Generic Multisensor Integration Strategy and Innovative Error Analysis for Integrated Navigation

A modern multisensor integrated navigation system applied in most of civilian applications typically consists of GNSS (Global Navigation Satellite System) receivers, IMUs (Inertial Measurement Unit), and/or other sensors, e.g., odometers and cameras. With the increasing availabilities of low-cost sensors, more research and development activities aim to build a cost-effective system without sacrificing navigational performance. Three principal contributions of this dissertation are as follows: i) A multisensor kinematic positioning and navigation system built on Linux Operating System (OS) with Real Time Application Interface (RTAI), York University Multisensor Integrated System (YUMIS), was designed and realized to integrate GNSS receivers, IMUs, and cameras. YUMIS sets a good example of a low-cost yet high-performance multisensor inertial navigation system and lays the ground work in a practical and economic way for the personnel training in following academic researches. ii) A generic multisensor integration strategy (GMIS) was proposed, which features a) the core system model is developed upon the kinematics of a rigid body; b) all sensor measurements are taken as raw measurement in Kalman filter without differentiation. The essential competitive advantages of GMIS over the conventional error-state based strategies are: 1) the influences of the IMU measurement noises on the final navigation solutions are effectively mitigated because of the increased measurement redundancy upon the angular rate and acceleration of a rigid body; 2) The state and measurement vectors in the estimator with GMIS can be easily expanded to fuse multiple inertial sensors and all other types of measurements, e.g., delta positions; 3) one can directly perform error analysis upon both raw sensor data (measurement noise analysis) and virtual zero-mean process noise measurements (process noise analysis) through the corresponding measurement residuals of the individual measurements and the process noise measurements. iii) The a posteriori variance component estimation (VCE) was innovatively accomplished as an advanced analytical tool in the extended Kalman Filter employed by the GMIS, which makes possible the error analysis of the raw IMU measurements for the very first time, together with the individual independent components in the process noise vector

Inertial Navigation Meets Deep Learning: A Survey of Current Trends and Future Directions

Inertial sensing is used in many applications and platforms, ranging from day-to-day devices such as smartphones to very complex ones such as autonomous vehicles. In recent years, the development of machine learning and deep learning techniques has increased significantly in the field of inertial sensing and sensor fusion. This is due to the development of efficient computing hardware and the accessibility of publicly available sensor data. These data-driven approaches mainly aim to empower model-based inertial sensing algorithms. To encourage further research in integrating deep learning with inertial navigation and fusion and to leverage their capabilities, this paper provides an in-depth review of deep learning methods for inertial sensing and sensor fusion. We discuss learning methods for calibration and denoising as well as approaches for improving pure inertial navigation and sensor fusion. The latter is done by learning some of the fusion filter parameters. The reviewed approaches are classified by the environment in which the vehicles operate: land, air, and sea. In addition, we analyze trends and future directions in deep learning-based navigation and provide statistical data on commonly used approaches

Reliable Positioning and Journey Planning for Intelligent Transport Systems

Safety and reliability of intelligent transport systems applications require positioning accuracy at the sub-meter level with availability and integrity above 99%. At present, no single positioning sensor can meet these requirements in particular in the urban environment. Possible sensors that can be used for this task are first reviewed. Next, a suggested integrated system of low-cost real-time kinematic (RTK) GNSS, inertial measurement units (IMU) and vehicle odometer is discussed. To ensure positioning integrity, a method for fault detection in GNSS observations and computation of the protection levels (PL) that bound the position errors at a pre-set risk probability of the integrated sensors are presented. A case study is performed for demonstration. Moreover, to save energy, reduce pollution, and to improve the economy of the trip, proper journey planning is required. A new approach is introduced using 3D city models to predict the route with the best positioning integrity, availability and precision for route selection among different possible routes. The practical demonstration shows that effectiveness of this method. Finally, the potential of using the next generation SBAS for ITS applications was tested using kinematic tests carried out in various environments characterized by different levels of sky-visibility that may affect observations from GNSS

Solutions and algorithms for inertial navigation of railroad vehicles

Obiettivo di questa tesi è lo studio e lo sviluppo di soluzioni innovative di navigazione inerziale per applicazioni ferroviarie, strumento utile per il tracciamento del moto durante l'assenza prolungata di sistemi di localizzazione esterni, tipo GPS, come può avvenire in galleria. Definiti gli strumenti di lavoro, è stata poi eseguita un'analisi dello stato dell'arte al fine di mettere in evidenza le metodologie teoriche utilizzate, nonchè le prestazioni dei sistemi già esistenti. Sono poi caratterizzati i sensori e le misure disponibili. Sono proposte varie soluzioni al problema della navigazione inerziale, con l'obiettivo di valutarne le prestazioni durante periodi prolungati assenza del GPS e con varie condizioni al contorno. Dopo una prima versione basata su un singolo EKF, si è scelto di svilupparne una seconda classe in cui il problema di stimadi assetto (AHRS) e diposizione/velocità sono separati e risolti mediante due algoritmi distinti. È stato implementato un AHRS basato su EKF e uno mediante un osservatore non lineare; inoltre, sono stati sviluppati un EKF di ordine completo e uno ridotto per le dinamiche di traslazione. È stata poi sviluppata una soluzione per l'integrazione dei dati delle mappe, in modo da fornire correzioni più frequenti all'INS, mantenendo inoltre un ridotto carico computazionale e facilità di integrazione. Si è infine proceduto implementando e simulando la soluzione a singolo stadio e le varie combinazioni di INS a due stadi in ambiente Matlab-Simulink. Gli algoritmi a due stadi hanno mostrato in simulazione prestazioni migliori rispetto alla struttura a EKF singolo la quale presenta un dominio di convergenza troppo limitato per fini pratici. A conclusione del lavoro, svolto avvalendosi della collaborazione di Sadel, sono state gettate le basi per una successiva analisi atta a verificare se la struttura a due stadi consente la convergenza anche dei bias di accelerometr

Safe navigation for vehicles

La navigation par satellite prend un virage très important ces dernières années, d'une part par l'arrivée imminente du système Européen GALILEO qui viendra compléter le GPS Américain, mais aussi et surtout par le succès grand public qu'il connaît aujourd'hui. Ce succès est dû en partie aux avancées technologiques au niveau récepteur, qui, tout en autorisant une miniaturisation de plus en plus avancée, en permettent une utilisation dans des environnements de plus en plus difficiles. L'objectif aujourd'hui est de préparer l'utilisation de ce genre de signal dans une optique bas coût dans un milieu urbain automobile pour des applications critiques d'un point de vue sécurité (ce que ne permet pas les techniques d'hybridation classiques). L'amélioration des technologies (réduction de taille des capteurs type MEMS ou Gyroscope) ne peut, à elle seule, atteindre l'objectif d'obtenir une position dont nous pouvons être sûrs si nous utilisons les algorithmes classiques de localisation et d'hybridation. En effet ces techniques permettent d'avoir une position sans cependant permettre d'en quantifier le niveau de confiance. La faisabilité de ces applications repose d'une part sur une recherche approfondie d'axes d'amélioration des algorithmes de localisation, mais aussi et conjointement, sur la possibilité, via les capteurs externes de maintenir un niveau de confiance élevé et quantifié dans la position même en absence de signal satellitaire. ABSTRACT : Satellite navigation has acquired an increased importance during these last years, on the one hand due to the imminent appearance of the European GALILEO system that will complement the American GPS, and on the other hand due to the great success it has encountered in the commercial civil market. An important part of this success is based on the technological development at the receiver level that has rendered satellite navigation possible even in difficult environments. Today's objective is to prepare the utilisation of this kind of signals for land vehicle applications demanding high precision positioning. One of the main challenges within this research domain, which cannot be addressed by classical coupling techniques, is related to the system capability to provide reliable position estimations. The enhancement in dead-reckoning technologies (i.e. size reduction of MEMS-based sensors or gyroscopes) cannot all by itself reach the necessary confidence levels if exploited with classical localization and integration algorithms. Indeed, these techniques provide a position estimation whose reliability or confidence level it is very difficult to quantify. The feasibility of these applications relies not only on an extensive research to enhance the navigation algorithm performances in harsh scenarios, but also and in parallel, on the possibility to maintain, thanks to the presence of additional sensors, a high confidence level on the position estimation even in the absence of satellite navigation signals

Survey on Recent Advances in Integrated GNSSs Towards Seamless Navigation Using Multi-Sensor Fusion Technology

During the past few decades, the presence of global navigation satellite systems (GNSSs) such as GPS, GLONASS, Beidou and Galileo has facilitated positioning, navigation and timing (PNT) for various outdoor applications. With the rapid increase in the number of orbiting satellites per GNSS, enhancements in the satellite-based augmentation systems (SBASs) such as EGNOS and WAAS, as well as commissioning new GNSS constellations, the PNT capabilities are maximized to reach new frontiers. Additionally, the recent developments in precise point positioning (PPP) and real time kinematic (RTK) algorithms have provided more feasibility to carrier-phase precision positioning solutions up to the third-dimensional localization. With the rapid growth of internet of things (IoT) applications, seamless navigation becomes very crucial for numerous PNT dependent applications especially in sensitive fields such as safety and industrial applications. Throughout the years, GNSSs have maintained sufficiently acceptable performance in PNT, in RTK and PPP applications however GNSS experienced major challenges in some complicated signal environments. In many scenarios, GNSS signal suffers deterioration due to multipath fading and attenuation in densely obscured environments that comprise stout obstructions. Recently, there has been a growing demand e.g. in the autonomous-things domain in adopting reliable systems that accurately estimate position, velocity and time (PVT) observables. Such demand in many applications also facilitates the retrieval of information about the six degrees of freedom (6-DOF - x, y, z, roll, pitch, and heading) movements of the target anchors. Numerous modern applications are regarded as beneficiaries of precise PNT solutions such as the unmanned aerial vehicles (UAV), the automatic guided vehicles (AGV) and the intelligent transportation system (ITS). Hence, multi-sensor fusion technology has become very vital in seamless navigation systems owing to its complementary capabilities to GNSSs. Fusion-based positioning in multi-sensor technology comprises the use of multiple sensors measurements for further refinement in addition to the primary GNSS, which results in high precision and less erroneous localization. Inertial navigation systems (INSs) and their inertial measurement units (IMUs) are the most commonly used technologies for augmenting GNSS in multi-sensor integrated systems. In this article, we survey the most recent literature on multi-sensor GNSS technology for seamless navigation. We provide an overall perspective for the advantages, the challenges and the recent developments of the fusion-based GNSS navigation realm as well as analyze the gap between scientific advances and commercial offerings. INS/GNSS and IMU/GNSS systems have proven to be very reliable in GNSS-denied environments where satellite signal degradation is at its peak, that is why both integrated systems are very abundant in the relevant literature. In addition, the light detection and ranging (LiDAR) systems are widely adopted in the literature for its capability to provide 6-DOF to mobile vehicles and autonomous robots. LiDARs are very accurate systems however they are not suitable for low-cost positioning due to the expensive initial costs. Moreover, several other techniques from the radio frequency (RF) spectrum are utilized as multi-sensor systems such as cellular networks, WiFi, ultra-wideband (UWB) and Bluetooth. The cellular-based systems are very suitable for outdoor navigation applications while WiFi-based, UWB-based and Bluetooth-based systems are efficient in indoor positioning systems (IPS). However, to achieve reliable PVT estimations in multi-sensor GNSS navigation, optimal algorithms should be developed to mitigate the estimation errors resulting from non-line-of-sight (NLOS) GNSS situations. Examples of the most commonly used algorithms for trilateration-based positioning are Kalman filters, weighted least square (WLS), particle filters (PF) and many other hybrid algorithms by mixing one or more algorithms together. In this paper, the reviewed articles under study and comparison are presented by highlighting their motivation, the methodology of implementation, the modelling utilized and the performed experiments. Then they are assessed with respect to the published results focusing on achieved accuracy, robustness and overall implementation cost-benefits as performance metrics. Our summarizing survey assesses the most promising, highly ranked and recent articles that comprise insights into the future of GNSS technology with multi-sensor fusion technique.©2021 The Authors. Published by ION.fi=vertaisarvioimaton|en=nonPeerReviewed

Automotive applications of high precision GNSS

This thesis aims to show that Global Navigation Satellite Systems (GNSS) positioning can play a significant role in the positioning systems of future automotive applications. This is through the adoption of state-of-the-art GNSS positioning technology and techniques, and the exploitation of the rapidly developing vehicle-to-vehicle concept. The merging together of these two developments creates greater performance than can be achieved separately. The original contribution of this thesis comes from this combination: Through the introduction of the Pseudo-VRS concept. Pseudo-VRS uses the princples of Network Real Time Kinematic (N-RTK) positioning to share GNSS information between vehicles, which enables absolute vehicle positioning. Pseudo-VRS is shown to improve the performance of high precision GNSS positioning for road vehicles, through the increased availability of GNSS correction messages and the rapid resolution of the N-RTK fixed solution. Positioning systems in the automotive sector are dominated by satellite-based solutions provided by GNSS. This has been the case since May 2001, when the United States Department of Defense switched off Selective Availability, enabling significantly improved positioning performance for civilian users. The average person most frequently encounters GNSS when using electronic personal navigation devices. The Sat Nav or GPS Navigator is ubiquitous in modern societies, where versions can be found on nomadic devices such as smartphones and dedicated personal navigation devices, or built in to the dashboards of vehicles. Such devices have been hugely successful due to their intrinsic ability to provide position information anywhere in the world with an accuracy of approximately 10 metres, which has proved ideal for general navigation applications. There are a few well known limitations of GNSS positioning, including anecdotal evidence of incorrect navigation advice for personal navigation devices, but these are minor compared to the overall positioning performance. Through steady development of GNSS positioning devices, including the integration of other low cost sensors (for instance, wheel speed or odometer sensors in vehicles), and the development of robust map matching algorithms, the performance of these devices for navigation applications is truly incredible. However, when tested for advanced automotive applications, the performance of GNSS positioning devices is found to be inadequate. In particular, in the most advanced fields of research such as autonomous vehicle technology, GNSS positioning devices are relegated to a secondary role, or often not used at all. They are replaced by terrestrial sensors that provide greater situational awareness, such as radar and lidar. This is due to the high performance demand of such applications, including high positioning accuracy (sub-decimetre), high availability and continuity of solutions (100%), and high integrity of the position information. Low-cost GNSS receivers generally do not meet such requirements. This could be considered an enormous oversight, as modern GNSS positioning technology and techniques have significantly improved satellite-based positioning performance. Other non-GNSS techniques also have their limitations that GNSS devices can minimise or eliminate. For instance, systems that rely on situational awareness require accurate digital maps of their surroundings as a reference. GNSS positioning can help to gather this data, provide an input, and act as a fail-safe in the event of digital map errors. It is apparent that in order to deliver advanced automotive applications - such as semi- or fully-autonomous vehicles - there must be an element of absolute positioning capability. Positioning systems will work alongside situational awareness systems to enable the autonomous vehicles to navigate through the real world. A strong candidate for the positioning system is GNSS positioning. This thesis builds on work already started by researchers at the University of Nottingham, to show that N-RTK positioning is one such technique. N-RTK can provide sub-decimetre accuracy absolute positioning solutions, with high availability, continuity, and integrity. A key component of N-RTK is the availability of real-time GNSS correction data. This is typically delivered to the GNSS receiver via mobile internet (for a roving receiver). This can be a significant limitation, as it relies on the performance of the mobile communications network, which can suffer from performance degradation during dynamic operation. Mobile communications systems are expected to improve significantly over the next few years, as consumers demand faster download speeds and wider availability. Mobile communications coverage already covers a high percentage of the population, but this does not translate into a high percentage of a country's geography. Pockets of poor coverage, often referred to as notspots, are widespread. Many of these notspots include the transportation infrastructure. The vehicle-to-vehicle concept has made significant forward steps in the last few years. Traditionally promoted as a key component of future automotive safety applications, it is now driven primarily by increased demand for in-vehicle infotainment. The concept, which shares similarities with the Internet of Things and Mobile Ad-hoc Networks, relies on communication between road vehicles and other road agents (such as pedestrians and road infrastructure). N-RTK positioning can take advantage of this communication link to minimise its own communications-related limitations. Sharing GNSS information between local GNSS receivers enables better performance of GNSS positioning, based on the principles of differential GNSS and N-RTK positioning techniques. This advanced concept is introduced and tested in this thesis. The Pseudo VRS concept follows the protocols and format of sharing GNSS data used in N-RTK positioning. The technique utilises the latest GNSS receiver design, including multiple frequency measurements and high quality antennas

Multisensor navigation systems: a remedy for GNSS vulnerabilities?

Space-based positioning, navigation, and timing (PNT) technologies, such as the global navigation satellite systems (GNSS) provide position, velocity, and timing information to an unlimited number of users around the world. In recent years, PNT information has become increasingly critical to the security, safety, and prosperity of the World's population, and is now widely recognized as an essential element of the global information infrastructure. Due to its vulnerabilities and line-of-sight requirements, GNSS alone is unable to provide PNT with the required levels of integrity, accuracy, continuity, and reliability. A multisensor navigation approach offers an effective augmentation in GNSS-challenged environments that holds a promise of delivering robust and resilient PNT. Traditionally, sensors such as inertial measurement units (IMUs), barometers, magnetometers, odometers, and digital compasses, have been used. However, recent trends have largely focused on image-based, terrain-based and collaborative navigation to recover the user location. This paper offers a review of the technological advances that have taken place in PNT over the last two decades, and discusses various hybridizations of multisensory systems, building upon the fundamental GNSS/IMU integration. The most important conclusion of this study is that in order to meet the challenging goals of delivering continuous, accurate and robust PNT to the ever-growing numbers of users, the hybridization of a suite of different PNT solutions is required

Navigation Sensor Stochastic Error Modeling and Nonlinear Estimation for Low-Cost Land Vehicle Navigation

The increasing use of low-cost inertial sensors in various mass-market applications necessitates their accurate stochastic modeling. Such task faces challenges due to outliers in the sensor measurements caused by internal and/or external factors. To optimize the navigation performance, robust estimation techniques are required to reduce the influence of outliers to the stochastic modeling process. The Generalized Method of Wavelet Moments (GMWM) and its Multi-signal extensions (MS-GMWM) represent the latest trend in the field of inertial sensor error stochastic analysis, they are capable of efficiently modeling the highly complex random errors displayed by low-cost and consumer-grade inertial sensors and provide very advantageous guarantees for the statistical properties of their estimation products. On the other hand, even though a robust version exists (RGMWM) for the single-signal method in order to protect the estimation process from the influence of outliers, their detection remains a challenging task, while such attribute has not yet been bestowed in the multi-signal approach. Moreover, the current implementation of the GMWM algorithm can be computationally intensive and does not provide the simplest (composite) model. In this work, a simplified implementation of the GMWM-based algorithm is presented along with techniques to reduce the complexity of the derived stochastic model under certain conditions. Also, it is shown via simulations that using the RGMWM every time, without the need for contamination existence confirmation, is a worthwhile trade-off between reducing the outlier effects and decreasing the estimator efficiency. Generally, stochastic modeling techniques, including the GMWM, make use of individual static signals for inference. However, it has been observed that when multiple static signal replicates are collected under the same conditions, they maintain the same model structure but exhibit variations in parameter values, a fact that called for the MS-GMWM. Here, a robust multi-signal method is introduced, based on the established GMWM framework and the Average Wavelet Variance (AWV) estimator, which encompasses two robustness levels: one for protection against outliers in each considered replicate and one to safeguard the estimation against the collection of signal replicates with significantly different behaviour than the majority. From that, two estimators are formulated, the Singly Robust AWV (SR-AWV) and the Doubly Robust (DR-AWV) and their model parameter estimation efficiency is confirmed under different data contamination scenarios in simulation and case studies. Furthermore, a hybrid case study is conducted that establishes a connection between model parameter estimation quality and implied navigation performance in those data contamination settings. Finally, the performance of the new technique is compared to the conventional Allan Variance in a land vehicle navigation experiment, where the inertial information is fused with an auxiliary source and vehicle movement constraints using the Extended and Unscented Kalman Filters (EKF/UKF). Notably, the results indicate that under linear-static conditions, the UKF with the new method provides a 16.8-17.3% improvement in 3D orientation compared to the conventional setting (AV with EKF), while the EKF gives a 7.5-9.7% improvement. Also, in dynamic conditions (i.e., turns), the UKF demonstrates an 14.7-17.8% improvement in horizontal positioning and an 11.9-12.5% in terms of 3D orientation, while the EKF has an 8.3-12.8% and an 11.4-11.7% improvement respectively. Overall, the UKF appears to perform better but has a significantly higher computational load compared to the EKF. Hence, the EKF appears to be a more realistic option for real-time applications such as autonomous vehicle navigation