same smart coupling technique is also applied in the post-processing software for an optimal result. The main advantage of Atlans A7 is to maintain a high heading precision in any circumstance, which “allows precise georeferencing for both land and air applications and drastically limits the drift during GNSS outages,” Freulon said.

    Photo: Trimble
    AX940. (Photo: Trimble)

    At Trimble, Norse cites the case of an agribusiness company that wanted to make its robotic tractors able to drive autonomously, requiring centimeter-level positioning and orientation at high update rates in challenging environments. The company chose the Trimble AX940i because of its “combination of GNSS and inertial technology in an easy-to-install smart antenna.” The Trimble ProPoint engine tightly couples the onboard IMU sensor data with the GNSS observations to provide up to 100-Hz outputs utilizing the NMEA-2000 standard or other interfaces. Additionally, Trimble VRS Now service provides instant access to RTK corrections and an operator can use the built-in Wi-Fi to configure and monitor the receiver from nearby.

    The HydroBoard II flotation platform contains the RiverSurveyor M9 acoustic device, which measures the flow rates of rivers, streams and irrigation canals. (Image: Hemisphere GNSS)
    The HydroBoard II flotation platform contains the RiverSurveyor M9 acoustic device, which measures the flow rates of rivers, streams and irrigation canals. (Image: Hemisphere GNSS)

    Hemisphere GNSS’ Phantom 34 RTK receiver and antenna is employed by SonTek in its RiverSurveyor M9 product used by water districts and the U.S. Geological Survey to help monitor and manage water resources. The M9 is one in a series of SonTek products focused on determining flow rates for rivers, streams and irrigation canals. It consists of a small flotation platform with an acoustic doppler current profiler that measures the flow rate of the water column underneath it, a data telemetry system, and the Phantom 34 RTK to pinpoint the data collected.

    The platform is floated from shore to shore across a channel using a tether, measuring along the way. “Using RTK simplifies collecting measurements as the survey will have continuous velocity profile measurements the entire way across the waterway,” Burnell said.

  • Trimble and Microsoft partner on industry cloud for construction

    Trimble and Microsoft partner on industry cloud for construction

    Companies to develop an industry cloud to enable construction organizations to harness digital construction data across the project lifecycle

    Trimble and Microsoft have entered a strategic partnership to advance technology adoption and accelerate the digital transformation of the construction, agriculture and transportation industries.

    By leveraging the Microsoft cloud, Trimble and Microsoft will collaborate to develop, build and deliver industry cloud platforms and solutions that connect people, technology, tasks, data, processes and industry lifecycles. The collaboration represents a significant milestone to advance Trimble’s Connect and Scale 2025 strategy, which centers on building cloud platforms.

    Initially, Trimble and Microsoft will focus on building the Trimble Construction Cloud powered by Microsoft Azure.

    Image: Trimble
    Image: Trimble

    The construction process is fragmented, which can result in lost productivity, rework and a lack of transparency. According to a McKinsey & Company article*, the construction industry is lagging with only 1 percent productivity growth over the last 20 years — significantly lower than the 2.8 percent for the total economy.

    Digitization of products and processes is expected to drive change in the industry. The ability to link technologies, tasks, processes and multiple stakeholders — general contractors, subcontractors, designers, engineers and owners — across the construction project workflow can transform and significantly improve productivity, quality, safety, transparency and sustainability, according to Trimble.

    The partnership expands Trimble and Microsoft’s existing relationship to combine the Microsoft cloud with Trimble’s construction solutions and industry domain knowledge. Trimble’s construction solutions include on-machine and field technology, modeling and collaboration software, project and resource management, and all underlying analytics.

    The Trimble Construction Cloud, expected in 2022, will be fully enabled for 3D constructible models that will reduce risks, drive speed and increase efficiency and accuracy across the construction project lifecycle, including designing, building and operations.

    The companies will also partner on go-to-market strategies and solutions to enable continued support of infrastructure investment cycles, and be used for large-scale projects, on which multiple stakeholders work in parallel to deliver connected construction projects.


    * McKinsey & Company
    The next normal in construction: How disruption is reshaping the world’s largest ecosystem

  • Launchpad: OEM, Surveying & Mapping, UAV, and Transportation

    Launchpad: OEM, Surveying & Mapping, UAV, and Transportation

    A roundup of recent products in the GNSS and inertial positioning industry from the July 2021 issue of GPS World magazine.


    OEM

    GNSS/INS Sensors

    Photo: Septentrio
    Photo: Septentrio

    Five receivers in new product line

    The AsteRx-i3 product family provides an array of next-generation receivers, from plug-and-play navigation solutions to feature-rich receivers with raw measurement access. Included are OEM boards and ruggedized receivers enclosed in a waterproof IP68 housing. The Pro receivers offer high accuracy positioning with 3D orientation and dead-reckoning for plug-and-play integrations. Pro+ receivers provide integrated positioning and orientation along with raw measurements, in single- or dual-antenna configurations, suitable for applications with sensor fusion. One of the receivers offers an off-board inertial measurement unit (IMU), which can be mounted exactly at the alignment point of interest.

    Septentrio, septentrio.com

    Timing Module

    Photo: Trimble
    Photo: Trimble

    Designed for 5G networks

    The RES 720 GNSS dual-frequency embedded timing module provides next-generation networks with 5-nanosecond accuracy. It uses L1 and L5 GNSS signals to provide superior protection to jamming and spoofing, mitigates multipath in harsh environments, and adds security features to make it suitable for resilient networks. At 19 x 19 millimeters, the RES 720 is suitable for 5G Open Radio Access Networks (RAN)/XHaul, smart grids, data centers, industrial automation and satellite communication networks, as well as calibration services and perimeter monitoring applications.

    Trimble, trimble.com

    Rugged IMUs

    Photo: Honeywell
    Photo: Honeywell

    Ready for commercial, defense

    The new HG1125 and HG1126 IMUs are low-cost inertial measurement units that serve both commercial and military applications. They use sensors based on micro-electromechanical systems (MEMS) technology to precisely measure motion. They can survive shocks up to 40,000 G-force. The HG1125 and HG1126 can be used for a variety of defense and commercial applications, such as tactical military needs, drilling, unmanned aerial vehicles or navigation systems for general aviation aircraft.

    Honeywell, honeywell.com

    Replacement IMU

    Photo: Emcore
    Photo: Emcore

    Plug-compatible with HG1700-AG58

    The SDI170 quartz MEMS tactical-grade IMU is designed as a form-, fit- and function-compatible replacement for the HG1700-AG58 ring-laser gyroscope (RLG) IMU, but with superior overall performance, versatility and a significantly higher mean time between failures (MTBF) rating over ruggedized environments. The SDI170 IMU delivers highly linear accelerometer performance and longer life compared to the HG1700 IMU.

    Emcore, emcore.com

    Grandmaster Clock

    Photo: Adva
    Photo: Adva

    Timing for edge deployments

    The OSA 5405-MB is a compact outdoor precision time protocol (PTP) grandmaster clock with a multi-band GNSS receiver and an integrated antenna. It ensures timing accuracy by eliminating the impact of ionospheric delay variation, enabling communication service providers and enterprises to deliver the nanosecond precision needed for 5G fronthaul and other time-sensitive applications. A multi-constellation GNSS receiver and antenna enable the OSA 5405-MB to meet PRTC-B accuracy requirements (+/–40 nanoseconds) even in challenging conditions. It receives GNSS signals in two frequency bands, using the differences between them to calculate and compensate for ionospheric delay variation. The OSA 5405-MB is resilient against jamming and spoofing, considered critical for 5G synchronization. It can work with up to four GNSS constellations concurrently (GPS, Galileo, GLONASS and BeiDou).

    Adva, adva.com


    SURVEYING & MAPPING

    Android Tablet

    Photo: Panasonic
    Photo: Panasonic

    For field workers

    The Toughbook S1 is a fully rugged 7-inch Android tablet for capturing and accessing critical information in the field. GPS and LTE come optionally. The tablet is supported by Productivity+, a comprehensive Android ecosystem that enables customers to develop, deploy and sustain the Android OS environment in the enterprise. The Toughbook S1 tablet’s compact, rugged and lightweight body is made for portability and reliability for field workers. It has a 14-hour battery life and warm swap battery. Features include a sleek outdoor-readable anti-reflection screen, patented rain mode and multi-touch performance whether using a stylus, finger or glove.

    Panasonic, toughbook.com

    AG Receivers

    Photo: Topcon Agriculture
    Photo: Topcon Agriculture

    Combine steering and networks

    The AGS-2 and AGM-1 are manual guidance and autosteering receivers. Location data enable crop optimization, including soil preparation, seeding, crop care and harvesting. Designed to suit virtually any agricultural machine type, make and model, the AGS-2 receiver and steering controller combines steering with network reception and tracking. It comes standard with DGNSS correction services and is upgradeable using NTRIP and an optional RTK radio in the Topcon CL-55 cloud connectivity device. The AGM-1 is offered as an economical entry-level manual-guidance receiver.

    Topcon Agriculture, topconpositioning.com

    Rugged Tablet

    Photo: Trimble
    Photo: Trimble

    Provides fast data processing for construction and surveying

    The Trimble T100 high-performance tablet is suitable for both experienced and novice users. It is optimized for Trimble Siteworks Software and supporting office applications such as Trimble Business Center. Its accessories are designed to complement user workflows, enabling users to complete quality assurance and quality control before leaving the field. The tablet is designed to be flexible and usable in a variety of configurations and job sites. It is engineered to be ergonomic and portable on and off the pole. Features include a 10-inch (25.4 cm) sunlight-readable touchscreen display, a directional keypad with programmable function keys and a 92-Wh internal battery.

    Trimble, trimble.com

    GIS Software

    Photo: Golden Software
    Photo: Golden Software

    Scientific modeling package

    Surfer has new gridding, contouring and surface mapping software to make it easier for users to visualize, display and analyze complex 3D data. Surfer enables users to model data sets, apply an array of advanced analytics tools, and graphically communicate the results. The scientific modeling package is used in oil and gas exploration, environmental consulting, mining, engineering and geospatial projects. Enhancements have been made to 3D Base Maps, Contour Volume/Area Calculation, 3D PDF Exporting Options and automated features for creation of scripts and workflows.

    Golden Software, goldensoftware.com

    Cloud Resource

    Photo: Catalyst
    Photo: Catalyst

    Provides geospatial insights

    A Catalyst-AWS collaboration delivers actionable geoscience analytics to users, providing satellite-based Earth observation intelligence. The data and analytics are delivered via Amazon Web Services (AWS) Cloud. Catalyst is a PCI Geomatics brand. The initial solution, available through AWS Data Exchange, is an infrastructure risk-assessment service that uses satellite data to continuously monitor millimeter-level ground displacement over a subscriber’s area of interest anywhere on Earth. Catalyst is exploring additional risk mitigation solutions and monitoring services using AWS. Having image processing science and imagery on the cloud reduces latency and costly data transfers.

    Catalyst, catalyst.earth/aws


    UAV

    GPS-Aided INS

    Photo: Inertial Labs
    Photo: Inertial Labs

    For UAV, helipcopters, and lidar surveys

    The GPS-aided INS-U is a fully integrated attitude and heading reference system (AHRS), IMU and air-data computer high-performance strapdown system that determines position, navigation and timing information for any device on which it is mounted. The INS-U uses a single antenna, multi-constellation u-blox GNSS receiver. With access to GPS, GLONASS, Galileo, QZSS and BeiDou, the INS-U can be used in a variety of GPS-enabled environments and is protected against spoofing and jamming. The INS-U has two barometers, a miniature gyro-compensated fluxgate compass, and tri-axis temperature-calibrated advanced MEMS accelerometers and gyroscopes. These high-performance sensors, along with Inertial Labs’ new on-board sensor-fusion filter, and state-of-the-art guidance and navigation algorithms, provide accurate position, velocity and orientation of the device under measurement.

    Inertial Labs, inertiallabs.com

    PPK Modules

    Photo: Emlid
    Photo: Emlid

    For CM-accurate drone mapping

    The Reach M+ and Reach M2 positioning modules for UAV mapping provide centimeter-level accuracy in real-time kinematic (RTK) and post-processed kinematic (PPK) modes, enabling precise UAV mapping with fewer ground control points. The Reach M+ single-band receiver has a baseline up to 20 kilometers in PPK. The Reach M2 is a multi-band receiver with a baseline up to 100 kilometers in PPK. Reach connects directly to a camera’s hot-shoe port and is synced with the shutter. Time and coordinates of each photo are logged with a resolution of less than a microsecond. Reach captures flash sync pulses with sub-microsecond resolution and stores them in a raw data RINEX log in the internal memory. This method allows ground control points to be used only to check accuracy.

    Emlid, emlid.com

    Drone-In-A-Box

    Photo: DroneHub
    Photo: DroneHub

    System simplifies drone inspection missions, deliveries

    The Dronehub is an automated solution that can provide undisturbed drone service 24/7 in nearly any weather condition. With the integration of IBM artificial intelligence technology, Dronehub solutions can operate and automatically provide information with little human interaction. The system includes the drone and a docking station with automatic battery replacement. It can fly for 45 minutes in +/–45° C weather, up to 35 km in winds up to 15 m/s. It can carry a payload up to 5 kg as far as 15 km. It can be used for monitoring, inspection and measurement; cargo transport and parcel deliveries; and mobile ground infrastructure; and security.

    Dronehub, dronehub.ai

    Survey Platform

    Photo: WIngrta
    Photo: Wingrta

    For construction and earthworks

    The Propeller Platform and WingtraOne drone package enable construction professionals to collect survey-grade data across the worksite consistently and accurately. To operate, surveyors place Propeller AeroPoints (smart ground-control points) on their worksite, and then fly the WingtraOne drone to collect worksite survey data. Survey images are uploaded to Propeller’s cloud-based platform, where the fully automated geotagging and photogrammetry processing is completed within 24 hours of submission on the platform. Uses include mines, road and railway projects, highways and industrial complexes. Data collection with AeroPoints and Propeller PPK can serve as a reliable, single source for survey data and progress. Teams across the entire worksite can view geographically accurate and realistic 3D site models and track, inspect and report on job progress and productivity safely and accurately.

    Propeller, propelleraero.com

    Wingtra, wingtra.com


    TRANSPORTATION

    Receiver

    Photo: SkyTraq
    Photo: SkyTraq

    Stamp-sized module provides RTK positioning and heading 

    The PX1122R is a high-performance multi-band quad-GNSS real-time kinematic (RTK) receiver featuring 1 cm + 1 ppm position accuracy and under 10-second RTK convergence. It has a 12 x 16 millimeter form factor, about the size of a postage stamp. It can be configured for a base or a rover, and supports a moving base RTK for precision heading applications. The PX1122R has a maximum quad-GNSS RTK update rate of 10 Hz, providing a quick response time and more stable performance for fast-moving precision guidance applications.

    SkyTraq, skytraq.com.tw

    Marine Compass

    Photo: Garmin
    Photo: Garmin

    GPS-based navigation tool with multi-band GNSS

    Utilizing both L1 and L5 GPS frequencies, along with multi-constellation support (GPS, Galileo, GLONASS and BeiDou), the MSC 10 marine satellite compass provides precise positioning and heading accuracy within 2 degrees. Its 10-Hz position update rate delivers detailed tracking information. It eliminates magnetic interference, which can degrade heading accuracy. The MSC 10 is easy to install and can be used as the primary position and heading sensor across multiple systems, including autopilots. If the satellite signal is lost, it will transition from GPS-based to a backup magnetometer-based heading.

    Garmin International, garmin.com

  • GNSS in the fast lane: Meeting autonomous vehicle navigation challenges

    GNSS in the fast lane: Meeting autonomous vehicle navigation challenges

    Autonomous vehicles are being tested both on open roads and in controlled environments. (Photo: Trimble)
    Autonomous vehicles are being tested both on open roads and in controlled environments. (Photo: Trimble)

    The advent of autonomous vehicles (AVs) is one of three revolutions in the automotive industry that will likely change this country as much as cars did over the last century. The other two are the conversion from internal combustion engines to electric ones and the integration of cars into digital traffic networks.

    Once mass deployed, AVs promise to dramatically reduce the number of traffic fatalities (42,000 in the United States in 2020, a National Safety Council report shows). They will never be sleepy, distracted, aggressive or drunk — nor will they engage in such inane human driving behaviors as texting while driving, playing chicken with bicyclists, or running red lights. They also promise to reduce fuel consumption, harmful emissions and traffic congestion by optimizing routes and increasing the number of people using car services instead of owning their own car.

    To realize this vision, however, cars will have to do a lot more than just find their way on their own. They will have to perform flawlessly in an unpredictable world that includes toddlers, reckless drivers, fallen trees, sinkholes, construction and accidents.


    See also Testing autonomous vehicles inside and out


    GNSS Plus Corrections

    Among the many sensors aboard an AV, the GNSS receiver has a unique role. It is the only one that can provide absolute positioning, in the form of latitude and longitude coordinates, to within a couple of decimeters anywhere on Earth. As such, it is “a key enabler to a lot of the vehicles to know precisely where they are and whether it is safe to activate autonomous systems,” says Gordon Heidinger, automotive segment manager, Autonomy and Positioning division at Hexagon.

    A GNSS receiver cannot achieve the level of accuracy required for autonomous driving without robust corrections. Fifteen years ago, the state of the art was real-time kinematic (RTK) corrections. However, “the cost of that equipment exceeded the cost of a small car at that time,” recalled Steve Ruff, general manager, On-Road Autonomy Division at Trimble. “They were targeting a system cost of about $200. Today, that number is below $50, including the antenna, the GNSS positioning engine, and the software that runs on it.”

    Today, all automotive manufacturers are using a form of precise point positioning (PPP) corrections, which is a one-way broadcast, as opposed to the two-way communication between a base station and a rover required for RTK. This means that a single correction stream can serve an entire continent, Ruff pointed out. “Once a vehicle is manufactured, we will support it with our PPP corrections stream for at least 10 years, which is the typical service life of a vehicle.”


    Obstacles to Adoption

    To achieve mass-market adoption, AVs will have to overcome numerous and complex obstacles:

    • The technical difficulty of dealing with a limitless number of unanticipated challenges, such as poor visibility because of weather conditions, unpredictable human behaviors, complicated obstructions, detours and potholes
    • The need to map millions of miles of roads, develop vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications, and protect vehicle software from hackers
    • The difficulty, if not the impossibility, of handing off control to a human quickly enough to be safe when the system is unable to deal with a complex situation
    • Questions about legal responsibility and insurance liability
    • Ethical dilemmas about how to program the system to respond in emergencies
    • The development of appropriate federal and state regulations
    • Resistance from paid drivers who fear losing their jobs, including 3 million U.S. truckers, and from many other drivers, who fear losing control over their safety.

    Trimble has approached all the major car manufacturers, has several programs in development, and has received multiple positioning requests for information (RFIs), Ruff said. “In 2018, Trimble’s RTX corrections service was the first solution adopted for production use in passenger vehicles, providing absolute precise positioning for General Motors’ Super Cruise system.”

    Additionally, Trimble is working with Qualcomm and with SiriusXM, which will deliver Trimble’s RTX corrections over its satellite network, just like it does with music. “It is a good partnership because about 80% of the vehicles in North America are coming equipped with SiriusXM radio technology,” Ruff said. “The OEMs do not have to buy any additional hardware.” RTX corrections can also enter a vehicle via cellular IP, L-band satellite broadcasts and, potentially, over a V2I link.

    Hexagon has proposed a PPP solution for automotive, “mainly because we essentially have the world covered with base stations, and that is a hard thing to do,” Heidinger said. “We have been running a corrections network for a very long time.” PPP’s one-way broadcast offers better cybersecurity because the GNSS receiver does not have to disclose its position, he added.

    Swift Navigation is building a global corrections network. To make it suitable for the automotive market, the company is aiming to make its corrections service affordable and scalable. “We realized quickly that neither of the traditional RTK and PPP approaches were going to meet those requirements,” said Fergus Noble, company co-founder and CTO, “so we invested in developing a corrections service pretty much from the ground up.”

    RTK provides high accuracy and short convergence times but is typically costly to deploy because it requires a very high density of stations, Fergus explained. As a consequence, most providers do not have continuous coverage over a wide area. Conversely, while PPP is a true global solution, it is less accurate and takes a long time to converge. “That may be fine in a marine or land-surveying application, but not if you are driving through city tunnels and bridges and need it to be able to reacquire a high-accuracy position within a matter of seconds. Therefore, we took a hybrid approach, together with a lot of new IP that we developed.” The service provides coverage in all the United States and most of Europe, and is being tested in Japan, South Korea and Australia.

    Accuracy and Integrity

    A common target accuracy for lane-level positioning is 20 cm 95% of the time. That means that AVs need to know when their positioning accuracy falls beneath that threshold. “We are building into our positioning solutions an accuracy metric that is output along with the position information we are providing,” Ruff said. “[The metric] can be used by the intelligence in the system to decide whether it can rely on the GNSS solution or needs to switch to one of the other complementary technologies because GNSS accuracy is not fulfilling its lane discipline.”

    Heidinger noted the importance of economies of scale when mass-producing vehicles, where cost and ease of manufacturing become factors. “We can take some of our high-end equipment and get you 2 cm of accuracy with this technology, but the price point and the feasibility of this going into mass production for automotive is not favorable,” he said. “So, we’ve taken the approach of providing a software positioning engine that can be fit onto any hardware.”

    Hexagon is developing products in partnership with STMicroelectronics, using the company’s Teseo V family of measurement engines. “ST is one of the established leaders of automotive GNSS solutions,” Heidinger said. “We take their measurements and put our positioning and corrections solution behind that to give positioning with lane-level accuracy.”

    Noble agrees on the importance of knowing the reliability of a vehicle’s GNSS-based lane accuracy. The prevailing approach, which fuses data from GNSS and other sensors, makes it acceptable for one data source to be temporarily unavailable if the system is aware of that outage, he said. “That is where you start to see Swift, and others as well, focusing on the notion of integrity.”

    An AV’s level of autonomy determines its behavior during GNSS outages. For systems with Level 2 autonomy and below, the driver must remain engaged, while Level 2+ and Level 3 systems will alert the driver to retake control when needed. If a driver of a Level 2+ or higher system fails to reengage, the AV’s reaction depends on the system and manufacturer.

    “When we start to see Level 3 or above self-driving systems come onto the market, they will require that the GNSS component has an ISO 26262 safety certification,” Ruff said. “Many companies, including Trimble, are going through, or have gone through, the process of safety-certifying their offerings. As part of the AV system’s safety architecture, they will build in the capability to safely curb the vehicle if the system detects a malfunction or a spoof or some other type of problem.”


    Automation Levels

    In 2014, the international Society of Automotive Engineers released a standard, adopted in 2016 by the U.S. National Highway Traffic Safety Administration, that classifies cars in six levels, ranging from Level 0 (no automation) to Level 5 (full automation, meaning vehicles that can handle the full spectrum of road and traffic scenarios without any assistance from the driver). While many production models already incorporate various forms of Level 1 driver assistance, no current production car exceeds Level 2, or partial automation, which requires the driver to monitor the vehicle’s surroundings and take over as necessary. No test vehicle has yet achieved Level 5.
    Image: GPS World
    Image: GPS World

    Other Sensors

    Beyond lane-level positional accuracy, safe driving also requires avoiding collisions with other vehicles in the same lane or straying into it. Cameras, lidar and radar will detect other vehicles as well as fixed infrastructure and random obstacles, measure their distance, and monitor their movement.

    While lidar scanners are better than cameras as detecting sharp-edged features, such as curbs, cameras are better at detecting and interpreting visual cues, such as road signs and the location and curvature of lane markers. In bad weather, radar is essential, because radio waves, unlike light waves, can penetrate rain, snow, fog and even dust, enabling radar to “see” where cameras and lidar cannot. However, radar sensors cannot see much detail, and cameras do not perform well in conditions with low light or glare.

    Besides providing data about a vehicle’s trajectory, inertial navigation systems (INS) also measure its attitude (roll, pitch and yaw), enabling the software to better correlate and interpret data from the other sensors.

    For example, when a car brakes sharply, its front end goes down; any forward-facing sensors measure distances to points closer to the car than they did a moment earlier, when its chassis was parallel to the street surface.

    INS can also detect unsafe conditions, such as excessive slip angle, which is the angle between the direction of the rolling wheels and the vehicle’s true heading. A slip angle as small as 0.5 degrees can trigger skidding, spins or rollover, especially in the case of SUVs and tall trucks. Wheel-speed sensors also help verify the vehicle’s movement.

    “All these technologies have their limitations,” Ruff said. “However, if you design the system, including all these technologies, then you can come up with a robust, safe combination that will enable autonomous driving.”

    In addition to helping to avoid collisions, these other sensors provide relative positioning by comparing the images they acquire with highly precise maps to help locate the vehicle, especially in urban environments, which are well mapped and rich in recognizable landmarks.

    Imagine an AV moving through different environments. It might travel from a city with urban canyons that degrade GNSS navigation, yet with landmarks that help relative positioning, to a rural environment devoid of both. The AVs’ algorithms must constantly weigh how much to rely on the different sensors. “Many of the OEMs and car companies are seeing that even rain mist on a highway is very bad for lidar and cameras, because it creates a big blur, but that is where GNSS will perform really well because it is open sky,” Heidinger said. “So, the two types of sensor systems complement each other very well.”

    “Odometry sensors, such as a wheel-speed sensors, minimize any potential drift and add robustness to data that may have a GNSS outage of greater than 5 seconds, such as longer tunnels,” said Wesley Hulshof, principal engineer – ADAS Testing at Racelogic.

    Photo: Racelogic
    Photo: Racelogic

    Noble sees a split in the industry. Companies such as Waymo and Cruise are pursuing Level 5 autonomy and are “heavy users of lidar” as well as other sensors. Companies such as Swift are focusing on Level 2 and Level 3 series production vehicles. “If you are making a mass manufactured vehicle for the production market, it rules out using a lidar sensor,” Noble said. “It is just too costly and complex right now to use. So, typically, if you look at the systems that are out on the market today, such as a Tesla Autopilot or a GM Super Cruise, they are very reliant on the camera as the primary sensor. Obviously, also inertial and some use of radar.”

    Maps and Communications

    While accurate and up-to-date maps have an important role to play in making autonomous driving possible, the more detailed maps are, the more the world they describe is constantly changing.

    Meanwhile, the sensors keep improving and dropping in price, making maps less important. In the end, AVs — like human drivers — will probably rely much more on their ability to “see” and analyze their environment moment-to-moment.

    Also like their human counterparts, they will gain experience. Unlike human drivers, however,  AVs will be able to instantly share their experience with every other vehicle in their area via vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications.

    V2V communications will enhance safety by informing AVs of the trajectories of nearby vehicles. If a vehicle is speeding toward an intersection and not slowing for a red light, it will be communicating its position and trajectory to other cars over a V2V link, Ruff explained.

    “Then your car can make the intelligent decision to pump the brakes and avoid that collision. The same positioning stack that operates as part of the AV stack can also be used to support V2V-type applications, and the position of the vehicle will be much better than what the current V2V spec states.”

    Different Approaches

    Each GNSS manufacturer is taking a different approach to AV positioning.

    The worlds of traditional automotive positioning and the products on which NovAtel has historically focused are coming together, Heidinger said. “The autonomous technology is demanding it and pushing for higher performance and safety-of-life functionality. Hexagon is bringing high-performance positioning solutions to the automotive industry in a manner that accepts automotive manufacturability, quality and efficiency.”

    The company has also joined the 5G Automotive Association (5GAA), a large consortium developing AV solutions. “There are probably 100 companies in the industry coming together and helping to develop that vehicle-to-network communications solution, including telecom partners and automotive partners, and we are providing the GNSS expertise,” Heidinger said. “To meet the high-volume production-intent applications, including automotive quality, we recently developed a receiver based off the ST Teseo V family of measurement engines. We have an ST Teseo V set of chips on the PIM 222A product that launched in May geared exactly toward the automotive market.”

    By contrast, Trimble is not focused on providing GNSS receivers or other hardware. “We allow the Tier 1 automotive manufacturers to architect the system using the components that they have selected from their preferred suppliers,” Ruff said. “We tailor our positioning solution to work with their architecture. So, we are agnostic as to the selection of the GNSS receiver, the IMU, the operating system running on the host system, and the host processor that runs the software. We can adapt our stack to run on virtually any system, using measurements from any GNSS source that meets our API requirements.”

    For Swift, its “vision from day one has been to bring this type of precise positioning technology to mass market applications, such as automotive, which is a big focus for us,” Noble said. “That includes autonomy, but also ADAS, HD navigation and V2X. We do not want to be a hardware supplier in the automotive supply chain. Our boards are focused on professional and industrial markets.”

    Swift’s automotive software, called Starling, runs on the vehicle’s computer. To generate a precise position, it ingests raw sensor data, as well as corrections data from the company’s Skylark network. “We focus on providing a precise-positioning stack that layers on top of any of this current generation of low-cost, automotive-grade receiver hardware from companies like STMicroelectronics.”

    This test in London shows the value of inertial and wheel speed sensors. (Image: Racelogic)
    This test in London shows the value of inertial and wheel speed sensors. (Image: Racelogic)

    The Future

    Speculation abounds as to when AVs will enter mass production and how the transition from human to robotic drivers will take place. “There might be a ‘classics only’ lane in the future,” Heidinger said “that will be the only place where cars are allowed to be driven manually.”

    Safety-enhancing automotive devices typically start out as optional extras, then get incorporated into best-practice standards promoted by independent bodies. Eventually, they become compulsory.

    Some automakers have committed to creating their own AVs, while others are intent on creating a turnkey solution to transform conventional cars into driverless models. However, the initial market for AVs likely will be commercial fleets rather than individual consumers.

    “It will still take quite a few years before we see cars take over and drive themselves, because legislation, insurance and these sorts of things will have to happen along with the technological advances,” Heidinger said. “But the positioning side is becoming more defined. We are seeing things like L5, the Galileo constellation, coming in and becoming more available. There are more constellations providing more data for use in our solutions, so that is promising.”

    Swift’s Noble said, “Most of the major manufacturers working on Level 2+ and Level 3 systems are realizing that precision GNSS will be a key component of their architecture. Most of the major OEMs have signaled some level of intent to integrate this technology. Most are tracking to start the program next year,” he added.

    “We envision that in five or six years every vehicle will have a single positioning utility on board that will serve all the location-aware applications on the car — whether it is an autonomous vehicle, V2V or V2I,” Ruff said. “It will meet the most stringent accuracy requirements from all the applications and serve navigation, telematics, security, V2X and AV/ADAS applications.”

  • Trimble introduces VRS Now Correction Services to Norway

    Trimble introduces VRS Now Correction Services to Norway

    Trimble has expanded its VRS Now correction services across mainland Norway for a total European footprint of 2.5 million square kilometers.

    Logo: TrimbleTrimble has expanded its VRS Now correction services across mainland Norway and most outer islands.

    As part of an ongoing global correction service strategy, the company is adding more than 400,000 square kilometers (156,000 square miles) to its European footprint, which now totals 2.5 million square kilometers (975,000 square miles).

    VRS Now delivers reliable, easily accessible, centimeter-level accuracy that is ideal for professionals in the surveying, GIS and mapping, construction and agriculture industries, as well as many emerging autonomy applications in the automotive and robotics industries.

    The subscription service is brand agnostic and works with most GNSS receivers. It is supported by a global team of GNSS network specialists and customer service representatives around the world, ensuring users have a consistent, reliable, high-performing service whenever they need it.

    “Launching Trimble VRS Now services to Norway significantly expands our correction services footprint across Europe, offering a robust and reliable accuracy solution to farming, construction and mapping professionals across the region,” said Lisa Wetherbee, general manager of Trimble’s Advanced Positioning Division. “Trimble solutions are helping customers optimize workflows, improve productivity and deliver operational efficiency, while increasing user safety.”