Sanz, J.; Juan, J.; Rovira-Garcia, Adrià.; Gonzalez-Casado, G.; Shao, Y.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Escudero, M. Multi-GNSS Asia Conference p. 66 Data de presentació: 2016-11-15 Presentació treball a congrés
Sanz, J.; Juan, J.; Rovira-Garcia, Adrià.; Gonzalez-Casado, G.; Shao, Y.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Escudero, M. Multi-GNSS Asia Conference p. 41 Data de presentació: 2016-11-14 Presentació treball a congrés
Sanz, J.; Juan, J.; Rovira-Garcia, Adrià.; Gonzalez-Casado, G.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Shao, Y.; Escudero, M. BELS Short Workshops, Vientiame Data de presentació: 2016-04-24 Presentació treball a congrés
Sanz, J.; Juan, J.; Rovira-Garcia, Adrià.; Gonzalez-Casado, G.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Shao, Y.; Escudero, M. Worshops in Asia. GNSS solutions for sustainable development p. 1-2 Data de presentació: 2016-04-20 Presentació treball a congrés
Sanz, J.; Juan, J.; Rovira-Garcia, Adrià.; Gonzalez-Casado, G.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Shao, Y. Worshops in Asia. Multi-GNSS in Indonesia p. 1 Data de presentació: 2016-04-18 Presentació treball a congrés
Sanz, J.; Rovira-Garcia, Adrià.; Juan, J.; Gonzalez-Casado, G.; Ibañez, D.; Romero-Sánchez, J.; Alonso, M.; Shao, Y.; Escudero, M. Multi-GNSS Asia Conference p. 1 Data de presentació: 2015-12 Presentació treball a congrés
Two high-precision positioning techniques currently offer accur acy at the centimetre level: Real-Time Kinematics (RTK) and Precise Point Positioning (PPP). Both methods use carrier-phase measurements, 2 orders of magnitude more prec ise than pseudoranges. Classical single-baseline RTK (appeared in the 80’s) uses a nea rby reference station to compensate most of the delays (i.e., errors) affecting GNSS sig nals. RTK achieves centimetre-level of accuracy in seconds after the Double Differ ences of the carrier-phase ambiguities are fixed to integers. The drawbacks of RTK are: i) the bandwidth and continuity requirements to disseminate the measurements from th e reference receiver to the user and ii) the maximum distance to the reference station, which can range from 10-20 km (depending on the ionosph eric activity) to 50 km using Network-RTK. PPP (defined in the 90’s) overcomes the RTK limitations with du al-frequency measurements and orbit and clock products precise to a few cent imetres. PPP products require less bandwidth than RTK, with less continuity constrain s and allow world-wide coverage. However, PPP requires almost 1 hour to convergence th e un-differenced carrier-phase ambiguity estimation from the noisy pseudorange. This initialization is not acceptable in most professional kinematic applications (e.g. su rveying, farming) that usually rely on RTK. Recent improvements to PPP are: (i) the or bit and clock corrections are sent to users i n real-time, (ii) the user can f ix the carrier ambiguities in undifferenced mode, improving the accuracy, (iii) the multi-con stellation context. In this presentation we will review the main features of the Hi gh Accuracy Positioning techniques, from RTK to PPP. In particular we will address some the large convergence time of PPP and the lack of integrity in the user solution. Fin ally we will show how a World-Wide Ionospheric Model for Fast-PPP reduces the convergence time in PPP and, also, enables High-Accuracy navi gation with a single frequency receiver.
Rovira-Garcia, Adrià.; Juan, J.; Sanz, J.; Gonzalez-Casado, G.; Ibañez, D.; Romero-Sánchez, J. International Technical Meeting of the Satellite Division of the Institute of Navigation p. 3833-3840 Data de presentació: 2015-09-18 Presentació treball a congrés
The main objective of this work is to present a methodology to assess the accuracy of any ionospheric model used in Global Navigation Satellite System (GNSS) applications. A number of global and regional models (both in realtime and post-process) will be analyzed during the entire 2014, i.e. near to the last Solar Cycle Maximum, to identify seasonal characteristics. The new method uses as reference values the unambiguous and undifferenced geometry-free combination of carrier-phase measurements from a worldwide distribution of receivers. The differences between the Slant Total Electron Contents (STECs) of the model and the measurements are fit to constant hardware delays: a receiver plus a satellite Differential Code Bias (DCB). Once such DCBs are estimated, the post-fit residual of the adjustment to the reference values is computed. It is shown that this residual is a very suitable metric to represent the error of any ionospheric model tailored for GNSS-based navigation. Any miss-modeling present in the STECs predictions which cannot be represented by a constant parameter per station and a constant per satellite degrades the user positioning. The assessment includes the comparison of the 3D navigation error of some permanent stations, being processed in singlefrequency as kinematic rovers, using different ionospheric corrections and precise satellite orbits and clocks.
'In the conventional aircraft approach the aircraft receives clearance from Air Traffic Control to descent from the bottom level of the holding stack to a given altitude where it would fly level until intercepting the 3 degree glidepath to the runway. In this flight level segment the aircraft requires additional engine power to maintain constant speed, resulting in an increase of fuel consumption and noise.
A new approach procedure called Continuous Descent Approach (CDA) has been developed and is becoming widespread. In CDA procedures the aircraft stays higher for longer and then descends continuously, avoiding level segments, to the intercept point of the 3 degree glidepath. The CDA approaches reduce fuel consumption, CO2 and NOx emissions as well as noise levels.
To take full advantage of CDA approaches, the continuous descent paths can be optimized to decrease even more the fuel consumption and noise and pollutant emissions. This proposal addresses an onboard fast optimiser for continuous descent approaches which calculates descent profiles minimizing the use of engine thrust and speed brakes while meeting ATC time requirements and maintaining airport landing capacity.
To ensure a successful development of the fast optimiser, the Fastop proposal has been written by a consortium with remarkable parties skills that cover all the mathematical, programming and management needs required by the topic.'
'Recent dramatic events such as the earthquakes in Haiti and L’Aquila or the flooding in Pakistan have shown that local civil authorities and emergency services have difficulties with adequately managing crises. The result is that these crises lead to major disruption of the whole local society. The goal of ICARUS is to decrease the total cost (both in human lives and in €) of a major crisis. In order to realise this goal, the ICARUS project proposes to equip first responders with a comprehensive and integrated set of unmanned search and rescue tools, to increase the situational awareness of human crisis managers and to assist search and rescue teams for dealing with the difficult and dangerous, but life-saving task of finding human survivors.
As every crisis is different, it is impossible to provide one solution which fits all needs. Therefore, the ICARUS project will concentrate on developing components or building blocks that can be directly used by the crisis managers when arriving on the field. The ICARUS tools consist of assistive unmanned air, ground and sea vehicles, equipped with human detection sensors. The ICARUS unmanned vehicles are intended as the first explorers of the area, as well as in-situ supporters to act as safeguards to human personnel. The unmanned vehicles collaborate as a coordinated team, communicating via ad hoc cognitive radio networking. To ensure optimal human-robot collaboration, these ICARUS tools are seamlessly integrated into the C4I equipment of the human crisis managers and a set of training and support tools is provided to the human crisis to learn to use the ICARUS system.
Furthermore, the project aims to provide an integrated proof-of-concept solution, to be evaluated by a board of expert end-users that can verify that operational needs are addressed.'
'Maritime transport services are essential in helping the European economy and European companies compete globally. Moreover, shipping and all related maritime industries, sectors uncharacteristically dominated by SMEs, are an important source of revenue and jobs in Europe. The current financial crisis has also affected maritime transport, however a doubling of transport volumes is expected over the next 15-20 years. As such, in the coming years, EU ports will be placed under significant pressure to increase their capacity and efficiency.
The EU maritime sector has responded via the provision of highly accurate vessel location systems (centimetre-level accuracy) to assist with the critical docking/manoeuvring of container ships, bulk carriers, and other large vessels. Such systems include laser-based Berthing Aid Systems (BAS). Whilst highly effective, such systems suffer from limited range (only usable in the immediate vicinity of the dock) and relatively high cost.
The aim of DockingAssist is to develop a cost-effective location system, providing the necessary centimetre positioning/speed accuracy, but covering the complete port/harbour zone, to provide efficient and safe manoeuvring within the entire port area enhancing vessel trajectory, and providing constant monitoring for moored/docked vessels. This solution will result in improved port traffic management (reduction in transit), and a reduction in operating expenses, CO2 emissions and fuel usage, lessening the environmental impact of shipping. The time reduction in transit will increase throughput in European ports with a minimum investment.'
'This project aims to develop innovative positioning and integrity algorithms for demanding applications. SIGMA will investigate and implement different positioning techniques based on satellite navigation, mainly focusing on the integration of signals from two different satellites systems: GPS and Galileo. Galileo, the most important technological project initiated by Europe, is expected to be ready by 2013. SIGMA will benefit from the opportunities that a multiconstellation environment offers for the evolution of high accuracy and high-integrity demanding applications. The different expertises of the participants will be exploited through joint research teams creating the ideal environment for innovation. Pildo Labs will provide is expertise on GNSS application for aviation and the requirements for this kind of systems in terms of navigation performance. Septentrio will provide its expertise on optimising GNSS algorithms for use in commercial products with limitation on memory and processor capabilities, and defining the requirements for high-accuracy demanding applications. TU Delft will support both companies with its expertise on precise positioning and advanced RAIM techniques, while CTAE will support the project through deep analysis on multipath and interference effects.'