ПОЄДНАННЯ КООРДИНАТНОЇ ІНФОРМАЦІЇ ЗА ЙМОВІРНІСНИМ ПІДХОДОМ

This paper concentrates an efficient event detection approa ch exploiting data fusion technology for the heterogeneous wireless sensor networks. In this type of wireless sensor networks, each sensor is equipped with multiple sensing units. Particularly, in this paper, we study on the data fusion approach based on the type of complementary heterogeneous wireless sensor networks, and the fire disaster detection is utilized as an example of event det ection. The proposed event detection model is constructed of data fusion level and information fusion level. In the data fusion level , resource data are collected from the sensors which are both in the sensing field out of the sensing field. In the information fusion level , the event can be detected by computing the data fusion probabilities. For the fire disaster detection process, data collected from temperature sensors and humidity sensors are combined, and then all the measurements are supposed independent on normal random variables. Afterwards, the data fusion process is implemented utilizing genetic algorithm, by which the population is evolved through a predetermined number of consults. Therefore, for each generation of answers, a new set of artificial creatures can be calculated. Furthermore, the answers can be solved by fragments of the most suitable individuals. Finally, experiments are conducted on a series of simulations using the OMNeT++ tool. Compared with other methods, the proposed data fusion based event detection algorithm can effectively find the event through detecting the notify sta te and alert state, and performs better than other two methods both in the fusion quality and fusion efficiency.

Due to the low signal power, the Global Navigation Satellite System (GNSS) signal is vulnerable to interference and even cannot be captured or tracked in harsh environments. As an alternative, the Low Earth Orbit (LEO) satellite has been widely used in the navigation field due to the advantages of low cost and strong signals. It is becoming a significant component of the new combined navigation system with GNSS. The combination of an LEO Doppler signal and GNSS observables can improve the positioning accuracy and high-precision positioning convergence time of the GNSS receiver. However, the GNSS signal receiving capability cannot be improved from this data fusion level. We propose a novel assisted structure where GNSS signal acquisition and Doppler tracking are assisted by LEO Doppler positioning. The receiver uses the LEO signal to achieve Doppler positioning firstly. Then, the coarse position with the GNSS navigation messages received from LEO, as well as the estimated clock information, is used to assist in the acquisition and tracking of GNSS. In this way, the GNSS receiver’s sensitivity can get the benefit from this integrated system. The paper presents the structure of the assisted receiver and analyzes the assisted GNSS signal acquisition and carrier tracking performance in detail. Simulation experiments of this assisted structure are carried out to verify its superiority of acquisition and tracking sensitivity in comparison with standalone GNSS receivers. Theoretical analysis and experimental results show that the proposed acquisition method can achieve 90% detection probability at a carrier-to-noise ratio (C/N0) of 15 dB-Hz, which is about 8 dB higher than the conventional acquisition method without assistance; the proposed tracking method can track weak signals of 5 dB-Hz, which is about 4 dB higher than the conventional method. Therefore, this novel LEO-assisted receiver has significantly improved weak signal acquisition and tracking sensitivity.

Rice diseases are major threats to rice yield and quality. Rapid and accurate detection of rice diseases is of great importance for precise disease prevention and treatment. Various spectroscopic techniques have been used to detect plant diseases. To rapidly and accurately detect three different rice diseases [leaf blight (Xanthomonas oryzae pv. Oryzae), rice blast (Pyricularia oryzae), and rice sheath blight (Rhizoctonia solani)], three spectroscopic techniques were applied, including visible/near-infrared hyperspectral imaging (HSI) spectra, mid-infrared spectroscopy (MIR), and laser-induced breakdown spectroscopy (LIBS). Three different levels of data fusion (raw data fusion, feature fusion, and decision fusion) fusing three different types of spectral features were adopted to categorize the diseases of rice. Principal component analysis (PCA) and autoencoder (AE) were used to extract features. Identification models based on each technique and different fusion levels were built using support vector machine (SVM), logistic regression (LR), and convolution neural network (CNN) models. Models based on HSI performed better than those based on MIR and LIBS, with the accuracy over 93% for the test set based on PCA features of HSI spectra. The performance of rice disease identification varied with different levels of fusion. The results showed that feature fusion and decision fusion could enhance identification performance. The overall results illustrated that the three techniques could be used to identify rice diseases, and data fusion strategies have great potential to be used for rice disease detection.

GNSS (global navigation satellite systems) are widely used in aircraft navigation. However, a GNSS backup system is required due to GNSS vulnerability. Enhancement of DME (distance measuring equipment) is one of candidates for the GNSS backup system. Optimization of tropospheric propagation delay is suggested as one of technologies for the enhancement. In developing an optimization technology, first, the amount of variation in tropospheric propagation delay at very low elevation angles for aircraft application should be clarified quantitatively. Moreover, the cause of the variation should be detailed. This study analyzes these issues by using the raytracing method and upper-air observation data. The result provides data that can be utilized for the future development of the DME enhancement.

Ship navigation requires accurate positioning, navigation and timing (PNT) data. PNT data from a single source has uncertainties and potential risks. Wrong PNT data has a huge impact on ship maneuvering, and at the same time, it may cause huge losses to national assets and national security. This chapter proposes a data fusion algorithm based on single-frequency global navigation satellite system (GNSS) and inertial navigation system (INS) to obtain PNT data, which can improve the availability, accuracy, reliability, continuity, and robustness. The experimental results show that the data fusion method combining median filtering and Kalman filtering can improve the system's ability to acquire PNT data. When blocking GNSS acquisition of PNT data, relying on INS, you can still obtain PNT data, which can make up for the ability to obtain PNT data from GNSS.

Advanced land‐vehicle navigation commonly uses integrated systems to counteract global navigation satellite system (GNSS) solution degradation. This occurs mainly in urban environments due to blockage of the satellite signals. This paper presents a loosely coupled inertial navigation system/GNSS navigation system that combines an attitude and heading reference system (AHRS) device with a dual‐frequency dual‐antenna GNSS heading receiver. The integrated navigation system is aided by a low‐cost odometer which replaces external wheel speed sensors usually installed in autonomous vehicles. The proposed odometer extracts the anti‐lock braking system‐generated pulses of rear wheels from vehicle controller area network messages. Following, it converts them into software‐generated signal pulses which are sent to the AHRS device through the serial port. The system platform uses a mobile internet data link to get differential GNSS corrections in real‐time from a public Ntrip—networked transport of Radio Technical Commission for Maritime Services via internet protocol—broadcaster in order to allow the GNSS receiver to operate in differential global positioning system/real‐time kinematic (RTK) modes. Thus, the integrated navigation system provides centimeter‐level positioning accuracy at 100 Hz. Since the positioning accuracy is severely affected by numerous factors, this work proposes a replicated 24 full factorial design with the purpose of evaluating the in‐field obtained positioning performance under different factors combinations. The experimental design chosen allows to know under which conditions it is feasible to replace the available GNSS velocity by the proposed odometry solution, when they are used as navigation aids, and knowing that the proposed odometry has a low resolution. The analysis of 32‐runs factorial design results, using a significance level of .05, demonstrated that the proposed odometry can overcome GNSS/RTK velocity.

Multi-source heterogeneous information fusion based on the Global Navigation Satellite System (GNSS)/Inertial Navigation System (INS)/odometer is an important technical means to solve the problem of navigation and positioning in complex environments. The measurement noise of the GNSS/INS/odometer integrated navigation system is complex and non-stationary; it approximates a Gaussian distribution in an open-sky environment, and it has heavy-tailed properties in the GNSS challenging environment. This work models the measurement noise and one-step prediction as the Gaussian and Student’s t mixture distribution to adjust to different scenarios. The mixture distribution is formulated as the hierarchical Gaussian form by introducing Bernoulli random variables, and the corresponding hierarchical Gaussian state-space model is constructed. Then, the mixing probability of Gaussian and Student’s t distributions could adjust adaptively according to the real-time kinematic solution state. Based on the novel distribution, a robust variational Bayesian Kalman filter is proposed. Finally, two vehicle test cases conducted in GNSS-friendly and challenging environments demonstrate that the proposed robust Kalman filter with the Gaussian–Student’s t mixture distribution can better model heavy-tailed non-Gaussian noise. In challenging environments, the proposed algorithm has position root mean square (RMS) errors of 0.80 m, 0.62 m, and 0.65 m in the north, east, and down directions, respectively. With the assistance of inertial sensors, the positioning gap caused by GNSS outages has been compensated. During seven periods of 60 s simulated GNSS data outages, the RMS position errors in the north, east, and down directions were 0.75 m, 0.30 m, and 0.20 m, respectively.

In this paper, we develop a novel method to detect Global Navigation Satellite Systems (GNSS) spoofing for an Automatic Dependent Surveillance-Broadcast (ADS-B) equipped aircraft. The Federal Aviation Administration (FAA) has mandated [18] all civil aircraft to be ADS-B Out equipped by January 1, 2020. The ADS-B Out broadcast sent to Air Traffic Control (ATC) consists of the aircraft's position, velocity, and other aircraft-specific information, all of which being unencrypted, poses a serious integrity threat. With readily available ADS-B trackers [19], [20], a spoofer can accurately track an aircraft to generate a spoofed trajectory that can go undetected [11]. We propose a novel method to modulate the ADS-B Out position broadcast such that a spoofed trajectory generated using the modulated ADS-B will be detectable by comparing Inertial Navigation System (INS) positions against those obtained using the spoofed GNSS signal. The amplitude of ADS-B modulation is selected to exceed the nominal INS error covariance so that spoofing is observable. In this work, we analytically quantify the magnitude of ADS-B modulation that will be sufficient for spoofing detection. During scenarios of GNSS signal jamming and spoofing, reauthentication of a reacquired GNSS signal is necessary to maintain integrity. During a GNSS outage, given enough time, the INS solution drift will grow large enough such that the spoofed GNSS solution might be within the INS error covariance envelope and go undetected. For GNSS outage scenarios we propose continuous modulation of ADS-B position and analytically quantify the magnitude such that spoofing of the GNSS signal is detectable after signal is re-acquired.

As the Global Satellite Navigation Systems (GNSS) signals are received and processed by the GNSS receivers with an extremely low power, they are vulnerable to non-intentional and intentional interference. In particular, the intentional transmission of Radio Frequency interference, known as jamming, can completely prevent the operation of GNSS receivers. The integration of measurements from multiple sensors with complementary error characteristics offers a possible countermeasure against jamming and, therefore, it can provide a position solution that has sufficient accuracy for the applications. This paper shows how a Deeply Coupled (DC) integration of GNSS with Inertial Navigation Systems (INS) and visual sensors enhances the robustness of the navigation system in presence of jamming. In particular, the effect of DC integration for jamming mitigation is investigated for a dynamic scenario where jamming signals have been added to a pre-recorded GNSS scenario by using the record and replay approach, emulating different interference levels. The results presented in this paper show that the deep coupling of GNSS with INS and visual sensors can sustain the navigation in presence of high power jamming, although such a strong interference completely masks the GNSS signal denying the navigation of a GNSS stand-alone system. Moreover, the test procedures suitability of the record and replay approach for the jamming scenario generation and combination with real datasets are discussed and analyzed.

Global Navigation Satellite Systems (GNSS) has been the primary positioning solution for Unmanned Aerial Vehicles (UAVs) due to their worldwide coverage, high precision and lightweight receivers. However, GNSS is prone to electromagnetic interference and malicious assaults, including jamming or spoofing because of its low signal-to-noise ratio (SNR). To ensure the continuity and protection of UAV operations, using redundant navigation systems is essential. In recent years, the phased array radio system (PARS) has established itself as a local navigation solution. PARS is robust towards malicious assaults because of an much higher SNR than GNSS regarding directed and encrypted transmission. An essential factor of PARS is that the orientation of the radio antenna at a ground station needs to be precisely determined to obtain the correct positioning of UAVs. This paper presents a method for extending a previously proposed calibration algorithm to estimate the ground antenna orientation with an inertial navigation system (INS) aided by redundant positioning sensors (GNSS, PARS or barometer) using a multiplicative extended Kalman filter (MEKF) so that the calibration can be activated during flights whenever GNSS is available. In other words, the proposed navigation system is essentially an aided-INS which switches between two modes depending on the availability of GNSS: calibration and GNSS aiding mode when GNSS is available (Mode 1) and PARS and barometer aiding mode when GNSS is unavailable (Mode 2). Considering that the navigation system needs to include the effect of Earth’s curvature for a long-distance flight, PARS horizontal measurement and the barometer measurement were treated independently, and the navigation equations were propagated in Earth Centred Earth Fixed (ECEF) frame. The independent treatment of barometer measurement, and the propagation in ECEF frame were also beneficial when using multiple ground antennas to have a common reference point and reference frame. The proposed method was validated using data (Inertial Measurement Unit (IMU), GNSS, PARS, Pixhawk autopilot (including barometer) measurements) collected during a field test. In the validation, GNSS was made available at the middle of the flight and the calibration mode was activated for 200s. The proposed navigation system successfully estimated the precise orientation of multiple ground antennas and the navigation solutions were verified using GNSS and Pixhawk autopilot solutions as ground truth.

With the rapid development of high-speed trains in the world, how to quickly collect train operation data becomes a significant issue. The paper uses Global Navigation Satellite System (GNSS), Inertial Navigation System (INS), and Driver Machine Interface (DMI) information fusion to obtain the position and speed information of the train more accurately. Among these information sources, GNSS and INS can carry out the collection of train position and speed information with and without obstructions, respectively. When the train is running in the open and unobstructed, GNSS can directly obtain train operation information. When the train passes through an environment with obstructions, GNSS and INS work simultaneously to obtain train operation information. The DMI on the train has the timely speed and kilometer mark information of the train. During the measurement, as we can not access to the onboard equipment. The camera is applied to collect the DMI interface. The image is processed to obtain the train data information. In this paper, the train data collected by GNSS/INS equipment is corrected by the Kalman filtering method. The data collected by DMI is filtered by the kinematics theorem and the least square method. What is more, a centralized fusion structure is used to process the DMI, GNSS, and INS data. This result can provide more accurate train time, speed, and kilometer mark information for the train during the operation test.

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.

The localization system is the most important part of the overall drone navigation system. The Global Positioning System (GPS) or Global Navigation Satellite System (GNSS) is the main device commonly used in a drone. However, under certain conditions, GPS or GNSS may not function optimally, such as in situations of signal jamming or enclosed environments. This paper implemented a new approach to address this issue by combining GNSS data with Visual Odometry (VO) through Machine Learning (ML) methods. The followed process consists of three main stages. First, performing speed and orientation estimation using VO. Second, performing left and right feature separation on the images to generate a more stable and robust estimation of speed and rotation. Third, refining speed and orientation estimation by integrating GNSS data through ML-based data fusion. The proposed method strives to enhance drone localization accuracy, despite disruptions or unavailability of GNSS signals. The research results indicate that the introduced method significantly reduces Absolute Translation Error (ATE) compared to utilizing VO or GNSS separately. The average ATE produced reached 4.38 m and an orientation of 8.26°, indicating that this data fusion approach provides a significant improvement in drone localization accuracy, making it reliable in operational scenarios with limited GNSS signals.

About the Author. Preface . Glossary . 1 Introduction . 1.1 Historical Perspective. 1.2 The Case for Simulation. 1.3 The Changing Role of Simulation. 1.4 The Organization of a Flight Simulator. 1.5 The Concept of Real-time Simulation. 1.6 Pilot Cues. 1.7 Training versus Simulation. 1.8 Examples of Simulation. References. 2 Principles of Modelling . 2.1 Modelling Concepts. 2.2 Newtonian Mechanics. 2.3 Axes Systems. 2.4 Differential Equations. 2.5 Numerical Integration. 2.6 Real-time Computing. 2.7 Data Acquisition. 2.8 Flight Data. 2.9 Interpolation. 2.10 Distributed Systems. 2.11 A Real-time Protocol. 2.12 Problems in Modelling. References. 3 Aircraft Dynamics . 3.1 Principles of Flight Modelling. 3.2 The Atmosphere. 3.3 Forces. 3.4 Moments. 3.5 Axes Systems. 3.6 Quaternions. 3.7 Equations of Motion. 3.8 Propulsion. 3.9 The Landing Gear. 3.10 The Equations Collected. 3.11 The Equations Revisited - Long Range Navigation. References. 4 Simulation of Flight Control Systems . 4.1 The Laplace Transform. 4.2 Simulation of Transfer Functions. 4.3 PID Control Systems. 4.4 Trimming. 4.5 Aircraft Flight Control Systems. 4.6 The Turn Coordinator and the Yaw Damper. 4.7 The Auto-throttle. 4.8 Vertical Speed Management. 4.9 Altitude Hold. 4.10 Heading Hold. 4.11 Localizer Tracking. 4.12 Auto-land Systems. 4.13 Flight Management Systems. References. 5 Aircraft Displays . 5.1 Principles of Display Systems. 5.2 Line Drawing. 5.3 Character Generation. 5.4 D Graphics Operations. 5.5 Textures. 5.6 OpenGL (R) . 5.7 Simulation of Aircraft Instruments. 5.8 Simulation of EFIS Displays. 5.9 Head-up Displays. References. 6 Simulation of Aircraft Navigation Systems . 6.1 Principles of Navigation. 6.2 Navigation Computations. 6.3 Map Projections. 6.4 Primary Flight Information. 6.5 Automatic Direction Finding (ADF). 6.6 VHF Omnidirectional Range (VOR). 6.7 Distance Measuring Equipment (DME). 6.8 Instrument Landing Systems (ILS). 6.9 The Flight Director. 6.10 Inertial Navigation Systems. 6.11 Global Positioning Systems. References. Further Reading. 7 Model Validation . 7.1 Simulator Qualification and Approval. 7.2 Model Validation Methods. 7.3 Latency. 7.4 Performance Analysis. 7.5 Longitudinal Dynamics. 7.6 Lateral Dynamics. 7.7 Model Validation in Perspective. References. 8 Visual Systems . 8.1 Background. 8.2 The Visual System Pipeline. 8.3 3D Graphics Operations. 8.4 Real-time Image Generation. 8.5 Visual Database Management. 8.6 Projection Systems. 8.7 Problems in Visual Systems. References. 9 The Instructor Station . 9.1 Education, Training and Instruction. 9.2 Part-task Training and Computer-based Training. 9.3 The Role of the Instructor. 9.4 Designing the User Interface. 9.5 Real-time Interaction. 9.6 Map Displays. 9.7 Flight Data Recording. 9.8 Scripting. References. 10 Motion Systems . 10.1 Motion or No Motion? 10.2 Physiological Aspects of Motion. 10.3 Actuator Configurations. 10.4 Equations of Motion. 10.5 Implementation of a Motion System. 10.6 Hydraulic Actuation. 10.7 Modelling Hydraulic Actuators. 10.8 Limitations of Motion Systems. 10.9 Future Motion Systems. References. Index.

Aircraft distance-measuring-equipment (DME) data are used to update position, velocity, and wind measurements from inertial navigation systems (INS) measurements. Data from conventional single-channel DME sets, suitably calibrated, are shown to be adequate to resolve the Schuler oscillation and correct INS positions to better than 1-km accuracy. The satellite-based NAVSTAR global position system (GPS) is rapidly superseding other systems for external position reference. However, DME is reliable and very accurate and has been recorded on many research datasets. The principal limitation of the DME is that it is restricted to land-based navigation. The regression technique used does not necessitate multiple DME receivers or station switching and involves few restrictions on the collection of the data. However, the results improve when more than one station is used. Comparisons with other navigation systems (interferometer and loran) demonstrate the method's skill in resolving INS errors. Intercomparisons among several research aircraft flying in close formation support the method's usefulness in correcting biases in INS data.