Findings show accuracy of new sensors is improved by greater than an order of magnitude over current offerings.
Honeywell, with funding from the U.S. Defense Advanced Research Projects Agency (DARPA), is creating the next generation of inertial sensor technology that will one day be used in both commercial and defense navigation applications.
The HG1930 IMU. (Photo: Honeywell)
Findings gathered in Honeywell labs have shown the new sensors to be greater than an order of magnitude more accurate than Honeywell’s HG1930 inertial measurement unit (IMU) product, a tactical-grade product with more than 150,000 units currently in use.
An IMU uses gyroscopes, accelerometers and electronics to give precise rotation and acceleration data to enable a vehicle system to calculate where it is, what direction it is going and at what speed, even when GPS signals aren’t available.
There are various types of IMUs on the market, and some — like the next-generation version currently under development — use sensors based on micro-electromechanical systems (MEMS) technology to precisely measure motion.
“Typically, MEMS inertial sensors have been on the lower end of the performance scale, but this latest milestone shows we are changing that paradigm,” said Jenni Strabley, director of offering management for Inertial Sensors, Honeywell Aerospace. “With this next-generation MEMS technology, we’re increasing performance without having to significantly change the size or weight of the IMU. This is a game-changer for the navigation industry, where customers need highly accurate solutions but cannot afford to compromise on weight or size.”
Over the past few years, Honeywell has been working with DARPA to develop the next generation of high-precision navigation-grade IMU technology, under the Precise Robust Inertial Guidance for Munitions: Thermally Stabilized Inertial Guidance for Munitions program.
The new MEMS sensors will use different sensor designs and electronics to enable higher performance. They will serve a broad range of applications in autonomous land and air vehicles for both military and commercial customers, including future urban air mobility aircraft.
“Now that we have demonstrated that MEMS is capable of reaching these incredibly precise performance levels, it is the perfect time to start talking with potential users about how this technology could help their applications,” Strabley said. “We believe this new technology will have a variety of applications, such as onboard future vehicles that will fly in urban environments where lightweight, extremely precise navigation is critical to safer operations. Additionally, there are other applications that haven’t been invented yet but may be enabled by these types of technology innovations.”
Commercial sales of an IMU containing these next-generation sensors are still several years away, but one of the first products using this new technology is expected to be more than 50 times more accurate while roughly the same size as Honeywell’s IMU.
Honeywell has long been a pioneer in MEMS-based IMUs, including the HG1930. Honeywell’s lineage in navigation dates to the 1920s and since then Honeywell has developed and manufactured high-performance navigation solutions found on many aircraft and other vehicles worldwide.
Harxon has introduced its TS112 family of smart antennas for demanding applications such as agricultural machine autosteering systems that require high positioning-accuracy. Harxon made the introduction in a virtual meeting on Jan. 13 from Shenzhen.
The TS112 family features Harxon’s latest GNSS positioning technology and offers scalable positioning solutions with increased GNSS availability, reliability and accuracy.
Each of the three models embed Harxon X-Survey four-in-one technology. The high-gain and wide beamwidth multi-constellation GNSS antenna integrates 4G, Bluetooth and Wi-Fi in one compact unit. They feature multi-point feeding technology, ensuring high phase-center stability and real-time kinematic (RTK) centimeter-level positioning accuracy.
TS112 Smart Antenna Family Specifications. (Chart: Harxon)
The TS112SE, as the most affordable solution of the three, provides flexible positioning solutions via standalone positioning or dual-frequency precise point positioning (PPP) with accuracy from sub-meter to centimeter level while using Sapcorda’s SAPA (Safe and Precise Augmentation Service). Its comprehensive support and L-band augmentation service ensure solid satellite tracking without signal outage even in difficult terrains or problematic environmental conditions.
SAPA works as a reliable alternative economical positioning option with wide service coverage in the application environment that has poor LTE network coverage.
The TS112 integrates a high-precision GNSS module with multi-band GNSS receiver and Harxon’s four-in-one multifunctional GNSS antenna in a compact housing. It supports dual-frequency multi-constellations for consistent and robust satellite signal tracking and delivers RTK-level positioning accuracy for precision agriculture equipment and machine control. It offers a 4G and UHF radio modem for flexible correction transmission as well as wireless Bluetooth technology for easy connectivity in the field.
The TS112 PRO employs a future-ready Hexagon OEM GNSS module, offering precise positioning and advanced interference mitigation for space constrained applications and challenging environments.
With centimeter-level positioning utilizing TerraStar satellite-delivered correction services, Harxon’s TS112 PRO ensures globally available, high performance positioning without the need for network infrastructure. Harxon’s TS112 PRO also support NTRIP service, so in application environments where using a base station is not feasible, the NTRIP differential corrections could be transmitted to a rover using 4G networks and enable users reaching ultimate centimeter level positioning accuracy.
The TS112 PRO also features Hexagon’s Glide smooth positioning that offers superior pass-to-pass accuracy down to 20 centimeters for applications where relative positioning is critical.
All models in the TS112 family support Harxon Slide technology to provide smooth positioning and exceptional linear accuracy so that the guiding system can continue to guide during satellite signal outages or in challenging environments.
The newly released family also support Harxon terrain compensation algorithm that is capable of correcting deviations that caused by vehicle’s roll and pitch while working on uneven grounds or slopes. It helps users increase operational efficiency and saving cost in the field.
Adopting ruggedized and IP67 standard housing, the TS112 family equip NMEA0183 and NMEA2000 CAN ports, RS-232 serial ports for easy connectivity.
An ESA-supported project is testing autonomous vehicles on an intelligent road in Lapland, Finland.
Known as Snowbox, this 10-km stretch of forest-lined roadway on Finland’s E8 highway has been specially equipped for autonomous driving tests, ESA said. Containing cameras, “laser radar” lidar, ultra-wideband antennas and reflective panels, the road itself is underpinned by power and fibre optic lines, and embedded with pressure sensors to record road surface conditions and the speed and type of vehicles driving along it.
Known as Snowbox, this 10-km stretch of forest-lined roadway on Finland’s E8 highway has been specially equipped for autonomous driving tests, including FinnRef GNSS reference stations, as seen here. (Photo: ESA)
“If autonomous vehicles can drive well here, they can drive almost anywhere,” said Sarang Thombre of the Finnish Geospatial Research Institute, who’s managing the Arctic-PNT project. “Our project aimed at ensuring in particular that the precise positioning required by autonomous systems was available here, to establish this test site is indeed somewhere that driverless vehicle manufacturers should employ for testing. We carried out experiments with a robotic car over two successive seasons to show that the necessary precise positioning, down to 20 cm, is indeed accessible.”
Snowbox is also linked to the FinnRef network of satellite navigation reference stations, to deliver corrections for precise satnav positioning. By performing positioning measurements continuously at fixed locations, these reference stations serve as a standard, allowing the identification of measurement errors to boost positioning accuracy on a localized basis, ESA added.
Snowbox map. (Photo: ESA)
“The Arctic is a difficult environment for autonomous driving in general,” Thombre said. “Signal disturbance due to the ionosphere, the electrically charged layer of the atmosphere, degrade satellite navigation performance. This effect is more pronounced in the Arctic region. And satnav augmentation systems also face challenges.
“Because their signals are broadcast from geostationary satellites, they are only viewable here at an elevation of up to 10 degrees above the horizon. And mobile coverage — useful for providing correction data from reference networks — is also inconsistent.
“In addition, possibility of mists and fog, snowstorms and rainfall make it difficult for cameras and lidar, while ice and snow on the road means wheel speed sensors may slip. And temperatures that can plunge down to below -30°C can impede the performance of electronics.”
The Arctic-PNT team’s testing was based around a robotic car crammed with sensors and recording equipment. Called Martti, the vehicle was supplied by Finland’s VTT Technical Research Centre.
Snowbox test roadway. (Photo: ESA)
“While Martti is capable of autonomous driving, we drove it manually,” Thombre said. “We were using it to capture all the data we needed. We started off using solely satellite navigation – including Europe’s Galileo and EGNOS – progressively adding more and more augmentation data, including in-car sensors, and corrections from the FinnRef stations, to reach the all-important precise positioning threshold of 20 cm.
“To access the FinnRef corrections from the car systems we tested out various mobile sim cards. Adding to the challenge, we crossed an international border, because part of the E8 highway is instrumented on the Norwegian side as well — called Borealis.”
The Snowbox infrastructure was established along the E8 because, while it is a remote roadway it is also economically important, with trucks heading south from Arctic fisheries.
The Arctic-PNT test campaigns, starting from 2018, gave a positive bill of health to the Snowbox, which is available for experiment campaigns. The campaigns were supported through ESA’s strategic initiatives for the Arctic region.
Feature image: The Arctic-PNT team’s testing was based around a robotic car crammed with sensors and recording equipment. Called Martti, the vehicle was supplied by Finland’s VTT Technical Research Centre. (Photo: ESA)
Trimble has introduced the Trimble AX940 and AX940i high-precision GNSS smart antennas, designed for a broad range of high-precision applications such as precision agriculture, milling machines in construction, forestry harvesting equipment, autonomous vehicles, port automation and mobile mapping.
With multi-frequency, multi-constellation support for GPS, Galileo, GLONASS, BeiDou, QZSS and NavIC, the smart antennas can deliver reliable centimeter-level accuracy in a variety of environments. In addition, the Trimble AX940 and AX940i provide reliable, high-accuracy positioning without the constraints of a local base station or cell modem by using Trimble RTX correction services.
Built-in inertial sensors on the AX940i allow a tight integration with GNSS observations in the RTK/RTX positioning and orientation engine, providing continuous high-rate low-latency output to guidance and control systems.
“The new AX family of smart antennas delivers the latest GNSS and inertial technology in an easy-to-integrate and rugged form factor,” said Thomas Utzmeier, general manager for Trimble OEM GNSS. “Reliable, robust and compact, the smart antennas are an ideal option for OEMs and system integrators to easily and quickly add high-accuracy positioning to their applications.”
The Trimble AX940 and AX940i provide flexible interfaces with high-speed data transfer and configuration; simplified integrations reduce development times; and an intuitive 3D graphical web page allows easy input of the lever arm for easier set up.
The full-featured smart antennas are equipped with 336 channels for multi-constellation support; Trimble RTX and OmniSTAR support; flexible RS232, USB, CAN and Ethernet interfaces; and advanced RF spectrum monitoring. The AX940i also includes Wi-Fi and Bluetooth connectivity for wireless interface and control.
Using the latest Trimble Maxwell 7 Technology, the AX940 and AX940i are designed with flexible signal management that enables the use of all available GNSS constellations and signals.
The Trimble AX940 and AX940i smart antennas are expected to be available in the first quarter of 2021 through Trimble’s OEM GNSS Sales Channel.
After years of testing and hype, not a lot of companies can say there are real applications for autonomous technology. However, at this year’s virtual CES 2021 trade show, both Caterpillar and John Deere, two companies known for their tractors and heavy equipment, showcased autonomous machines that are being used worldwide in farming and mining projects.
Photo: Caterpillar
Deerfield, Ill.-based Caterpillar, a first-time exhibitor at CES this year, said it has been involved in autonomy and use of GPS for more than two decades. “We were an early adopter of GPS when there were few satellites in the sky,” said Denise Johnson, company group president, resource industries. “We have 350 autonomous trucks operating 24-7 on three continents.”
The company’s autonomous vehicles, in addition to other technology, are being used around the clock in the Kearl Oil Sands project in Alberta, Canada.
“We are using autonomy primarily in mining operations in harsh environments. These [vehicles] are operating 24-7, with no loss time incidents,” said Bill Dears, Caterpillar worldwide sales and marketing manager. “We also track people underground with cameras and radar.”
In addition to production enhancement, safety is a factor in mining operations because of operator fatigue — something that is precluded by autonomous mining equipment, Dears said.
Agriculture uses variety of sensors, including GNSS
To Moline, Ill.-based John Deere, exhibiting at the trade show for the third time, agriculture is a high-tech industry that uses GPS, self-driving tractors, artificial intelligence and a multitude of sensors. The company rolled out its first self-driving tractors nearly 20 years ago, said Jahmy Hindman, John Deere CTO.
Photo: John Deere
The company won the CES Innovation Award for one of its tractor and combine product lines. “Both our planter and tractor have GPS and antennas to know where to drive and where exactly fertilizer [is to be placed],” Hindman said. “These tractors are self-propelled, with accuracy augmented with [real-time kinematic] sub-inch accuracy for the planters in a field.”
Among other requirements, Hindman said that tractors have to drive in a straight line, plant the required amount seeds and position them at the right depth. “When a tractor drives in a very straight line, the burden is off of the farmer. The yields increase—this is the way we see the progression of automation,” he said. “We are excited about 5G and its lower latency and high bandwidth. It opens up a lot of opportunity.”
Organizers roll out Indy Autonomous Challenge race car
At the virtual CES, representatives from the Indy Autonomous Challenge unveiled the Dallara IL-15 race car that will be used in a head-to-head race around the famous Indianapolis Motor Speedway on Oct. 23.
The Indy Autonomous Challenge, organized by Energy Systems Network and Indianapolis Motor Speedway, pits 500 university students, developing autonomous vehicle technology, against each other for a $1.5 million prize.
Logo: Indy Autonomous Challenge
Organizers say the speeds are estimated to be as much as 200 mph around the 2.5-mile track, for 20 laps, which enables researchers to evaluate how autonomous vehicle technology works in extreme conditions. They say that the goal of the race is to advance the implementation of autonomous vehicles and advanced driver-assistance systems (ADAS), much like the 2005 Defense Advanced Research Projects Agency (DARPA) Grand Challenge.
The race track has been the scene of much innovation throughout the years, said Doug Boles, Indianapolis Motor Speedway president. “Firestone tests tire technology there and that data transfers to our cars. One of the first conversations we had with Roger Penske [after Penske Entertainment bought the speedway] was about the autonomous challenge,” he said.
IAC sponsors include ADLINK, Ansys, Aptiv, AutonomouStuff, Bridgestone, CU-ICAR, Dallara, Indiana Economic Development Corp., Microsoft, New Eagle, PWR, RTI, Schaeffler and Valvoline.
Mobileye plans to test autonomous fleets in four cities
Intel subsidiary Mobileye plans to launch autonomous vehicle fleet testing in Detroit, Paris, Shanghai and Toyko. The announcement, made at CES by CEO Amnon Shashua, said that the company also plans to test in New York City, pending regulatory approval.
The company also plans to use in-house-built lidar sensors, while continuing to champion its camera-based testing. “We are using crowd-sourced data through the Cloud to build high-definition maps at scale,” Shashua said. “Thousands of product vehicles are sending us data.”
Shashua addressed a moderator’s question that cameras alone cannot be the technology of choice for autonomous vehicles. “The camera first is crucial from a technology and business point of view. We have to find out what is acceptable failure for Level 4 autonomy. Camera-only is ideal, but pushing the envelope for driver-assistance systems,” he said. “Consumer AV will take place in the 2025 timeframe. [Eventually], we can build lidar and radar to the same performance levels as camera systems. Lidar and radar can be added later for redundancy, but only for Level 4.”
Shashua said getting to Level 4 could take a decade, but that would be unsustainable unless there are government-funded projects to keep companies afloat. “By 2025, a subsystem will be good enough for consumers. Regulation is critical and sometimes it’s difficult to leap to a consumer level,” he said.
Not everyone believes what Mobileye is testing constitutes “driverless” status. To Alain Kornhauser Princeton University professor and transportation program director, who was head of the university’s team during the 2005 DARPA Challenge, not many companies are capable of full driverless capability.
“Unfortunately, I still see all of this as simply ‘eye candy’ to sell something that actually has no intention of delivering what it is implying. I still claim that the business case is zero, doesn’t exist, for personally-owned autonomous vehicles,” Kornhauser said in his Smart Driving Cars weekly newsletter. “Mobileye is nowhere close to being able to operate safely on most roads, let alone all roads. Thus, the consumer market has zero opportunity to scale.”
Kornhauser said that driverless testing is being conducted only in one place, Phoenix, by Waymo. “Neither Tesla nor Mobileye are driverless anywhere. They both require on-board human driver supervision,” he said. “That’s why they are only self-driving [tests].”
In other CES news:
GM CEO Mary Barra unveiled a single-seat electric vertical takeoff and landing (eVTOL) concept aircraft. The aircraft will be developed for future use as an air taxi. Barra briefly mentioned that the company’s Super Cruise self-driving technology will be integrated into 22 car models in a few years. The company also rolled out an electric vehicle for deliveries that can travel 250 miles on a charge and a motorized pallet for deliveries that can be tracked.
Photo: Mercedes-Benz
The Mercedes-Benz’ MBUX Hyperscreen, rolled out at CES, evaluates map data, surroundings and provides information about landmarks along a route, said Sajjad Khan, company CTO and member of the board of management. The new map feature, called Mercedes Travel Knowledge, allows a passenger or driver to ask a question as they drive by a landmark (“hey, Mercedes, what can you tell me about this building?”). The MBUX Hyperscreen is available in the new S-Class cars.
HERE Technologies introduced a mapping-as-a-service platform at CES. The platform is targeted to businesses wanting to create custom map datasets for advanced analytics and services, the company said. Some use cases include industrial yard mapping, leveraging probe data from private vehicle fleets in order to create or update a map.• A virtual CES is hard to get used to. After more than 20 years of covering the massive trade show in person, covering press conferences and conducting interviews online was sometimes a challenge. Sometimes the press conferences did not have question-and-answer sessions, or canned answers given to executives by public relations people. This doesn’t happen much during an in-person interview. In addition, trying to chat with “booth” personnel online was cumbersome and often those requests for information were ignored.
In a report issued on Jan. 14, the Department of Transportation (DOT) outlined the results of its GPS Backup Technology Demonstration project. As officials had previously projected, it called for a system-of-systems approach using multiple complementary technologies.
The report called for an architecture that included signals from space in the L-band, terrestrial broadcasts in the ultra high frequency (UHF) and low frequency (LF) spectra, and a fiber backbone to synchronize and feed precise time to terrestrial transmitters.
The demonstration project and report were mandated by Congress in legislation passed in late 2017 and funded in early 2018. Delays within the administration resulted in the project beginning in early 2019.
Monty Johnson of OPNT demonstrates precise time transfer through 100 kilometers of spooled fiber-optic cable. (Photo: RNT Foundation)
Demonstrations
Of 21 firms that offered to demonstrate their wares, 11 were selected. They were:
Echo Ridge LLC and Satelles Inc. Satellite-based PNT technologies using the S and L bands, respectively.
OPNT B.V. and Seven Solutions S.L. Fiber-optic time transfer using the White Rabbit Precision Time Protocol technology.
TRX Systems Inc. Dead reckoning technology with inertial measurement units and localized map matching supplemented with ultra-wideband beacons.
Hellen Systems LLC and UrsaNav. eLoran that uses LF transmissions.
Serco Inc. Medium frequency R-mode.
NextNav LLC. Metropolitan beacon system using UHF frequencies.
PhasorLab Inc. and Skyhook Wireless Inc. Both use Wi-Fi frequencies. Phasorlab uses a dedicated network of transmitters. Skyhook leverages existing Wi-Fi access points.
Five of the demonstrations were conducted at Joint Base Cape Cod, with the remainder at NASA’s Langley Research Center in Virginia.
Timing demonstrations were assessed for system:
coverage (service availability) within an “appropriate area” (wireless systems only)
accuracy and stability across an appropriate area
long-term accuracy and stability of time transfer to a fixed location
time transfer availability and accuracy to a fixed location under challenged GPS signal conditions.
Positioning was evaluated for:
coverage within a defined region
2D and 3D dynamic positioning service availability and accuracy
availability and accuracy of static positioning
long-term availability and accuracy of static positioning
long-term availability and accuracy of static positioning under challenged GPS signal conditions
DHS work referenced
The report also mentions an earlier set of demonstrations done by the Department of Homeland Security (DHS).
In December 2018, DHS’s Science and Technology Directorate performed the work through the Homeland Security Systems Engineering and Development Institute. The project “demonstrated a combination of position and timing use cases for dynamic vs. static and indoor vs. outdoor applications, along with a time-transfer use case for critical infrastructure applications.” Systems from Locata Corp, NextNav, and Satelles were evaluated.
The DoT report says that eLoran was not part of the DHS effort because of the lack of transmitters in the area. However, “DHS had previously studied eLoran performance under a Cooperative Research and Development Agreement (CRADA) with Harris Corporation and UrsaNav and had an understanding of its capabilities.”
A report of DHS’ December 2018 work is not publicly available, though DOT says it was used to inform their efforts.
The 437-page DOT report is filled to the brim with detailed information about the project, individual technologies, and demonstration results.
The Executive Summary says that, in addition to the findings from the DHS December 2018 effort (which were not listed), the DOT demonstration had four key findings:
All TRL-qualified vendors offered showed PNT “performance of value” and one showed value in all scenarios.
Neither eLoran company succeeded in the Static Basement Timing scenario.
R-mode ranging did not meet the minimum technical readiness level (TRL) of 6.
Deployment effort and coverage (infrastructure per unit area) are significant cost factors.
Addressing the needs of critical infrastructure owners and operators, the report concluded the needed “technologies are LF and UHF terrestrial and L-band satellite broadcasts for PNT functions with supporting fiber optic time services to transmitters/control segments.”
Reactions and way forward
Government officials and industry observers alike have welcomed the report, though it does leave some questions on the table.
One is about other national PNT needs. The congressional tasking was to report on GPS backup technologies for critical infrastructure and national security. The Jan. 14 report focuses on critical infrastructure needs. Information on national security requirements, some of which is classified, was provided to Congress separately by DHS and the Department of Defense.
“Economic and homeland security are sometimes considered by agencies and Congress as subsets of national security, sometimes not,” according to one analyst. “So, we don’t know if the needs of first responders, delivery services, civil government agencies, and other essential users were ever formally considered. The good news is that the combination of systems identified, if implemented and made available to all, would likely meet the needs of most.”
Other open issues are about implementing the report’s recommendations.
Some have been quick to point out that the demonstrations were to inform the government, not part of a procurement.
“If this was for an acquisition, it would have been done differently,” said one government retiree. “Rather than having vendors set up and operate the equipment, government evaluators would have been much more hands on. And they would have made every effort to do all the trials at the same location.”
Going forward, cost will also an important factor, as mentioned in the report’s key findings. “Depending on who you want to serve and where, the costs of different technologies vary by orders of magnitude,” said one provider.
Reaction from those involved with the demonstration project has been generally upbeat with praise for DOT’s effort and anticipation of more progress.
Typical were comments from Ganesh Pattabiraman, CEO at NextNav, who appreciated the real-world scenarios DOT used in the project. Regarding next steps he said, “We look forward to working with Congress on implementing the report’s recommendations.”
NASA’s Space Communications and Navigation (SCaN) program is developing capabilities that will allow missions at high altitudes to take advantage of GNSS signals for timing and navigation, including the Artemis missions to the Moon.
Interoperability of the GNSS constellations will be key for spacecraft at higher altitudes where GNSS signals are less plentiful. The program will rely on the four global constellations (GPS, Galileo, GLONASS and BeiDou) and the two regional systems operated by India and Japan.
SCaN is supporting flight experiments that will help develop multi-GNSS capabilities for spacecraft, such as Bobcat-1, developed by NASA’s Glenn Research Center in Cleveland and Ohio University.
Bobcat on the Prowl
Bobcat-1, shown with its deployable antenna stowed, will experiment with the GNSS inter-constellation time offset from low-Earth orbit. (Photo: NASA)
Bobcat-1 was selected by the CubeSat Launch Initiative in 2018 to study GNSS signals from 250 miles overhead. The small satellite launched to the International Space Station aboard a Northrop Grumman Cygnus spacecraft on Oct. 2, 2020.
On Nov. 5, the space station released the CubeSat to begin its mission. The spacecraft will orbit for about nine months, measuring signals from different GNSS constellations. Engineers will use these measurements to better understand GNSS performance, specifically focusing on timekeeping variations between the constellations.
“GNSS users at high altitudes see fewer satellites,” said Bobcat Co-Principal Investigator Frank Van Grass of Ohio University. “Time offsets between the constellations can be measured by the CubeSat and provided to these users to improve their positioning performance,”
SCaN Testbed
Bobcat-1 builds on the legacy of the SCaN Testbed, which demonstrated multi-GNSS capabilities on the space station from 2012 to 2019. The GPS and Galileo Receiver for the International Space Station (GARISS) — an instrument developed in collaboration between NASA and ESA (European Space Agency) — received signals from both GPS and Galileo, the GNSS constellation operated by the European Union.
The SCaN Testbed prior to launch to the International Space Station. (Photo: NASA)
The SCaN TestBed also laid the foundation for the Lunar GNSS Receiver Experiment (LuGRE), a Commercial Lunar Payload Services payload being developed in partnership with the Italian Space Agency. The payload will receive signals from both GPS and Galileo and is expected to obtain the first-ever GNSS fix on the lunar surface.
GNSS PNT Policy and Advocacy
While NASA engineers develop the technologies necessary for multi-GNSS navigation at ever-higher altitudes, the SCaN team works with stakeholders in the U.S. government and internationally to advance GNSS interoperability in the policy sphere. They consult on the United Nations International Committee on GNSS, helping develop additional capabilities in the Space Service Volume and beyond.
NASA recently worked to publish GPS antenna patterns from GPS satellites that launched between 1997 and 2000, collaborating with the U.S. Space Force, the U.S. Coast Guard and Lockheed Martin, who built the satellites. The PNT team is also working to facilitate publication of antenna patterns for more recent GPS satellites.
With this data, mission planners can better assess the performance of GNSS in high-Earth orbit and lunar space. This forthrightness also encourages other GNSS providers to be similarly transparent.
The Goddard PNT policy team received a 2019 Agency Honor Award for their advocacy of NASA’s interests in GNSS. From let are Frank Bauer, Jenny Donaldson, J.J. Miller, Ben Ashman and Joel Parker. Not pictured, Lauren Schlenker. (Photo: NASA)
“GNSS capabilities continue to revolutionize the ways spacecraft navigate in near-Earth space and beyond,” said NASA navigation engineer Joel Parker. “NASA’s longstanding relationships with the GNSS providers have advanced these capabilities to new heights and support the Artemis missions on and around the Moon.”
Those attending Intergeo 2021 will have the option to attend either virtual or in person. The show will be taking place Sept. 21-23 in Hanover, Germany.
According to show organizers, their most important concerns are a guarantee of implementation, the best possible planning and security for exhibitors, their employees and their customers.
“A clearly defined hybrid concept ensures from the outset that you will be able to reach your customers and markets with the Intergeo platform under all conceivable conditions without taking any risks,” show organizers said in a press release. “According to much feedback from Intergeo partners, enabling personal exchange live and digitally scalable offers the greatest possible acceptance.”
Show organizers also said the event will feature a generous, hygienic and modularized layout.
“Both a well thought-out hygiene-compliant and modularized hall plan in the spacious exhibition center in Hanover and a targeted further development of the digital platform will provide the geo-community with a valuable and future-oriented opportunity for dialog,” they said.
The main topics covered at Intergeo 2021 will include drones (imperial solutions), smart city solutions and BIM for infrastructure.
Topcon Positioning Group has released Topcon Point Manager, a point creation software that’s available as a plug-in for Autodesk AutoCAD and Autodesk Revit users in the U.S. and Canada.
According to Topcon, the solution is designed to automate point creation and easily import and export layout files to and from a robotic total station. It’ll also simplify the BIM-to-field process with a faster, more seamless point creation experience from within the design platform, reducing the time and cost of layout, Topcon added.
“Unlike standalone point creation software, which requires the user to leave their particular design environment, users of these two widely used Autodesk technologies will be able to access the solution as a plug-in component to their design package,” said Ray Kerwin, director of Topcon global product planning. “Users will benefit from the ability to automatically create multiple points on BIM objects and 2D/3D drawings from within the Autodesk environments. Just as importantly, however, they will see an increase in their quality assurance and control efforts through easily generated point and deviation reports; a likely reduction in on-site personnel (key during these challenging times), and, with the simplified processes, avoid costly construction errors and rework — the goal of most any operation working in today’s highly competitive construction environment.”
Photo: Topcon Positioning Group
In addition, Topcon MAGNET users can wirelessly send points to the field for layout and completed layout files can be sent back to the office to update the model to match as-built conditions.
“With the cloud-connected MAGNET workflow, BIM personnel or CAD teams can immediately share information to and from the field crew using a layout device. Doing so can prove invaluable, as any conflicts in point data can be quickly identified, keeping production levels up and eliminating costly rework,” Kerwin added.
Topcon Positioning Group designs, manufactures and distributes precision precision measurement and workflow solutions for the global construction, geospatial and agriculture markets.
Golden Software has improved visualization and other functionality in the new version of its Surfer gridding, contouring and 3D surface mapping package. Surfer users now have a greater number of options for displaying their scientific data in the new version, the company said.
Surfer enables users to model data sets, apply an array of advanced analytics tools and graphically communicate the results in ways anyone can understand, Golden Software added.
“In the new Surfer release, we worked on making it easier for users to gain insights into their data sets by providing additional visualization tools,” said Kari Dickenson, Surfer product manager. “New display options also enable users to more easily communicate the information extracted from their data.”
The updated Surfer
In its latest version of Surfer, Golden Software has added the peaks and depressions layer type. This layer type automatically identifies and outlines closed high and low areas, or peaks and depressions, in a grid file. In addition, a statistics report is generated for the areas, including information such as length, width, depth, volume and orientation. The feature also allows high and low areas to be colorized, annotated and displayed on their own.
The company also added four new capabilities to 3D Views: color scale bars can be added to explain the elevation, concentration or other data values depicted by colors; VRML file format exporting enables users to export their 3D Surfer model into another 3D software package or to a 3D printer; anti-aliasing makes axes and grid lines inside the 3D model appear smoother and more professional; and improved 3D PDF exporting has reduced the PDF file size and made the file exporting process faster.
In addition, Golden Software added several existing capabilities to the automation function so that users can write scripts to automate certain workflows. Automated features now include base from data layer type, vector base map symbology, new scale bar options, new legend options and new grid data options. Finally, the new Surfer version allows users to identify objects in vector base maps, such as polygons, polylines or points, by automatically renaming them based on any attribute, as well as select multiple polygons and choose to calculate their statistics, areas or volumes either as a single combined polygon or as individual polygons.
Surfer Beta
Golden Software released a Beta version of Surfer simultaneously with the new version to give customers a chance to try out new features while they are still in development. The three features the company plans to release for the spring/summer 2021 release of Surfer include 3D base maps, contour volume/area calculation and more automated features.
The 3D base maps feature allows .DXF, .SHP and other file formats to be imported with their 3D geometry (3D polylines, polygons and polymeshes) and displayed as three-dimensional features in the 3D View.
A new shortcut also will enable users to calculate volumes and areas above, below or between contour lines with just a few clicks of the mouse, the company said. Finally, additional functions that have been added to automation include point sample, grid project, new classed post layer options and label options for the degrees-minutes-seconds label format.
Golden Software, headquartered in Golden, Colorado, develops 2D and 3D scientific modeling packages.
We leave as we came, and, God willing, we shall return, with peace and hope for all mankind.” —Astronaut Gene Cernan’s closing words, the twelfth and last person on the moon as he stepped back into the Apollo XVII Lunar Module on December 13, 1972.
Photo: NASA
Apollo was about vision, courage and discovery. Apollo helped unravel the mysteries of the moon — a serene, desolate, and barren place, bleached by the sun, and covered in a pale, gray, abrasive dust made up of microscopic, razor sharp, glass-like shards called regolith that is 60 feet deep in places.
Beneath the regolith is the bedrock of the moon — the Lunafirma.
The next phase of exploration is building a permanent base station on the moon, aptly named Artemis, Apollo’s twin sister. It would be fitting when mankind returns that the next person who steps out onto the lunar surface were a woman.
Artemis Moon Log/Program Entry Date 42: Earth Day is Tuesday, November 4, 2025
The regolith mining operations are proceeding as expected. All operations are 100% solar power until additional mobile thorium reactor units arrive. The only existing thorium reactor unit is the Clavius Crater water extraction operation. Construction of the Selene-1 Moonbase has encountered a setback. No other issues are reported.
The regolith in the surrounding plain is 6 meters deep. The Miners have not experienced any issues. The electrostatic power suits are repelling the abrasive dust better than expected. The Miners have cleared a 50 m2 area down to the bedrock. From the Gateway observation deck, it appears as a small square crater. The Miners are working non-stop on rotating shifts clearing regolith, recharging, replacing parts, or in transit.
Analysis of the regolith reveals a uniform distribution of 21% silica, 13% aluminum, 10% calcium, 10% iron, 5% magnesium, and 2% sodium and titanium. Minor amounts of chromium, phosphorus, and potassium are present. Hydrogen is 0.0027%. The metals are all oxides containing 40% elemental oxygen, which is being separated during processing for later use.
West about 200 km, towards Mare Crisium, the gravitational anomalies increase but within the Selene-1 Moonbase crater the anomalies are negligible. Geospatial analysis of the drill cores show an extensive concentration of lithium beneath a 12-meter-thick layer of basalt east of Ginzel Crater. Towards the south are increased concentrations of titanium and tungsten. Ejection debris discovered during the regolith mining operation showed traces of neodymium. The estimated trajectory of the ejecta points to it coming from the Moiseev Crater complex. An expeditionary rover is in route to collect samples and will arrive in 6 hours. Readings from those samples will be in the next log report.
The Parabolic Solar Powered (PSP) laser torches in the open crater basin are performing as expected. The Constructors are 3D fusing the regolith into silicate glass forms and transporting them to staging areas for later construction. The higher-than-normal content of iron in the regolith is giving the glass forms a reddish hue.
At the south pole, the water extraction operation at Clavius Crater has been operating uninterrupted for 816 hours. The thorium reactor is powering the entire operation. The smelter is distilling volatiles out of the regolith at the rate of 1m3 every 8 hours extracting a liter of water every 24 hours. The operation is on schedule for the two 100-liter tanks of water for delivery to the Selene-1 Moonbase by the due date.
There are five 4G cellular towers around the perimeter of the Selene-1 Moonbase and regolith mining area at 3 km intervals. The cellular array is providing accuracies of 1 millimeter allowing for precision mining, drilling, construction, and transportation. As the operation expands, more towers will be added. Two more towers are stationed at Clavius Crater. The 360° cameras and radar provide continuous surveillance and monitoring.
Testing of the 3D vision and synthetic neural response systems of the robots is complete and all of them are operational. The real-time connectivity with the robots allows controllers onboard the Gateway to remote link into any of the robots using virtual headsets and haptic body suits for full-immersion control. AI is constantly scanning for anything unusual and alerts the controllers to remote in; otherwise, the robots operate continuously and efficiently. The Miners are clearing nearly 5m3 of regolith every 24 hours during light conditions.
Phase I is underway. Miners are leveling off the exposed bedrock to begin construction of the landing pad. Once finished, the Constructors will use the PSP laser torches to begin fusing together the silicate glass blocks to make the landing pad. Afterwards, The Miners will begin Phase II and lay the foundation for the railgun to propel the filled mineral containers back to Earth. Both Phase I and Phase II are on schedule.
The setback encountered during construction of the Selene-1 main base station is due to excessive heat build-up. The Excavators are clearing the floors and shaping the walls within the lava tube. However, the heat from the laser torches is building-up and shutting down the machines prematurely. When the ambient temperatures exceed 160°C the machines shutdown to protect their electrostatic coatings. Having no atmosphere and no wind the heat is not dissipating. The fluid in the heat exchangers is overheating. Until directed otherwise, the Excavators are doing 90-minute shifts and the Torches for 35 minutes. The Torches have to fuse together the support beams and the silicate glass protective layering behind the Excavators to preserve structural integrity. A software update set the laser torches to pulse fire extending the heat build-up for an additional 5 minutes. Only 15 meters have been cleared but the inflatable habitats require at least another 85 meters into the lava tube. The setback pushes back the date for completing the base station by approximately 620 hours. A temporary external module can house the astronauts for their return on April 19, 2026 until Selene-1 is completed.
The above fictional account of a Moon Log entry for the Artemis program is based on NASA’s mid-October announcement selecting Nokia to build a 4G network on the moon.
An in-depth look at the announcement holds interest for the GIS community.
The Artemis program will be heavily dependent on spatial technologies and require a Lunar Spatial Reference System. However, the Moon has significant challenges. There is no constellation of satellites orbiting the Moon to provide precise location data like GPS satellites do on Earth, and it is not possible to develop such a satellite system around the moon because the moon’s gravitational center is lopsided and weighted towards Earth due to tidal lock. This causes orbital decay of lunar satellites until they eventually crash into the lunar surface.
However, there are four orbital inclinations that allow for indefinite low orbits and may provide for a future Lunar Positioning System (LPS). Such a system would be extremely costly, so a less expensive and more immediate LPS will be a ground-based cellular network array; and 4G is preferred over 5G because it offers longer ranges, which is why NASA selected Nokia. NASA is working on other solutions through the Space Communications and Navigation (SCaN) program.
Figure 2: Unified Geologic Map of the Moon. Orthographic projections of the “Unified Geologic Map of the Moon” showing the geology of the Moon’s near side (left) and far side (right) with shaded topography from the Lunar Orbiter Laser Altimeter. It will serve as a reference for lunar science and future human missions to the moon. Gravitational mass concentrations are also depicted in the image showing the majority being on the nearside while the farside is void of gravitational concentrations. Check out a video of rotating sphere. (Image: NASA/GSFC/USGS)
In a blow to science fiction novels, it will not be humans out on the barren, dust covered lunar landscape, or in the cold depths of crater shadows with pickaxes and jackhammers. It will be robots working prolonged periods in extreme temperatures running on solar power or nuclear power while constantly bombarded by cosmic rays and direct solar radiation.
Accomplishing this will require real-time communication with spatially enabled, artificially intelligent machines able to support fully immersive experiences with 3D vision headsets and haptic feedback systems so controllers at the base station wearing special suits can remote into any robot.
Due to a 2.5-second transmission delay between the Earth and the Moon, Ground Control will be limited to observation and analysis. Autonomous rockets will ferry cargo and supplies between more distant locations on the moon and ferry astronauts back and forth to the Gateway space station.
The ground-based 4G cellular towers will be mobile units with retractable towers about 25 meters high with a circular array of solar panels that will unfurl about 10 meters up from the base of the mast to protect them from the abrasive regolith dust.
Beneath the panels rovers and robots will plug in and charge their batteries as they journey to and from the base station. The towers will have 360° cameras and sensors and will provide data links and a localized spatial reference system.
However, objects in flight, such as autonomous rockets, will require other means to navigate across the moon and between the space-based cargo ships and the base station.
One solution is visual-inertial odometry (VIO). It uses one or more cameras and at least one inertial measuring device. Those components are already standard on almost every smartphone. Position accuracy using VIO is derived by feature recognition — the most prominent features on the moon are craters.
In support of this initiative, the National Geospatial Intelligence Agency (NGA) is sponsoring a software developer’s challenge to create algorithms for identifying circular patterns in imagery. It’s harder than you think. Learn more here.
Figure 3. (Photo: NASA/GSFC/Arizona State University)
The base station will be inside a lava tube beneath the moon’s surface to protect astronauts and equipment from solar radiation and micrometeor impacts. Most of the resources for the moon base will be extracted and processed in-situ, which requires spatial analysis of drill core samples to pinpoint where to mine for minerals in the subsurface layers and where to locate scarce resources such as water. The lava tubes on the moon are also valuable for mining operations but navigating an underground environment with autonomous machines poses challenges of its own, some of which are spatial awareness. The Defense Advanced Research Projects Agency (DARPA) recently held a developer’s challenge to address navigating in subterranean domains.
“Reaching the Moon by three-man vessels in one long bound from Earth is like casting a thin thread across space. The main effort, in the coming decades, will be to strengthen this thread; to make it a cord, a cable, and, finally, a broad highway.” —Isaac Asimov
William Tewelow works for the Federal Aviation Administration. He is a graduate of the FAA management fellowship program. He served on special assignment to the U.S. Department of Transportation leading a national strategic geospatial iniative for the White House Open Data Partnership. He is a Geographic Information Systems Professional and a speaker for the Maryland STEMnet Scholar program. He was among the first in the nation to earn a Geospatial Specialist Certification from the U.S. Department of Labor while working at NASA Stennis Space Center. He has degrees in Geographic Information Technology, Intelligence Studies and is completing a masters degree in Organizational Management. William is a 23-year veteran for the U.S. Navy serving as a geospatial specialist, imagery intelligence specialist, a naval aviator, a meteorologist and a tactical oceanographer. He is married, enjoys writing and traveling. His favorite quote is, “A man’s mind changed by a new idea can never go back to its original dimension.” —Oliver Wendell Holmes
NovAtel’s GPS Anti-Jam Technology (GAJT) product lines achieved a milestone of thousands of units shipped worldwide in 2020. Despite COVID-19, 2020 has proven to be one of NovAtel’s most successful years in protecting positioning, navigation and timing (PNT) from cyber electromagnetic activities (CEMA) for military and civil organizations, the company stated in a press release.
Jamming and interference are growing threats, from a crowded RF spectrum to malicious jamming attempts. However, the GNSS market is responding with anti-jam technologies. Across the world — on land, in the air and at sea — NovAtel customers use GAJT to protect their GNSS navigation and precise timing receivers from intentional jamming and unintentional interference.
The GAJT portfolio includes commercial off-the-shelf solutions with short order lead times for rapid deployment. The range of products can be readily integrated into new platforms or retrofitted into legacy fleets.
Photo: Hexagon | NovAtel
The GAJT-710, its smaller counterpart GAJT-410 and the GAJT-AE variants are used worldwide to protect PNT against jamming and interference no matter the environment.
Beyond defense, GAJT enables users to be proactive against cyber electromagnetic activities using situation awareness technology to indicate the presence and direction of jamming signals.
“Jamming and interference are growing threats worldwide. GAJT protects our customers no matter where they operate,” said Steve Duncombe, executive VP of Aerospace and Defense at NovAtel. “We’re proud to achieve this milestone during a challenging 2020 and will continue delivering assured positioning in our customers’ critical applications with extremely short delivery times.”
