I servizi di Navigazione Satellitare: stato ed

evoluzione

25 Gennaio 2017

«Tecnologie e gestione del rischio: i protagonisti della mobilità integrata»

Agenzia Spaziale Italiana Mauro Cardone

• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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GPS motto

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• Performance Specifications:

– Position: 10 m

– Velocity: 0.1 m/s

– Time: 100 ns

to unlimited number of users instantaneously,

continuously, in all weather, all over

• Not clear if the system could be built

– Uncertainty about the clock technology

• Number of receivers estimated as ~27,000

– Uncertainty about users and markets

• Price of a receiver estimated as ~$10 000– Uncertainty about price

Modest Expectations

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The strike

was carried

out by a

single B-2

atnight after

flying from

Whiteman

AFBnonstop

Stunning results. How Wars are now Fought

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Time error30 nsec

95%

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• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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• Il sistema Galileo nasce come un programma autonomo diradionavigazione via satellite che consente all’Europa, di nondipendere completamente da paesi terzi in un campo cosìstrategico quale è quello della navigazione satellitare.

• Il sistema è costituito da una Costellazione di 30 satelliti in orbita a23222 km d'altitudine, che copre la totalità del globo terrestre, eun Segmento terrestre che ne gestisce il controllo e la missione.

• Il sistema Galileo è uno strumento essenziale per la politica disviluppo dei trasporti (“LIBRO BIANCO — La politica europea deitrasporti”).

• Galileo è un sistema civile sotto il controllo civile.

Galileo

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COSTO TOTALE dello SVILUPPO : CIRCA 10 BEDURATA dello SVILUPPO: CIRCA 20 anni

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Galileo Services

Public Regulated Service (PRS) – providing: robust and encrypted signals,

under Member States control and restricted to government-authorised

users,

for sensitive applications which require a high level of service continuity

Commercial Service (CS) – providing: added value based upon fee payment, over the Open Service, by

dissemination of encrypted navigation related data (CS-AUTH), ranging

and timing for professional use=> now free service at 20 cm accuracy (CS-

HA)

service guarantees

Open Service (OS) – providing: positioning, velocity and timing services, free of charge,

for mass market applications

competitive with the GPS Standard Positioning Service (SPS) and its

evolutions.

implementation of Authentication on the OS Navigation Data to support

emerging market needs is under final analysis (ON-NMA)

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PRS provides an encrypted and robust navigation service specifically designed to be more resistant to jamming and interference

•Primarily intended for EU Member State Governments. Also Commission, Council and EEAS are PRS users. Potentially EU agencies, Third countries and international organizations (under specific arrangements) can be granted the access –US, Norway and Switzerland have manifested their interest to have access to PRS •Access to the PRS is controlled through key management systems –Users who have not been granted access to the secure features of the PRS signal will not be able to determine any information from this signal

PRS is a governmental market •According to Decision 1104, industry has to rely on its Member State

–To manufacture PRS material–In addition, it has to follow a security accreditation process –National Competent PRS Authorities are monitoring compliance with the Common Minimum Standards ( in Italy ANPRS c/o UCI/PCM)

Public Regulated Service

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SAR= Search And Rescue

I segnali del sistema Galileo

Segnale concordato con GPSGalileo uses four modulation schemes: BPSK, CBOC, BOC, AltBOC.

Galileo uses four bands: E1, E5, E6 and SAR band.

Le prestazioni dei servizi del Galileo

PRS service: Not disclosed

Galileo: gli elementi principali

Space SegmentCostellazione completa di 30 satelliti MEO

TT&C

Network(5 stazioni)

GSS

Network(n. 40 stazioni)

Network di comunicazione (GDDN)

GCC-GCS GCC-GMS

GCC#1 GCC#2

ULS

Network(n. 9 stazioni)

TM & TC

(S-Band)SIS

(L-Band)Up-Link Nav Message

(C-Band)

GCC-GCS GCC-GMS

Service Facility and User Support

Galileo: i centri per la fase di erogazione dei servizi

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18 satellites

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or under dense canopy and tunnels

----------------------

30 nsec (95%)

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12 Dicembre 2017: Lancio di 4 satelliti Galileo(#19,20,21,22)

22 NOW!!!

• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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EGNOS: the European SBAS

Safety of Life Service certified since 2011.

Improve GPS over Europe by reporting on the reliability and accuracy of their positioning data and sending out corrections

but sends corrections to users also via terrestrial links (EDAS)

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EGNOS interoperability

EGNOS was designed according to the ICAO Satellite-Based Augmentation System (SBAS) international standards. Its development was coordinated to ensure interoperability with the world’s other SBASs:– Multi-Functional SatelliteAugmentation System

(MSAS)in Japan,

– Wide Area Augmentation System (WAAS) in the USA,– Geosynchronous AugmentedNavigation System

(GAGAN) inIndia; not yet operational.

APV: Approach with vertical guidance such as LPV 200 (not PA)

Come funziona EGNOS

• Il segnale di EGNOS viene trasmesso da Satellite Geostazionari che fungono da distributori del messaggio EGNOS sull’area servita

• Il segnale EGNOS è disegnato in modo da poter essere utilizzato dalla maggioranza dei ricevitori oggi in commercio («SBAS enabled») come se fosse un «n+1» segnale GPS

• Con il contenuto del messaggio EGNOS il ricevitore è in grado di calcolare la sua posizione con i seguenti miglioramenti ripsetto ad in ricevitore solo GPS:

• Migliore accuratezza• Integrità del segnale

• L’Integrità del posizionamento è realizzata con un sistema complesso di monitoraggio, processamento dati realizzati nel ground segment di EGNOS

• L’integrità permette di essere informati in tempo reale di eventuali degradazioni delle prestazioni entro tempi brevi (time to alarm = 6 secondi per LPV-200) e secondo soglie prestabilite per il tipo di applicazione (Protection Levels)

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EGNOS operations

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Architettura

active

I Servizi di EGNOS

• EGNOS (EGNOS Versione 2) è pienamente operativo dal 2009 e fornisce i seguenti servizi:

• Open Service (OS): per la maggior parte dei ricevitori mass market GPS che siano anche «SBAS enabled»

• Safety of Life service (SoL): In linea con gli standard ICAO/SBAS, nato per utilizzatori aeronautici ma utile anche in altri settori critici, richiede ricevitori certificati nel caso «Aviation»

• Commercial Service (CS /EDAS): una innovazione nel settore dei servizi di navigazione satellitare, fornisce dati EGNOS grezzi e processati mediante accesso a un servizio Internet gratuito per chi è interessato a erogare servizi a valore aggiunto (assisted SBAS)

• EGNOS timing Service (off-set rispetto a UTC e GPS time)

• EGNOS per la sua missione SoL è stato soggetto ad una Qualifica si sistema specifica da ESA e ad una certificazione da EASA

Servizi EGNOS : prestazioni riscontrate

(dati ESA, 2009)

A localiser performance with vertical guidance (LPV) is a Non precision

procedure of approach and approach uses global navigation satellite system

(GNSS) signals augmented by the European geostationary navigation overlay

service (EGNOS), the three-satellite constellation that improves the precision of

GNSS in the European area and was certified for safety of life (SoL) service in

2011.

An aircraft can fly instrument approaches similar to a conventional instrument

landing system (ILS) - down to a 200ft decision height (60,96 mt)-CAT I.

LPV procedures do not require any new equipment at the airport which makes

them an ideal low-cost alternative to increase access to secondary airports

that may not be ILS-equipped on all runways.

For ILS-equipped runways, the new approach design may be useful either to

shorten the flightpath for certain traffic flows or simply to overlay the existing

ILS and be used as a fall-back procedure in case of airborne or ground ILS

equipment malfunction.

LPV-200

509 siti oggi in Europa predisposti per LPV-200 con EGNOS

Ancora pochi in Italia !

Problema delle procedure operative mancanti da risolvere

• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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GNSS : system of navigation systems

• I sistemi di navigazione satellitari globali oggi disponibili (ed interoperabili):

• GPS Americano

• GALILEO Europeo

• GLONASS Russo

• BEIDOU Cinese

• A questi sistemi si aggiungono i servizi regionali di «augmentation»:

• WAAS nel Nord America e Canada

• EGNOS nell’Europa continentale e Nord Africa

• MSAS/QZSS in Giappone

• IRNSS in India

• BEIDOU/regionale in Cina

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Why multiconstellation: Global Navigation Satellite System (GNSS)

In combination with GPS, the higher number ofsatellites available to the user will offer:•Higher Accuracy•Higher Availability•Better Coveragefor positioning, navigation, and time (PNT)

In order to achieve this objective the GNSS systems should ensure:

• Coexistence: Compatibility of signals, orbits and services

• Cooperation: Interoperability to allow the same receiver to process multiple navigation messages and extract PVT

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GNSS Higher accuracy in terms of DOP

~12756 km

GALILEO 23222 km

COMPASS 21500 km

Glonass 19100 km

GPS 20200 km

Orbital compatibility of GNSS

COMPASS 21500 km

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Multi-Constellation interoperability

Navigation with GPS+GLONASS circa 1990• Unknown time offset between GPS Time and GLONASS Time• Unknown GLONASS coordinate frame (SGS 85)

=>Today Multi-Constellation Navigation• Each GNSS requires a self-consistent- Time Scale. All are ‘tied to’ Coordinated Universal Time (UTC)- Coordinate Frame. Each constellation uses its own model: WGS 84, PZ-90, GTRF, CGS2000. All are tied to ITRF, international standarddefined and maintained by IERS;• Inter-operability requires simple, known transformations• But why not a Unique time and coordinate frame in the future???

Galileo time=GPS+5 nsec

• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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Billions

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GSA source

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New challenges for GNSS :Aviation by 2023

• Performance Based Navigation ( APV/LPV-200) is driving transition from traditional routing to GNSS navigation as SBAS based procedures availability is growing in Europe

• Multiconstellation/ Multifrequency GNSS solutions (DFMC SBAS) and ARAIM are enabling advanced required navigation performance (RNP) , aerodrome manoeuvring, GBAS CATII/III and space based ADS-B (Automatic Dependent Surveillance-Broadcast) for surveillance applications through technologies like ADS-B, complementing radar technology

• GNSS enabled ELTs/ PLBs (Personal Location Beacon) are becoming essential for the COSPAS-SARSAT Search & Rescue system. Galileo SAR is going to play a key role in aircraft distress tracking and will enable increased performance through use of multi-constellation: ELT-DT (Emergency location transmitter – distress tracking) using GALILEO SAR RLS

• GNSS is supporting recreational pilots using VFR (Visual Flight Rules) with moving maps, infringements alarms and increasing also their operational awareness

• Unmanned Vehicles Systems: an emerging and promising market estimated CAGR of 52 %, thanks to their need for precise positioning and orientation

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New challenges for GNSS : Road by 2023

•Personal Navigation Devices are going out of market. In-vehicle systems (IVS) aregrowing due to more affordable prices and increasing demand for infotainment services,which will need more reliable and accurate positioning to serve new applications.•Publicly managed applications (e.g. eCall, Digital Tachograph, RUC-Road user charge)will bring communication and positioning platform on all vehicles, enabling connectivity.All cars and vans equipped with EGNOS and Galileo from 2018. All trucks will beequipped with EGNOS and Galileo from 2019. Regulated transport will stronglyinfluence the evolution of GNSS, being in the centre of the navigation and positioningsolutions on the route, demanding high integrity and robustness•Automation / Assisted driving (ADAS: ADVANCED DRIVER ASSISTANCE SYSTEMS) willgrow but based on existing platforms, first step toward autonomous vehicles. GNSS,together with other technologies, is a key answer to Autonomous Vehicles’ need ofaccurate positioning combined with reliability of localization. Accuracy would have tobe improved to decimetre level to enable full autonomous driving. Better continuity inurban canyons would have to be ensured.•Emerging apps. for connected vehicles combing Navigation and Telco. (e.g. 5G), forCooperative Intelligent Transportation System.• Multimodal transport applications will continue using GNSS as main source ofgeolocation, supported by indoor means for relative positioning(Ubiquitous positioning)

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AUDI A8 level 3 : traffic jam pilotTesla level 2

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New challenges for GNSS : Rail by 2023

•Growing interest in GNSS use for rail applications. Passenger information system is themain application.

•GNSS systems are still predominantly used for non-safety related applications. Safetyrelated GNSS systems are expected to complement traditional rail technologies.

•The use of GNSS for signalling and train control will generate benefits for the wholerail industry (e.g. PTC is already starting to influence the US industry core revenue).GNSS begins to be implemented also for safety relevant applications with differentmaturity depending on the region, e.g. in India, China and the Middle East. OPEXsavings in comparison with legacy systems will play a major role in driving futuredemand for GNSS

•Integrity level of GNSS, not meeting today the required level for many safety-criticalapplications such as train positioning, would need to be improved.

•Emerging applications combining Positioning and Navigation with Earth Observationdata for asset management

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New challenges for GNSS : Maritime by 2023

• For Regulated vessels multi constellation GNSS receivers are in the centre ofproposed Multi-system receiver under e-navigation concept. OS Galileo to beadded in the maritime receivers.

• In regulated segment General Navigation and SAR (EPIRB: Emergency PositionIndicating Radiobeacon or PLB) have the largest share in GNSS receiver shipment.SOLAS (Safety of Life at Sea (US DoD)) and non-SOLAS vessels are in use. Galileo SARto be used widely for SAR.

• Manoevring operations in port will get benefit from high precision positioning.EGNOS V3 to complement DGNSS.

• Recreational and Leisure is by far the larget application in terms of number of GNSSdevices

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The future: Smart Car and the Smart Cities

m

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More than support to mobility

…and more: LBS crowdsourcing for user generated contents, precision farming and robots for future farming

surveing, construction and cadastraletc

&Smart Mobility

• More accurate, reliable, available positioning and navigation for UAVs and autonomous cars

• More accurate timing for telecom and DVB

• Ubiquitous positioning for IOT, LBS and multimodal logistics

• Mass communication for emergency warning ( by telecom link to consumer and not only by a specialized beacon)

• More accurate vessels positioning for port access and manoevering

• More accurate positioning for big data

• Integrity for safety critical and liability critical transport for rail, road, and m-health.

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How we get there? What we need from GNSS?

• GPS

• Galileo

• EGNOS

• GNSS

• GNSS new applications

• GNSS evolution

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Selective Availability Anti-spoofing Module

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The USG commits to maintaining the existing GPS L1 C/A, L1 P(Y), and L2 P(Y) signal characteristics that enable codeless and semi-codeless GPS access until at least two years after there are 24 operational satellites broadcasting L5. (no earlier than 2020-2025)

New signals for GPS

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Dal 2014 è stata elaborata a livello comunitario una GNSS Mission EvolutionRoadmap (EGMER) con l’obiettivo di costituire un processo strutturato per ladefinizione dei requisiti di missione della prossima generazione di Galileo (G2G).

G2G è basato oggi su un nuovo baseline della Commissione Europea (HLD) e nuovirequisiti di missione e di sicurezza (GMRD, SSRS) emessi da ESA.

• La tempistica è la seguente: Lancio del primo satellite al 2025 Fase di approvvigionamento satelliti: 5 anni Fase di definizione Missione / Sistema : 2 years

Galileo Mission Evolution (G2G)

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Three evolution scenarios are considered

- Scenario 1 targets first level improvements in navigation capacities; position and

timing accuracy and availability are improved for a use in difficult environment, such

as cities, to meet the demand of urban users and assets. A Timing service is newly

introduced to answer the synchronisation requirements of a wide variety of strategic

applications and infrastructures. The service volume of the Open service is also

extended to allow the use of its signals for navigation purposes by assets (satellites,

orbital stations) located up to LEO orbits.

- Scenario 2 goes in the same direction and continues improving the navigation

performance, with a specific focus on smart mobility and transport. It introduces

improvements in time to first fix, continuity, integrity and authentication. Specific

changes affect also the provision of navigation services for space users (then extended

to GEO users) and for the Search and Rescue community. Navigation and timing

performance is expected to be attained under more stringent conditions, i.e. under

higher level of multipath and interference.

European GNSS Evolution (HLD, issue 1.1, 20 September 2016)

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- Scenario 3 targets sub-meter accuracy with continuous improvements all over the

performance indicators, thus answering the requirements of high-demanding

applications such as autonomous vehicles and energy or telecommunication networks.

In addition, ARAIM is further developed by proposing that the integrity message is

generated and monitored by the system itself; the Search and Rescue community sees

the introduction of a two-way communication capability to allow the exchange of

short messages, and the timing service is made even more accurate for higher level of

synchronisation. Such high performance is also to be attained under more stringent

conditions, including at high dynamics.

European GNSS Evolution (HLD, issue 1.1, 20 September 2016)

EGNOS V3- Dual Frequency Multi-Constellation (DFMC)

The next generation of EGNOS (EGNOS v3) will continue to offer this legacy service and will offer 2 (two) additional features:

• it will augment the Galileo positioning service (i.e. Dual Constellation capability with GPS and Galileo OS)

• and will provide correction data and integrity information with a second signal in the GPS L5 and Galileo E5a frequency band (i.e. Dual Frequency capability in the L1/E1 and L5/E5a frequency bands).

These features will increase the robustness of the service and improve the performance provided to users for navigation services, notably in terms of positioning accuracy.

Moreover the service area will be extended to geographical areas contiguous to Europe.

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As implemented currently in aircrafts, Receiver Autonomous Integrity Monitoring

(RAIM) only supports lateral navigation. In order to cover vertical guidance

worlwide, Advanced RAIM (ARAIM) techniques were recommended to include:

•Frequency diversity (e.g. using dual frequency measurements on L1/L5 for

GPS),

•Geometry diversity (e.g. using as many GNSS constellation as possible in

order to reach the required levels of satellite availability),

•Use of an Integrity Support Message (ISM) that would convey safety

assertions associated with each of the core GNSS to the sovereign

responsible for a given airspace,

The provision of integrity data for both GPS and Galileo G2G open signals

for ARAIM will be ensured through EGNOS (version 4?) -2035 !.

Beyond APV/LPV-200

SBAS systems are aiming at providing integrity down to the LPV-200 level.

LPV-200 is a newly introduced approach mode that provides lateral performance

with vertical guidance down to a decision height of 200 feet.

As of today, GBAS (such as DGNSS based LAAS) is the only GNSS-based

system that can provide the integrity performance necessary for precision

approaches (up to CAT-III).

However, civilian airports have rarely implemented GBAS, which does not

provide the advantages of a reduced ground segment that SBAS does.

In the future adding multiple constellations (EGNOS V3) and the use of

ARAIM may allow for CAT-I precision approach conditions to be reached w/o

GBAS.

Better MEMs sensors, Atomic

reference mass accelerometers &

gyros (“cold atoms interferometry”)

Future GNSS : the System of systems 2.0

DARPA's “timing & inertial measurement unit

MICRO-TECHNOLOGY FOR POSITIONING, NAVIGATION AND

TIMING (MICRO-PNT)

Chip-Scale Atomic Clocks (CSAC)

SBAS

3G, 4G, 5G

WI-MAX

GBAS

MCMF

Improved EGI: Embedded GNSS and INS

ABAS

GNSS WORLD: system of system 1.0

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Future GNSS : the System of systems 3.0

Remote

-Disaster recovering-Drone Survey-Geodetic surveillance-Maritime surveillance,….

-5g ubiquitous positioning-telecom syncronization- Alert and warning system,….

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Grazie, enjoy your navigation !

For more information:Mauro CardoneAgenzia Spaziale Italianamauro.cardone@asi.it

Q&A