Tag: UAS

  • Topcon offers Bentley reality modeling with UAS solutions

    Topcon Positioning Group introduced Topcon ContextCapture, powered by Bentley Systems, a reality modeling software solution that will be offered with Topcon UAS (unmanned aerial systems).

    Context Capture software by Topcon.
    Context Capture software by Topcon.

    The system is designed for mapping, construction and surveying professionals to quickly turn simple photographs and or point-cloud data into true-to-life, highly detailed 3D models for use throughout a project lifecycle.

    “The offering will include Topcon ContextCapture Standard and Topcon ContextCapture Advanced,” said Charles Rihner, vice president of the Topcon GeoPositioning Solutions Group. “The standard package will be bundled with Falcon 8 and Sirius Basic/Pro and allows operators to process data from these UAS into textured 3D reality meshes, point clouds and orthophotos. ContextCapture Advanced allows users to process data from any UAS. It also includes ContextCapture Editor, which enables operators to take advantage of all project data by integrating reality meshes and point clouds, into infrastructure workflows. The result is access to a wide variety of reality modeling tools to help increase productivity.”

    The ContextCapture Advanced integration includes computer-aided design (CAD), inspection, GIS, civil engineering, and survey workflows on desktop and mobile devices, in multiple formats.

    “This represents the next step in the Topcon and Bentley collaboration to advance the concept of constructioneering — allowing users to start from a reality-captured survey context and leverage and update their digital engineering models throughout the construction process, and finally deliver the as-built infrastructure in real time,” Rihner said.

    “We are excited to bring to market this new joint offering that enables greater efficiency and productivity in the global construction market,” said Phil Christensen, Bentley vice president of reality modeling. “Our reality modeling solution for mapping, construction, and surveying professionals will enable them to quickly turn UAS imagery into engineering-ready 3D reality models that can be used immediately and updated throughout the construction lifecycle. Since we announced our constructioneering partnership last November, we see this as only one of many new integrations between Bentley and Topcon that will enable better project outcomes.”

  • Topcon offer Bentley reality modeling with UAS solutions

    Topcon offer Bentley reality modeling with UAS solutions

    Topcon Positioning Group introduces Topcon ContextCapture, powered by Bentley Systems, a reality modeling software solution that will be offered with Topcon UAS (unmanned aerial systems).

    The system is designed for mapping, construction and surveying professionals to quickly turn simple photographs and or point-cloud data into true-to-life, highly detailed 3D models for use throughout a project lifecycle.

    “The offering will include Topcon ContextCapture Standard and Topcon ContextCapture Advanced,” said Charles Rihner, vice president of the Topcon GeoPositioning Solutions Group. “The standard package will be bundled with Falcon 8 and Sirius Basic/Pro and allows operators to process data from these UAS into textured 3D reality meshes, point clouds and orthophotos. ContextCapture Advanced allows users to process data from any UAS. It also includes ContextCapture Editor, which enables operators to take advantage of all project data by integrating reality meshes and point clouds, into infrastructure workflows. The result is access to a wide variety of reality modeling tools to help increase productivity.”

    Context Capture software by Topcon.
    Context Capture software by Topcon.

    The ContextCapture Advanced integration includes computer-aided design (CAD), inspection, GIS, civil engineering, and survey workflows on desktop and mobile devices, in multiple formats.

    “This represents the next step in the Topcon and Bentley collaboration to advance the concept of constructioneering — allowing users to start from a reality-captured survey context and leverage and update their digital engineering models throughout the construction process, and finally deliver the as-built infrastructure in real time,” Rihner said.

    “We are excited to bring to market this new joint offering that enables greater efficiency and productivity in the global construction market,” said Phil Christensen, Bentley vice president of reality modeling. “Our reality modeling solution for mapping, construction, and surveying professionals will enable them to quickly turn UAS imagery into engineering-ready 3D reality models that can be used immediately and updated throughout the construction lifecycle. Since we announced our constructioneering partnership last November, we see this as only one of many new integrations between Bentley and Topcon that will enable better project outcomes.”

  • FAA and SkyPan reach agreement on unmanned aircraft enforcement cases

    The U.S. Federal Aviation Administration (FAA) has announced a comprehensive settlement agreement with aerial photography company SkyPan International of Chicago. The agreement resolves enforcement cases that alleged the company operated unmanned aircraft (UAS) in congested airspace over New York City and Chicago, and violated airspace regulations and aircraft operating rules.

    Under the terms of the agreement, SkyPan will pay a $200,000 civil penalty. The company also agrees to pay an additional $150,000 if it violates Federal Aviation Regulations in the next year, and $150,000 more if it fails to comply with the terms of the settlement agreement.

    SkyPan also agrees to work with the FAA to release three public service announcements in the next 12 months to support the FAA’s public outreach campaigns that encourage drone operators to learn and comply with UAS regulations.

    The agreement settles enforcement cases involving a $1.9 million civil penalty that the FAA proposed against SkyPan International Inc. of Chicago in October 2015. It is the largest civil penalty the agency has proposed against a UAS operator.

  • uAvionix demonstrates dime-sized ADS-B for high-traffic drone operations

    uAvionix demonstrates dime-sized ADS-B for high-traffic drone operations

    uAvionix Corporation, an unmanned aircraft system (UAS) avionics provider, has developed and is testing a tiny ADS-B transceiver for UAVs.

    Weighing less than 1 gram, a dime-sized ADS-B prototype module for drones with transmission power between 0.01-0.25 Watts could provide visibility to any aircraft equipped with ADS-B “IN” avionics from 1 to 10 miles away, and is small enough to integrate directly into professional and consumer-level drones.

    uAvionix is working with the Federal Aviation Administration (FAA) and other partners under a Cooperative Research and Development Agreement (CRADA) to test the unit, along with other uAvionix products.

    uAvionix Ping ADS-B transceiver.
    uAvionix Ping ADS-B transceiver. Photo: uAvionix 

    A recent study published in January 2017 by The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD) imagined a future of high-traffic densities of drones operating with ADS-B onboard, and then sought to understand the implications of that.

    The study suggests that there is a nominal transmission power output between 0.01 and 0.1 Watts that when coupled with limited drone traffic densities can result in a compatible operation with the system as a whole.

    “We developed this product to show the world the art of the possible,” said Paul Beard, CEO of uAvionix. “We can’t yet sell this device because the standards that were developed for ADS-B did not take into account the value of air-to-air ADS-B communications between small drones or between small drones and manned aircraft. It’s literally not legal to transmit at these low power outputs. We aim to lead the discussion and development of those standards, and will work with any regulatory body to do so.”

  • Second Drone Advisory Committee meeting to be held Jan. 31

    At its second meeting on Jan. 31 in Reno, Nevada, the Drone Advisory Committee (DAC) will continue to help the Federal Aviation Administration (FAA) prioritize its efforts to integrate unmanned aircraft systems — or drones — into the national airspace.

    FAA Administrator Michael Huerta announced the creation of the DAC as a federal advisory committee in May 2016, and the DAC first met in September 2016.

    DAC members represent a wide array of stakeholders, including unmanned aircraft manufacturers and operators, traditional aviation groups, labor organizations, radio and navigation equipment manufacturers, airport operators and state and local officials.

    The DAC’s main objective during its second meeting will be to review and potentially approve three task groups.

    • The first task group will review issues related to the roles and responsibilities of federal, state and local governments in regulating and enforcing drone laws. Many state and local governments have begun to enact a variety of laws about operating UAS in low-altitude navigable airspace.
    • The second task group will consider technological and regulatory mechanisms that would allow drone operators to gain access to the airspace beyond what the agency currently permits under the Small UAS Rule (commonly known as Part 107).
    • The DAC will also discuss the formation of a third task group, which will consider ways to fund the expanded provision of services needed to support UAS integration.

    DAC meetings are free and open to the public. More information can be found in the Federal Register Notice (PDF).

  • Insitu ScanEagle completes maritime search at Unmanned Warrior

    Insitu ScanEagle completes maritime search at Unmanned Warrior

    At the Royal Navy’s Unmanned Warrior demonstration, Insitu showcased its newest wide-area maritime surface search and identification technology for representatives from the Royal Navy as well as military and industry officials from across the globe.

    During the event, held in Benbecula, Scotland, the Insitu team was tasked to perform a range of maritime missions using ScanEagle equipped with the ViDAR payload. Developed in collaboration with Australia-based Sentient Vision Systems, ViDAR is a maritime surface search with automatic target finding capability on a group two unmanned platform.

    ScanEagle with ViDAR. (PRNewsFoto/Insitu)
    ScanEagle with ViDAR. (PRNewsFoto/Insitu)

    ScanEagle flew more than 55 hours, covering an area more than twice the size of Wales (41,500 km²) and using fewer than eight gallons of fuel.

    Despite sometimes challenging weather, ScanEagle with ViDAR autonomously detected hundreds of large and small objects in sea state six conditions. These included spotting and positively identifying two mine sweepers by number, spotting smaller objects such as stationary jet skis and buoys at 5 nm and locating 28 contacts from one sortie in fewer than two hours.

    ViDAR successfully and reliably detected objects through changing environmental conditions ranging from clear sun to wind, rain, haze and fog.

    ScanEagle flew more hours than any other participating platform.

    “During one flight our team spotted a target 19 nm away before the exercise began,” said Suzanne McNamara, vice president of business development for Insitu. “ScanEagle with ViDAR is a force multiplier that will establish a new standard for global navies. We are extremely proud of the successes we achieved during Unmanned Warrior and look forward to supporting our customers with this advanced capability.”

    In May, Sentient and Insitu confirmed the signing of an exclusive global distribution agreement for the ViDAR software for unmanned systems within the small UAS weight class. ScanEagle is the first and only unmanned platform to fly this payload.

  • FAA evaluates drone detection systems near Denver airport

    This week, the Federal Aviation Administration (FAA) and the Department of Homeland Security (DHS) are conducting drone-detection research in the vicinity of Denver International Airport. The work is part of the FAA’s Pathfinder Program for UAS Detection at Airports and Critical Infrastructure.

    The work in Denver is one of six technical evaluations scheduled over an 18-month period.

    The State of Nevada and State of North Dakota UAS Test Sites conducted flight operations for the Denver evaluations. Industry partners involved in the Denver flights included CACI International, Liteye Systems and Sensofusion.

    The FAA plans to capture the data and findings from the evaluations and draft recommendations for standards. These standards will guide the selection of drone-detection systems for airports nationwide.

    Other evaluation sites include Atlantic City International Airport, JFK International Airport, Eglin Air Force Base, Helsinki Airport and Dallas-Fort Worth International Airport.

    In addition to DHS, the FAA’s federal research partners include the Department of Defense, FBI, Federal Communications Commission, Department of the Interior, Department of Energy, NASA, Department of Justice, Bureau of Prisons, U.S. Secret Service and U.S. Capitol Police.

    The House Report accompanying the Fiscal Year 2016 federal appropriations law and the FAA Extension, Safety, and Security Act of 2016 both directed the FAA to continue research into detecting unmanned aircraft in airport environments.

  • Eos introduces photogrammetry software for drone photography

    Eos Systems Inc. has introduced new photogrammetry software optimized specifically for photographs taken with drones or unmanned aerial systems (UAS).

    The new PhotoModeler UAS 2016 creates 3D models, measurements, and maps from photographs taken with ordinary cameras built-in or mounted on drones. It has numerous features for operation with drone photos, including post processing kinematics (PPK), volume objects, full geographic coordinate systems support, multispectral image support and control point assist.

    Eos Systems will be showcasing PhotoModeler UAS Oct. 31 to Nov. 2 at the Commercial UAV Expo in Las Vegas, and will offer the new software at 35 percent off the normal price Nov. 1-30.

    eos-photogrammetry-wThe new version of PhotoModeler is suited for drone photogrammetry applications, including surveying, ground contouring, surface model creation, stockpile volume measurement, mining and mine reclamation, environmental analysis, slope analysis, forensic analysis, construction and agricultural crop analysis.

    New applications for drone photogrammetry are developed monthly. Eos PhotoModeler was introduced 23 years ago and has become one of the leading photogrammetric software platforms with a wide range of users in fields such as architecture, engineering, surveying, research, manufacturing and forensics.

    PhotoModeler UAS 2016 software includes numerous features that provide higher performance in drone photogrammetry. Camera calibration is optimized for high accuracy with UASs and GPS. Post processed kinematics (PPK) makes it possible to correct a survey with GPS data after the fact for survey grade accuracy.

    Volume objects provide easy and accurate volume data for stock piles and mining operations. Full geographic coordinate system support enables users to work in their local geographic coordinate system for better compatibility. Support is provided for multispectral images including Normalized Difference Vegetation Index (NDVI) surface models and orthomosaics for precision agriculture. An intuitive interface is provided for efficiently marking ground control points.

  • NASA tests solar-powered Silent Falcon UAS for large-scale operations

    NASA tests solar-powered Silent Falcon UAS for large-scale operations

    NASA’s concept for a possible UTM system would safely manage diverse UAS operations in the airspace above buildings and below crewed aircraft operations in suburban and urban areas. (Image: NASA)
    NASA’s concept for a possible UTM system would safely manage diverse UAS operations in the airspace above buildings and below crewed aircraft operations in suburban and urban areas. (Image: NASA)

    Silent Falcon UAS Technologies participated in the NASA UTM (unmanned traffic management) project headed up by the NASA Ames Research Center, held this month in Reno, Nevada.

    NASA and the Federal Aviation Administration (FAA) are working together to identify ways to safely enable large-scale UAS operations in the low-altitude airspace. The growing number of UAS and commercial UAS applications has led to this critical project.

    The UTM flight tests took place the week of Oct. 17. Silent Falcon, along with 11 other partners in the UTM program, flew their aircraft in typical UAS scenarios.

    The tests focused on the ability to alert and inform airspace users of potential dangers and conflicting situations that go BVLOS (beyond visual line of sight) as well as within VLOS (visual line of sight). Safety is of utmost importance and visual observers will be put in place to ensure aircraft stay on their designated paths and won’t interfere with other aircraft in the area.

    Silent Falcon

    Silent Falcon is a solar electric, carbon fiber, modular small Unmanned Aircraft System (sUAS) designed for numerous commercial, public safety, military and security applications.

    Silent Falcon’s solar electric propulsion systems gives it the unique ability to stay in the air for extended periods of time — five or more hours depending on environmental conditions. It’s also what gives the Silent Falcon its ability to be virtually silent. Once the Silent Falcon reaches 100 meters, it’s effectively undetectable.

    The composite structure of the Silent Falcon provides exceptional durability while flying in all types of conditions, as well as for launch and recovery. It’s also very lightweight for ease of transport and in-air maneuverability.

    The Silent Falcon UAS prepared for launch. (Photo: Silent Falcon)
    The Silent Falcon UAS prepared for launch. (Photo: Silent Falcon)

    Using a highly sophisticated mesh network, wave relay communication system, the airborne network nodes provide seamless dissemination of voice, video and data. With an internet connection on the ground, users can provide secure and encrypted voice, video and data to anyone, anywhere in the world on a private Silent Falcon communication network.

    The large, open payload bay of the Silent Falcon has been designed with an open interface and open architecture to accommodate a wide range of sensors, cameras and payloads. This allows the Silent Falcon to perform a large variety of extended range and endurance missions.

    “We are extremely fortunate to be a part of this very important project – both in the actual flight operations, as well as the development of the UTM software,” said John Brown, Silent Falcon UAS Technologies president and CEO. “This project is extremely important to the UAS industry and is of particular interest to us as we manufacture a long-range, long-endurance fixed-wing UAS that was designed for BVLOS applications. We are grateful to NASA for including us and we look forward to further participation as the project continues to move forward.”

  • 12 miles to life: Chesapeake Bay flight shows role for UAS in emergencies

    The University of Maryland (UMD) Unmanned Aircraft Systems (UAS) Test Site, along with and Shore Regional Health, conducted on Aug. 24 the state’s first civil unmanned aerial delivery of simulated medical cargo. Engineers from UMD flew a Talon 120LE fixed-wing aircraft across the Chesapeake Bay with saline solution simulating four vials of Epinephrine to demonstrate the key role that UAS can play in emergency situations.

    First Responsders. “This is a major achievement for our test site and for the University of Maryland,” said Darryll Pines, dean of the School of Engineering. “What this flight demonstrates is the incredible potential that UAS have in assisting first responders in emergencies. As more of these aircraft enter the skies, demonstrations of their use in service to humanity will grow substantially.”

    Weighing 22 pounds at take-off, the small UAS was hand launched from the shores of Flag Ponds Nature Park in Lusby, and landed at Ragged Island Private Airport in Cambridge, flying 12 miles over 28 minutes. The flight was autonomous with man-on-the-loop with ability to intercede.

    The UAV was greeted by a security officer from Shore Regional Health who retrieved the package and transported it to the Shore Medical Center at Dorchester.

    “We wanted to simulate a situation when weather, traffic or other disaster made more traditional means of transportation impossible. UAS are faster to deploy, less weather dependent and less expensive,” said Matthew Scassero, director of the UMD UAS Test Site.

    Flight path as recorded by aircraft GPS. The loiter midway allowed confirmation of the radio monitoring/control signal handoff. Loiter will not be necessary for operational flights.(Image: UMD)
    Flight path as recorded by aircraft GPS. The loiter midway allowed confirmation of the radio monitoring/control signal handoff. Loiter will not be necessary for operational flights.(Image: UMD)

    The test also helped Shore Regional Health explore new ways of providing access to medical care to rural areas, according to William Huffner, Shore’s chief medical officer. UAS technology has the potential to bring supplies not only to medical staff, but also directly to patients in isolated areas.

    “In emergency situations, every second counts,” Scassero said. “Imagine being able to deploy insulin or another critical medication to someone in need by landing or dropping it right in their backyard.”

    Talon UAV. The Talon 120LE is made of 7075 aircraft-grade aluminum, foam and composite materials. Scassero said that the team chose a Talon 120LE because of its “payload capacity, stability and reliability.” With an endurance of greater than two hours, its modular nose payload section and wing pods, it can carry payloads up to 2.5 pounds. The aircraft flies autonomously and lands on its belly.

    Scassero said the use of UAS will be critical in future emergencies. “Using UAS for cargo will allow them to operate in tandem with manned aircraft to work together for these types of humanitarian missions and others, such as search and rescue,” he said.

    Next Steps. Following this successfull test, the test site is looking at different operational control paradigms (suc as network or satellite), health IT cueing of the system, different vehicles for various applications, and different flight environments.

    GPS ground speed. (Figure: UMD)
    GPS ground speed. (Figure: UMD)
  • Expert Opinions: New US FAA rule on UAVs

    Q: What is the single most important take-away from the new Federal Aviation Administration rule on UAVs?

     

    simon_al-rockwell-collins
    Al Simon, Marketing Manager, Navigation Products, Rockwell Collins

    A: This regulation brings some stability to industry looking to invest in UAS operations and should stimulate technology development that benefits all classes of UAS. This first step should also allow the FAA to turn their attention to the more compelling parts of the market such as Beyond Visual Line of Sight operations and integration into the non-segregated airspace like Class A and Class E.


    Mitch Narins, Principal, Strategic Synergies
    Mitch Narins, Principal, Strategic Synergies

    A: UAV proliferation and safe operation is and will be a continuing challenge. Two of the many concerns I have are: the means that state and local governments will be able to be involved in UAS operations, specifically with privacy issues, as I am sure that the FAA does not want to deal with local complaints; and the FAA’s continued acceptance of GPS/GNSS sole means for positioning, navigation, and timing information and, in the case of UAS, potentially to support command and control links.


    Eric Gakstatter Contributing Editor, GIS & UAV, Geospatial Solutions
    Eric Gakstatter
    Contributing Editor, GIS & UAV, Geospatial Solutions

    A: The new UAV FAA Part 107 rules, effective August 29, 2016, opened up the entire United States to the world of UAVs for business use. Part 107 rules significantly lower the barrier to operating UAVs for business by no longer requiring the traditional FAA pilot certificate to operate a UAV for business. The response to the new rules echo the hyper-demand for UAVs for business use. In the first 15 days, more than 5,000 people took the Part 107 test.

  • Centimeter positioning for UAVs and mass-market applications

    UAVs, precision agriculture and robotic guidance require high accuracy at low cost.

    Emerging high-volume markets call for RTK technologies previously limited to niche markets by complexity and cost. This article discusses design and implementation of a very precise RTK-based module solution while maintaining cost, size and power consumption as low as possible. Several tests under a range of signal environments benchmark the new module’s performance against existing L1 RTK products.

    Real-time kinematic (RTK) positioning has matured over the last few decades into a well-understood technology that, to date, has remained confined to high-end applications by high costs and complexity. Meanwhile, the rapid rise of robotic guidance applications has increased the need for higher accuracy for navigation purposes, fostering an ever-increasing demand for affordable and energy efficient high-precision solutions. Here we discuss the challenges associated with bringing RTK technology to mass markets.

    The main challenge for any RTK receivers is resolving carrier-phase ambiguities to their integer values. To do so, an RTK receiver needs clean carrier-phase measurements. In general, high-end RTK receivers typically rely on multi-frequency, multi-constellation solutions and complex estimation models to improve ambiguity resolution performance. However, to reduce size, complexity and power consumption, mass-market receivers typically use narrowband single frequency front-ends, which increase noise and code multipath. Furthermore, mass-market GNSS modules have much less processor and memory resources to call upon. Therefore, to fully integrate the RTK engine, mass-market receivers typically need to restrict the computational burden by optimizing complex RTK algorithms.

    Here we discuss our efforts to overcome these challenges while delivering centimeter-level positioning. Performance evaluation under challenging signal environments of a new mass-market L1 RTK module is benchmarked against an existing high-end L1 RTK product.

    Multi-Constellation Support

    A straightforward approach to improve reliability of the ambiguity resolution is to extend support to other constellations in addition to GPS. GLONASS and BeiDou have respectively reached full and initial (regional) operational status offering significant satellite availability improvements. Both systems broadcast their L1 open service signals using a frequency band that is offset with respect to that of the GPS L1 open service signals and, therefore, concurrent reception of GPS/GLONASS or GPS/BeiDou requires two distinct RF paths. Since the new L1-RTK based module can support reception of GNSS constellations using two independent RF paths, RTK support was implemented for both GLONASS and BeiDou, allowing either of these systems to be used with GPS. On the other hand, the low availability of operational Galileo satellites limits the benefits of a GPS/Galileo solution and, therefore, RTK support for Galileo was not implemented.

    GLONASS Ambiguity Resolution

    The Russian GNSS transmits L1 signals using a frequency division multiple access (FDMA) technique. While this increases the constellation’s resilience to narrowband interference, it creates two major problems for ambiguity resolution. First, GNSS pseudorange and carrier-phase measurements contain frequency dependent biases related to the receiver’s analog and digital hardware. For GPS (and other code division multiple access [CDMA]-based GNSS), all measurements share the same frequency and the biases cancel out during between-satellite differencing. However, this is not the case for GLONASS where the remaining inter-frequency biases are absorbed by the ambiguities, complicating their resolution. Second, GLONASS signal wavelengths are not common for all satellites within the L1 frequency band.

    In addition to the double-difference ambiguity, GLONASS double-difference observations also consist of the between-receiver single-difference ambiguity related to the reference satellite scaled by the wavelength difference of the two signals.

    Due to a lack of observability, the single-difference reference ambiguity cannot simply be estimated along with the double-difference ambiguity. On the other hand, merging the two ambiguity terms into a modified one results in an ambiguity that is no longer an integer and therefore cannot be fixed.

    Both issues are well understood and several methods have been proposed to circumvent them. However, it is not yet clear whether the performance benefits brought by GLONASS ambiguity fixing outweigh the computational overhead.

    BeiDou Ambiguity Resolution

    China’s GNSS currently broadcasts B1 open service signals using mixed satellite and signal types, which could complicate ambiguity resolution. The limited orbit variability of BeiDou geostationary and inclined geostationary Earth orbit satellites produces poor carrier-phase ambiguity.

    Despite this limitation, recent investigations reported very good dual- or triple-frequency GPS/BeiDou RTK performance, regardless of satellite type. Therefore our approach is to estimate BeiDou ambiguities for all satellites using appropriate weighting of the different carrier phase and pseudorange observations.

    Cycle-Slip Detection

    Single-frequency RTK inherently offers more limited measurement redundancy than its dual or even triple-frequency counterparts, making cycle-slip detection a difficult task. While a posteriori residuals checks provide a powerful mean to detect outliers, they are computationally expensive and therefore can only be used sparingly. To detect cycle slips prior to the measurement update, heuristic checks are performed on innovation sequences and complemented by systematic analysis of phase lock and C/N0 values.

    Configuration Trade-Offs

    The RTK positioning modules can concurrently receive and track up to two GNSS systems. By default, the reference receivers are configured for concurrent GPS and GLONASS reception. This can be modified to enable the combined use of GPS and BeiDou.

    To optimize the use of processor and memory resources, the number of channels has been limited to 20. This is sufficient for dual-constellation operation almost everywhere except for a limited area in Asia where the number of visible GPS and BeiDou satellites can occasionally exceed 20.

    Furthermore, the rover receiver can operate in RTK fixed or RTK float mode. In RTK fixed mode, the receiver will try to resolve ambiguities to their integer values whenever possible whereas in RTK float mode, the receiver will keep the ambiguity estimate as a floating number. The RTK fixed mode will provide the highest level of accuracy but can exhibit position jumps when transitioning from a float to a fixed solution or reliability issues when operating in degraded signal environments where multipath can lead to wrong ambiguity fixes. The RTK float mode, on the other hand, will typically provide dm-level accuracy but a much smoother trajectory.

    Static Performance Evaluation

    The static test data was collected on the roof of an office building in Singapore in April 2016. Twelve hours of data were collected by four receivers connected to a high-precision receiver forming zero-baseline for both GPS/GLONASS and GPS/BeiDou configurations. This allowed a thorough statistical evaluation of the ambiguity resolution performance for both configurations.

    Static Data Processing

    The static data sets were post-processed with a software using exactly the same algorithms as those embedded in the receivers’ firmware, allowing for direct comparison of different receiver configurations. The time-to-first ambiguity fix (TTFAF) is often used as a key indicator to assess the ambiguity resolution performance. The TTFAF differs from the time-to-first fix (TTFF) in that it only includes the time required by the ambiguity resolution algorithm to converge. To measure the TTFAF, the software is modified to perform a hot start (where position, time and ephemeris are kept) at regular intervals. This is done to increase the data set sample size and to provide a relevant statistical analysis of its reliability and rapidity.

    Static Test Results

    As expected, FIGURE 1 shows that the use of the GPS/BeiDou configuration significantly improves satellite visibility over the GPS/GLONASS configuration. The average number of navigation channels used is close to 20 when combining GPS and BeiDou whereas it remains below 16 when combining GPS with GLONASS. This produces faster TTFAF in GPS/BeiDou mode (FIGURE 2).

    Walk Performance Evaluation

    Two walk data sets were collected around Priory Park in Reigate, England on October 2015 and February 2016. Approximately one hour of data was collected each time with the equipment depicted in FIGURE 3. The antenna was mounted on a survey pole to ensure the best sky visibility possible. The radio frequency (RF) signal was then split three-way and distributed to a high-precision receiver, our rover receiver and a record and replay simulator. The RTCM correction stream was generated by a high-precision receiver connected to an antenna located on the roof of an office building and made available on a server. Using a Raspberry Pi and a 3G modem the RTCM stream was forwarded to both our receiver and the recorder. As shown in FIGURE 4, the Priory Park was selected because it provides excellent satellite visibility and is located approximately one kilometer away from the the reference station. While the open-sky test aimed at evaluating the performance of the RTK engine under ideal conditions, the tree-loop test was carried out to assess its ability to recover from moderate signal degradations. To this end, several loops were performed through the trees shown in FIGURE 5.

    [Click on an image to enlarge it.]

    Walk-Test Data Processing

    The walk-test data sets were post-processed with a software using the same algorithms as those embedded in the receiver’s firmware. For the tree-loop walk test, the default GPS/GLONASS RTK fixed (Fxd-GR) configuration was used. The reference trajectory was obtained by post-processing the raw measurements from the high-precision rover and reference receivers with NovAtel GrafNav software. As it relies on a forward/backward post-processed dual-frequency GPS/GLONASS RTK solution, the reference trajectory is expected to be reliable and cm-level accurate. It can then be used to evaluate ambiguity resolution performance and baseline accuracy. Additionally, the recorded scenarios were replayed to a high-precision receiver. This receiver has an L1 RTK engine that supports GPS, GLONASS, BeiDou and Galileo constellations and is expected to deliver 1-2 cm positions. While this receiver addresses high-end markets, it was used to benchmark the performance of our RTK solution. Since the high-precision receiver supports the BeiDou and Galileo constellations using proprietary correction messages and not RTCM multi-signal messages (MSM), this direct comparison was only done for the GPS/GLONASS configuration using RTCM RTK messages. The high-precision default configuration will hereafter be referred to as Fxd-GR. The receiver was configured to output, amongst other, the NMEA global positioning system fix data (GGA) message which contains latitude, longitude and altitude data, as well as a quality indicator that can be used to see whether the receiver has achieved an RTK fixed solution.

    Limitations of Walk-Test Setup

    To generate a reliable and robust reference trajectory, a high-end dual-frequency wideband antenna was used. The antenna has excellent inherent multipath mitigation and phase center stability which is not representative of mass-market applications where the use of affordable patch antennas is likely to result in higher code multipath and lower C/N0. However, these issues can be efficiently mitigated by the use of a ground plane and a carefully selected reference antenna site.

    Walk-Test Results

    The open-sky walk test was performed in a location with clear satellite visibility so that the number of satellites with continuous phase is close to 20 during most of the test. Continuous phase lock is defined as the amount of time during which the receiver is able to track the satellite using a phase lock loop (PLL). Any interruption in PLL tracking is likely to trigger a reset of the ambiguity estimation. As can be seen in FIGURE 2, ambiguity resolution can take up to a minute, even for zero baselines. As such, having continuous tracking for longer time intervals is required to achieve high rates of RTK fixed solutions. As can be seen in FIGURE 6, this translates into cm-level position errors. Note that the open-sky walk in Reigate started and ended in an office area with low-rise buildings. The degradations brought by these buildings can also be clearly observed in FIGURE 6.

    During the tree loop test, signal degradations caused by trees are experienced by the receiver approximately every five minutes, causing the number of satellites to drop to zero at regular intervals.

    FIGURES 7 and 8 show the resulting position error for the mass-market and high-precision RTK receivers in Fxd-GR mode. The corresponding position error statistics are summarized in TABLE 1. The statistics are computed over the entire duration of the test and therefore can include position fixes that are computed using code differential or RTK float mode. While the large position errors that sometimes occur in these modes will tend to dominate the statistics, they are deemed representative of field applications.

    Both receivers exhibit similar accuracy when they can fix ambiguities but the high-precision receiver sometimes recovers faster from signal loss-of-lock than the mass-market receiver.

    UAV Performance Evaluation

    A UAV data set of approximately half an hour was collected around a farm in Reigate, England in April 2016. The UAV test duration is effectively limited by the capacity of the UAV’s battery which, with the payload deployed for this test, was limited to less than 15 min. To extend the test duration, approximately 10 min of static data was recorded at the beginning of the flight while the UAV was standing in the middle of the field with no obstruction around it. The data collection was performed with DJI S900 hexacopter shown in FIGURE 9 and a payload similar to that depicted in FIGURE 3. The patch antenna was mounted on ground plane with a 15 cm diameter to mitigate multipath effects and ensure the best signal reception possible. The RF signal was then split two-way and distributed to our rover receiver and a record and replay simulator. The RTCM correction stream was generated by a high-precision receiver connected to an antenna located on the roof of an office building in Reigate and made available on a server. Using a Raspberry Pi and a 3G modem the RTCM stream was forwarded to both our receiver and the recorder. This farm provides clear satellite visibility and is located approximately three kilometers away from the reference station. It meets all the regulatory requirements to recreationally fly a UAV. The tree-line test was carried to assess the ability of our RTK engine to recover from moderate signal degradations and dynamics. To this end, the UAV was flown repeatedly along the tree line shown in FIGURE 10.

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    Test Data Processing

    The UAV test data was processed in a similar fashion as the walk-test data. Two additional configurations, namely GPS/GLONASS RTK float (Flt-GR) and GPS RTK fixed (Fxd-G) were tested with the aim of illustrating their benefits and drawbacks. Due to payload weight restriction, it was not possible to embark a dual-frequency receiver for reference trajectory generation. Instead, the single-frequency raw measurements generated by the mass-market receiver were used. Recorded scenarios were replayed to a survey-grade receiver for performance benchmarking.

    The main limitation of the UAV test setup is that the generation of the reference trajectory relies on raw measurements from our narrow-band single frequency rover receiver.. The lack of measurement redundancy and the increased probability of code multipath make the reference trajectory less reliable than that used during the walk test. However, UAV applications typically enjoy more favorable signal environment than their pedestrian counterparts. Additionally, it is possible to confirm the reliability of the reference trajectory using both the GrafNav backward/forward processing option and the reported accuracy.

    However, the patch antenna used during the UAV test campaign is representative of mass-market applications. In fact, some tests have been conducted to compare the performance that could be achieved with various antenna types including, but not limited to, a high-precision antenna without its casing and a patch antenna with and without ground plane. The details of this investigation are beyond the scope of this article. Suffice to say that the performance of the patch antenna with a reasonably sized ground plane (15 cm in our case) was deemed the best compromise for mass-market applications in terms of size, weight and cost.

    During the tree-line test, moderate signal degradations caused by trees are experienced by the receiver which cause the number of satellites to decrease at regular interval.

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    FIGURES 11 to 14 show the resulting position error for the mass-market and high-precision receivers in Fxd-RD mode as well as those for the mass-marekt reeiver in Flt-GR and Fxd-G modes. The corresponding position error statistics are summarized in TABLE 2. Once again, this table can include position fixes that computed using code differential or RTK float mode.

    Comparing the performance of the receivers in Fxd-GR mode, it can be seen that both receivers exhibit similar accuracy when they can fix ambiguities that the high-precision receiver suffers from an erroneous ambiguity fix at take-off which is also reflected in the position error 95 and 100 percentiles.

    In Flt-GR mode the mass-market receiver is able to rapidly converge to dm-level accuracy. It is able to maintain this level of accuracy throughout the entire duration of test, highlighting the potential benefits of this mode for applications that do not require the highest level of accuracy but rely on smooth trajectory for guidance control.

    For this test the mass-market receiver is able to fix ambiguity as often in Fixed-G mode than in Fixed-GR mode which is linked to the excellent satellite availability in the context of UAV applications. Additionally, the passes that were done close to the tree line were only performed later in the test, when ambiguities had already been fixed. This demonstrates the robustness of u-blox’s RTK engine to mild signal degradations. As a result, the NED position errors in Fxd-G mode are on par with those of the Fxd-GR mode. This highlights the potential benefits of this mode for high-dynamic applications that require higher navigation rate and operate in favorable signal environments.

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    Conclusion

    Static tests showed that with fewer than 20 tracking channels, a single frequency GPS/GLONASS or GPS/BeiDou RTK receiver can successfully fix ambiguities in a reasonable time frame. During the walk and UAV tests, the performance of the mass-market receiver is similar to that of high-end receivers with respect to position accuracy and availability. For example, the availability of the RTK fixed solution was shown to be excellent under open-sky conditions for both but, as expected, in presence of moderate signal degradation and increased receiver dynamics, the availability of the RTK fixed solution decreases in a similar way for both receivers.

    The kinematic data sets also served to demonstrate the versatility of the new mass-market receiver’s RTK solution. More specifically, the usefulness of the float-only solution for applications that do not require the highest level of accuracy but rely on smooth trajectory for precise guidance was shown. Similarly, the value of the GPS-only solution for high-dynamic applications operating in favorable environment was highlighted.

    Finally, it is important to remember that while the walk-test results shown were obtained using high-end antennas, the UAV test results were obtained using a low-cost patch antenna, validating the suitability of RTK technology for affordable mass-market applications.

    Acknowledgments

    The authors thank Oscar Miles for his support with the data collection efforts in Reigate, and Alex Parkins for his contributions to the design and implementation of the RTK engine.

    Manufacturers

    The mass-market receiver described here is manufactured by u-blox. The RTK technology comprises a rover (NEO M8P-0) and a reference station (NEO M8P-2).