Navigation Systems Using GPS for Vehicles

<div class="htmlview paragraph">This paper describes a navigation System for private automobiles.</div> <div class="htmlview paragraph">This system shows the accurate position of the vehicle on a CRT map display and also displays useful Information such as the locations of hotels, golf clubs, etc.</div> <div class="htmlview paragraph">A sophisticated map matching method is employed to find the vehicle's position. In this method, a set of correlation coefficients between the locus and the mapped roads is used to determine the vehicle's location statistically. A unique automatic calibration function is also added to the magnetic field sensor to compensate for malfunctioning and detection errors caused by distortion due to the earth's magnetism and to magnetization of the vehicle at points of high field density such as railroad crossings.</div> <div class="htmlview paragraph">In this system, we can see the current position of the vehicle indicated by a pointer on the smooth scrolling map display.</div> <div class="htmlview paragraph">This digital map has scales of 1/25,000, 1/100,000 and 1/400,000 and covers all of Japan with two available display modes: “north up” and “heading up”.</div> <div class="htmlview paragraph">This system also shows the direction and distance to whatever destination the user has chosen.</div> <div class="htmlview paragraph">This navigation system has been installed in Nissan's 1989 Cedric/Gloria and Cima models.</div>

The car navigation service has opened through the global positioning system (GPS). People's lives have changed through car navigation services, and this service is indispensable nowadays. GPS provides reliable location accuracy in open space, but its location accuracy is degraded where multipath and other error factors are present. In particular, since GPS signals must be received in order to calculate the position, the navigation system cannot calculate the position in an indoor space such as underground parking lot, subway or tunnel where GPS signals are cut off. When car navigation is performed in an indoor parking lot where GPS signals are not transmitted, the user cannot calculate the current location, so the user has to go out by relying on the traffic sign because he does not know the current location. Also, when the user leave the parking lot, the car navigation system has problems. In an urban canyon, it is difficult to calculate accurate current position due to multipath. Because the route is calculated through the current location and route, the car navigation system provides the wrong route to the user. In addition, when entering a tunnel while using car navigation, the car navigation system calculates the position using the initial tunnel entry velocity estimated by the GPS. As the speed of the user increases or decreases, the position error also increases. Then the position suddenly changes when passing through the tunnel. And it is difficult to provide a proper guidance at the branch road or exit in the tunnel because of the positioning error. People are demanding a complete car navigation service, but the current navigation service provides the wrong route and position information to the user where the GPS signal quality is poor. In order to solve the above problem, in this paper, we have studied to improve the user's position accuracy by using LTE signal and mobile phone internal sensor. In general, observed time difference of arrival (OTDOA) technique is applied for the LTE based positioning. Because this method gives tens of meters of error, it is difficult to be used for the car navigation service. In our research, we estimate the position using the LTE signal strength. The difference from conventional fingerprinting method is that instead of using only current signal strength, the signal strength pattern accumulated while moving is utilized to estimate the user position. The signal strength increases as the user approach the access point (AP), and decreases as the user move away from the AP. Therefore, when a user moves and stores signal strength with respect to a specific AP, a pattern that could occur only in the corresponding region is saved. There are many similar candidates in the database when using only the current signal strength. However, when using a pattern, similar candidates exist only around the true position. And, when using several LTE signals, the positioning accuracy could be increased. Since the user receives multiple LTE signals, the pattern becomes surface. The surface is compared with the database, and the position with the highest correlation value is estimated as the current position. We call this method surface correlation (SC). In order to verify the performance of the proposed method, experiments were conducted in the Gangnam beltway tunnel in Seoul. The testbed consisted of three tunnel and total distance is almost 11.8 Km. In the tunnel, repeater and several antennas are installed to widen the area of the LTE signal. When an LTE signal is received by the vehicle, the largest signal strength is received every time when the vehicle passes the nearest antenna. As a result, for a specific LTE signal, when the vehicle has passed through the LTE signal region, a unique pattern with multiple peaks is generated. In order to estimate the position, we first estimate the position with the SC technique. Then, the estimated position is corrected by comparing the peak of the currently received pattern with the peak of the database. Through this method, the position was estimated with an error of less than 50meter in the tunnel. Conclusion In this research, the LTE signal strength based positioning technology is presented. Especially, this technology, SC, provides the positioning performance that could be used for the car navigation in the tunnel where GPS signal is blocked. We expected that user would be use the accurate car navigation service through this technology in the GPS challenging environment.

<div class="section abstract"><div class="htmlview paragraph">It is expected that the world's energy demand will double by 2050, which requires energy-efficient technologies to be readily available. With the increasing number of vehicles on our roads the demand for energy is increasing rapidly, and with this there is an associated increase in CO₂ emissions. Through the careful use of optimized lubricants it is possible to significantly reduce vehicle fuel consumption and hence CO₂.</div><div class="htmlview paragraph">This paper evaluates the effects on fuel economy of high quality, low viscosity heavy-duty diesel engine type lubricants against mainstream type products for all elements of the vehicle driveline. Testing was performed on Shell's driveline test facility for the evaluation of fuel consumption effects due to engine, gearbox and axle oils and the variation with engine operating conditions.</div><div class="htmlview paragraph">To complement the rig-based testing, a field test protocol has been developed to better understand the linkage between operating conditions and fuel economy changes when driveline lubricants are changed. Two standard, delivery-type, 18-ton trucks have been modified with fuel-flow, engine operation and GPS (global positioning system) measurement equipment. Following a fixed on-road test route in the UK containing city, local, highway and hill driving conditions, the fuel consumption data was separated out for each situation to demonstrate the relative differences. To minimize variability, tight controls were placed on the test set-up, measurements taken and the operation of the vehicles.</div><div class="htmlview paragraph">Using a Mercedes Benz OM 460LA heavy-duty diesel engine run under the World Harmonized Transient Cycle (WHTC) and World Harmonized Stationary Cycle (WHSC), a combination of a SAE 5W-30 engine oil, SAE 75W-80 gearbox oil and SAE 75W-90 axle oil gave average fuel consumption improvements of 1.8% and 1.1%, respectively, relative to a SAE 15W-40 engine oil, SAE 80W gearbox and a SAE 90 axle oil. Using the WHSC cycle, significant variations in the individual lubricant contribution under different speed/load conditions within the cycle were identified. Additionally, an average fuel consumption improvement of 1.8% was observed using medium-duty trucks under a range of typical European driving conditions in a controlled field trial.</div></div>

Position determination using satellite navigation system has grown significantly. It provides geospatial with global coverage called GNSS (Global Navigation System Satellite). GNSS satellites consists of GLONASS, GPS (Global positioning system) and Galileo.GPS is the most commonly used system and it is known to its capability to determine 3D position on the surface of the earth. In order to determine the position, a GPS receiver must be able to receive signals from at least four GPS satellites. However, the determination of position in condensed areas such as tunnels, area surrounded by high rise buildings, highly forested and in other closely-knit areas is not achieved because satellite signals cannot reach the receiver in the above-mentioned areas and also others where the signals are reflected before being received by a GPS receiver. In this paper, we present the algorithm to fuse GPS and the inertial measurement unit (IMU) to enable positioning in the above-mentioned Condensed Areas. The standard deviations of the two measurements show that GPS-IMU is better than GPS alone, the standard deviation when satellite outages occurred is - 4.57475 for GPS-IMU measurements and 0.218675 for GPS observations. We presented the results in graphics and it shows that GPS measurements are easily disturbed by external influence such as multipath but GPS-IMU graphic is continuous and robust. The advantages and disadvantages of GPS and INS are complementary and make them work together to enable the accurate measurements in the areas mentioned above. Integration of INS and GNSS can be classified into three types, loosely coupled Kalman filter, tightly coupled Kalman filters and ultratight coupled Kalman filter. In this research we used loosely coupled Kalman filter and tightly coupled Kalman filters to combine GPS and INS in one system.

<div class="htmlview paragraph">The application of Model-Based Design has been well established, documented, and highly refined practice for the development of embedded control systems like those used for power train or chassis controls.</div> <div class="htmlview paragraph">Model-Based Design, when applied to in-vehicle electronic systems with human-machine interface (HMI) elements, presents unique challenges and opportunities.</div> <div class="htmlview paragraph">Historically, development of the software to drive audio, climate control, navigation or other driver facing functions in a vehicle have been developed with traditional processes. These could include textural requirements and hand coding or application of structured design and analysis tools followed by hand coding. Production of the first working prototype using these traditional methods is much longer than with Model-Based Design. This is an emerging trend in the automotive body electronics design community.</div> <div class="htmlview paragraph">This paper will describe the key design elements of the new HMI concept being developed and the development process used to produce a working prototype. Some key advantages of Model-Based Design for demonstration system development will be addressed. The next process steps to move the demonstration towards production will also be discussed.</div>

<div class="htmlview paragraph">In future lunar and Mars exploration missions the ability to provide the crewmember navigation information will be critical. Exploration demands that Extravehicular Activity (EVA) astronauts be provided the capability to operate with greater autonomy in accomplishing complex EVA missions than has been the case previously. Robust crew information interfaces and navigation support integral to the EVA spacesuit system are expected to be minimum requirements. Navigation support must allow the EVA crew to determine their position relative to EVA target locations, satellite imagery and maps and assist them in walking or riding to the desired targets on the planetary surface. Together, these needs suggest a requirement for an integrated system that combines data and voice communications, a high performance visual display, and navigation support in a design that is compatible with spacesuit environmental and packaging restrictions and with unique EVA crew interface demands. Unlike current Earth surface operations, lunar and Mars missions will require that these capabilities be provided with a minimum of infrastructure and without the availability of an extensive network of satellites like the Global Positioning System (GPS).</div> <div class="htmlview paragraph">NASA has included crew information interface experiments in its Desert Research and Technology Studies (RATS) to better understand the detailed requirements for such a system and has evolved a test platform called the Communications Avionics and Informatics (CAI) pack to support those studies. During 2006, Hamilton Sundstrand and Raytheon have worked with NASA to integrate a ground based navigation system developed for military uses into this test environment for a preliminary assessment of feasibility and utility. The results show significant promise and the potential for near term development of a more fully integrated test system. This paper describes the test systems, test activities and results and discusses possible future experimentation.</div>

The Differential Global Positioning System (DGPS) is a marine navigation system operating at frequencies of 283.5–325 kHz, which is now the primary method for locating vessels in coastal shipping, as well as hydrography and mapping systems worldwide. Its positioning accuracy is determined by the following: the pseudorange error to Global Positioning System (GPS) satellites, the age of pseudorange corrections, and the value of the Horizontal Dilution of Precision (HDOP), which, in terms of accuracy, is crucial in positioning using GPS satellites. In 2020, the International Hydrographic Organization (IHO) introduced a new (the highest) order of hydrographic surveys, i.e., the Exclusive Order, which requires a positioning system to provide an accuracy of 1 m (p = 0.95). The aim of this article is to provide an answer to the question as to whether the maritime DGPS system, whose positioning accuracy is constantly increasing with that of the GPS system, fulfils the requirements for the hydrographic surveys of harbours. To this end, an extensive experimental study on the maritime DGPS system, involving a total of nearly 3.5 million fixes, was conducted. Statistical analyses showed that when ensuring the HDOP values range from 0.8 to 1.4, the DGPS system can be used in hydrographic surveys of harbours.

We present a simple model of the signals transmitted by global positioning system (GPS) satellites and of the reception of these signals by a GPS receiver, neglecting atmospheric effects. The model idealizes the receiver and transmitter as electric dipole antennas. We derive the open-circuit voltage induced in the antenna of the receiver as a function of time, position, velocity, and orientation of the respective antenna. As an application of this model, we show that by using a single dipole antenna, a user of the GPS can compute his position, time, and two angles of attitude, by tracking the phases of the open-circuit antenna voltages for six GPS satellites.

Lockheed Martin Mission Systems is developing a high fidelity simulator for the Air Force's Global Positioning System (GPS) satellite command and control operations. To accomplish this goal, each spacecraft subsystem was broken down into a series of algorithms that describes the subsystem dynamic behavior. The measurable effects produced by these algorithms were compared to actual GPS satellite data for algorithm validation. Several subsystems that posed particular difficulty include orbit determination, thermal control, and reaction control. The primary algorithms used to simulate these subsystems are included herein as well as a discussion pertaining to issues surrounding the development of these algorithms. Finally, some of the required anomalies are discussed along with their relation to the derived algorithms.

It is possible for the visually impaired to walk their known area independently by using a white cane. However, in their unknown area, they cannot walk without help of others even if they can use a white cane very well. In such cases, not only a visually impaired person but he/she who assists them receives many stress in dairy activity. Therefore, many types of independent walking assist system for the visually impaired are developing. Our objective of this study is the development of an auto navigation system for the visually impaired which assists independent walking of them. This system measures the position of a visually impaired person (a user) by using GPS (Global Positioning System) and navigates him/her to the destination like as a car navigation system. In our system, a location data is stored in the map database and a position of user are analyzed and optimal route for a user to the destination is calculated. Our system guides a user to the destination along this route, and notifies the user of this route and some information for the safety walking by artificial voice. Three normal subjects were tested with our navigation system. All subjects were blind folded by an eye mask and equipped a navigation system. As a result, our system worked well and all subjects were able to walk to the destination following guidance voice. So, we are developing a new navigation system which is installed on a cellular phone. In Japan, there are some cellular phones that include GPS. And most of application programs for cellular phone are written by JAVA. Therefore, GPS included in a cellular phone will be used and every functions of the navigation system will be written by JAVA. In this paper, we also reports about this new navigation system.

<div class="htmlview paragraph">Video surveys are being used in Doncaster to provide an up-to-date inventory of the highway network and street furniture. The techniques being used are closely related to those under development for the collection of network attribute data for Advanced Transport Telematics (ATT) / Intelligent Vehicle Highway Systems (IVHS) systems, in particular for route guidance and navigation systems.</div> <div class="htmlview paragraph">The success of systems such as Autoguide, EURO-SCOUT (formerly called ALI-SCOUT), CARIN, Travelpilot and dual-mode route guidance will be critically dependent upon the quality of the data on which navigation and routeing recommendations are based. Experience, in London and Berlin in particular, has shown that the information presented to the driver throughout his journey needs to be accurate, precisely timed and in a large number of cases specifically tailored to the details of individual junction layouts. It is not possible to provide the quality of data necessary for system acceptance without detailed surveys of the roads on which guidance is to be given.</div> <div class="htmlview paragraph">Video survey techniques offer the flexibility to view road and junction layouts in a controlled office environment, minimising the need for costly re-surveying, and significantly improving data quality and consistency. The system in use in Boncaster is providing the basis of an innovative methodology in which in-vehicle computers are interfaced with navigation systems and professional video techniques.</div> <div class="htmlview paragraph">This results in the integration of the digital map base with the information required to generate the vitally important turning recommendations for the driver and the accurate data necessary for successful map-matching.</div> <div class="htmlview paragraph">The paper presents results and conclusions from Doncaster. It reviews the need for this type of accurate data, describes experiences in existing trials of ATT/IVHS systems, analyses developments in digital map creation techniques and presents the context into which the new generation of data collection methodology will be integrated.</div>

<div class="htmlview paragraph">Digital maps have large potential to enhance or enable Advanced Driver Assistance Systems (ADAS) by extending driver horizon and therefore to contribute to safer, smarter and cleaner road transport. As a predictive sensor called ADAS Horizon, in-vehicle digital maps are an important source of information providing look-ahead capability for ADAS applications and providing further information for on-board sensors to enhance environment perception.</div> <div class="htmlview paragraph">This paper reports on results from the European Commission project MAPS&ADAS, part of PReVENT Integrated Project, dedicated to the development, test and validation of a standardized interface (ADAS Interface) between ADAS applications and ADAS map data sources for accessing map data regarding vehicle position.</div>

<div class="section abstract"><div class="htmlview paragraph">Anti-lock Braking Systems (ABS) for motorcycles have already contributed significantly to the safety of powered two-wheelers (PTW) on public roads by improving bike stability and controllability in emergency braking situations.</div><div class="htmlview paragraph">In order to address further riding situations, another step forward has been achieved with Motorcycle Stability Control (MSC) system. By combining ABS, electronically combined braking system (eCBS), traction control and inertial sensors even in situations like braking and accelerating in corners the riders' safety can be improved. The MSC system controls the distribution of braking and traction forces using an algorithm that takes into account all available vehicle information from wheels, power train and vehicle attitude. With its ability to control fundamental vehicle dynamics, the MSC system will be a basis for further development and integration of comprehensive safety systems.</div><div class="htmlview paragraph">The contribution of ABS towards motorcycle safety has been confirmed by numerous international research studies, making it the safety technology with the highest possible benefit for motorcycles available today. Recent investigations by Bosch accident researchers show the contribution of the MSC system to further increase the safety benefit for motorcycle riders by extending the acceleration and braking control functions to cover more riding situations. The MSC systems could avoid more than every 3<sup>rd</sup> accident with casualties involving a motorcycle in Germany.</div><div class="htmlview paragraph">This paper focuses on these new motorcycle technologies developed with centralized system architecture and their safety benefits in preventing and mitigating motorcycle accidents with injuries and fatalities.</div></div>

With the development of the intelligent vehicle navigation systems and vehicle networking systems, vehicle positioning and state estimation become very important. This paper investigates the integration of Global Positioning System (GPS), Inertial Navigation System (INS) and Dead Reckoning based on Anti-lock Braking System (ABSDR) positioning based on Kalman filter, and aims at achieving full-time vehicle positioning. In this paper, we use Kalman Filter to estimate INS positioning error based on GPS or ABSDR solution, take the INS solution compensated with estimated error as system output. This paper introduces INS positioning algorithm, dead reckoning method based on the ABS wheel speed and Kalman filtering method. After that, simulation analysis and experimental verification of the positioning algorithm are carried out. The results show that the system output high-precision high-frequency positioning information when GPS is available, and when GPS is unavailable, INS positioning errors can be compensated well with ABSDR introduced, achieving the full-time positioning of the vehicle.

Localization of a vehicle is a key component for driving assistance or autonomous navigation. In this work, we propose a visual positioning system (VPS) for vehicle or mobile robot navigation. Different from general landmark-based or model-based approaches, which rely on some predefined known landmarks or a priori information about the environment, no assumptions on the prior knowledge of the scene are made. A stereo-based vision system is built for both extracting feature correspondences and recovering 3-D information of the scene from image sequences. Relative positions of the camera motion are then estimated by registering the 3-D feature points from two consecutive image frames. Localization of the vehicle is finally given by the reference to its initial position. I. INTRODUCTION Localization and tracking of a vehicle are major compo- nents for providing positions, directions and travel informa- tion to the driver. They also serve as key technologies for building autonomous navigation systems. Many approaches have been proposed for locating a mobile robot or a ve- hicle based on various techniques. The most commonly used methods include dead-reckoning techniques, navigation using active beacons, landmark-based navigation, map-based navigation, global positioning system (GPS), and vision- based positioning. Dead-reckoning is a procedure for determining the present location of a vehicle by advancing some previous position through known path and velocity information over a given period of time. Since an odometer and optical sensors for wheel direction detection are easily installed on a vehicle, dead-reckoning is usually a less expensive method for vehicle localization. However, the integration of incremental motion information over time will lead to accumulation of errors. In the case of long distance travel, accumulation of orientation error will make position errors diverge as the increase of driving time. Active beacons such as laser, sonar or radio can be used as media for vehicle or mobile robot navigation. These approaches use triangulation to measure the distance between a number of beacons and the mobile platform and then deter- mine the current location. The problems associated with this technique are the inaccuracy of the distance measurement caused by time-delay of the signals, and the installation and maintenance cost of a large number of beacons required for an area. Satellite based differential global positioning system (DGPS) is probably the most advanced and accurate method for identifying the position and orientation of an object. However, DGPS does not work well if the satellite signals are blocked. This situation commonly happens in the indoor environments, or urban areas with tall buildings, etc. In this work, we propose a visual positioning system (VPS) for vehicle or mobile robot navigation. Different from general landmark-based or model-based approaches which rely on some predefined known landmarks or ap rioriinfor- mation about the environment (e.g., 3-D models of buildings, objects, etc.), no assumptions on the prior knowledge of the scene are made. A stereo-based vision system is built for both extracting feature correspondences and recovering 3- D information of the scene from image sequences. A robust feature tracking method based on simultaneously considering the inter-frame images from the same camera and the stereo image pair from different cameras at a fixed time instant is developed. The relative position of the camera motion is then estimated by registering the 3-D feature points from two consecutive image frames. Our system includes the following basic modules: