Abstract
Satellite-based navigation is a transformational technology that underpins almost all aspects of modern life. However, there are environments where global navigation satellite systems (GNSS) are not available, for example undersea or underground, and navigation that is robust to GNSS outages is also required for resilient systems. Here we explore the potential for quantum diamond magnetometers as aids to obtain external position fix for navigation in global navigation satellite systems (GNSS)-denied environments. Diamond magnetometers offer high sensitivity and low measurement noise. We demonstrate this by simulating external position fix from the magnetic field measurements with a geographical data map using the probabilistic multiple hypotheses map matching filter with probabilistic data association for data mapping.
You have full access to this open access chapter, Download conference paper PDF
Keywords
- Diamond magnetometry
- Expectation maximisation
- Map matching
- Multiple hypotheses tracker
- Probabilistic data association
- Total magnetic intensity data map
1 Introduction
In GNSS-denied environments, platform navigation performance is dominated by the accuracy of onboard inertial sensors. Even with high end inertial sensors, which exhibit extremely low bias and drift, it is not possible to avoid the build-up of navigation errors over long time frames (Titterton and Weston 2004). Removing these accumulated navigation errors is therefore crucial for navigation accuracy (Groves 2013). This removal, or correction, is achieved using one or more aiding sources that provide positional information, i.e. a position fix.
Geophysical map matching is an effective method for localisation and navigation where GNSS is not available; such as underwater, urban, or hostile environments (Tyren 1982; Tuohy et al. 1996; Kamgar-Parsi and Kamgar-Parsi 1999; Goldenberg 2006; Wang et al. 2022a,b; Li et al. 2022). Although conceptually simple, map matching with geophysical maps suffers from map measurement ambiguity issues. First, the geophysical measurements themselves are degraded by sensor noise so the measurements will not match the map exactly. Second, the measurements may match multiple points within the map as the map-lookup process is a scalar to vector mapping. Third, the location where the measurement was acquired is of course uncertain. Finally, the map itself suffers from finite spatial and signal resolution.
Here we consider magnetometry aided inertial navigation with total magnetic intensity (TMI) maps. The method include a probabilistic data association (PDA) approach to address the measurement ambiguity problem, and a probabilistic multiple hypothesis tracker (PMHT) for the map matching localisation using geophysical data maps. We show that the PDA method provides an effective way to map a field measurement into geolocation, but also enables a quantitative analysis of localisation error with respect to the magnetometer noise levels for a given TMI reference map. Furthermore, we implement a magnetometry aided INS using this method to determine the relationship between magnetometer noise levels and navigation performance.
Diamond magnetometry is a rapidly developing field, with potential applications for navigation Frontera et al. (2018). Sensitivity of diamond sensors is rapidly increasing, with additional techniques poised to transition from research to practical systems, meaning that it is timely to explore the potential of existing and future diamond sensors. Techniques designed to improve sensitivity include isotopic enrichment (Balasubramanian et al. 2009), portability through embedding in optical fibers (Ruan et al. 2018; Bai et al. 2020; Filipkowski et al. 2022), and laser threshold magnetometry (Jeske et al. 2016; Dumeige et al. 2019; Hahl et al. 2022).
2 INS Aiding via Map Matching
Aided INS can be described by a recursive Bayesian filtering system, where the system prediction is given by the onboard INS, and system update from measurements from external aiding sources. Figure 1 illustrates a generic aided INS with aiding from a map matching system. The INS is initialised from known parameters and at time k propagates the navigation state \({\mathbf {X}}_{\mathrm {INS},k\mid k-1}\) based on the earth surface motion model and inertial measurements \(({\mathbf {f}}_b\,\boldsymbol {\omega }_b)\). The global position measurements, estimated from map matching, are assumed to be Gaussian distributed with mean \(\hat {\boldsymbol {x}}^s\) – the estimated sensor location where s is taken and covariance \(\varSigma ^s\), and are incorporated into the system via an integration filter to update the navigation state \({\mathbf {X}}_{\mathrm {INS},k\mid k}\). For simplicity, we denote the navigation state at time k as \({\mathbf {X}}_k \in \mathbb {R}^n\): this comprises the components of vehicle kinematic state (position and velocity) expressed in the geographical coordinates, vehicle attitude (roll, pitch and yaw), and inertial sensor bias terms. Based on inertial sensor measurements, navigation state is
where the function \({\mathbf {F}}_{\mathrm {INS}}(\cdot )\) signifies the mechanization of INS which involves the prior navigation state \({\mathbf {X}}_{k-1}\), the measurements of accelerometer \({\mathbf {f}}_b\) and gyroscope \(\boldsymbol {\omega }_b\) at k, respectively (Titterton and Weston 2004), where \(\mathbf {w} \sim {\mathcal {N}}(0,\boldsymbol {Q})\) accounts for system process noise including the errors from accelerometer and gyroscope \({\mathcal {N}}(\mathbf {a},\boldsymbol {B})\) signifies a Gaussian distribution with mean vector \(\mathbf {a}\) and covariance matrix \(\boldsymbol {B}\).
At each aiding update time k, the aiding position measurement is coupled into the navigation state via
where \(\mathbf {H}\) is a constant matrix and \(\mathbf {v} \sim {\mathcal {N}}(0,\boldsymbol {R})\) is a Gaussian zero-mean noise term modeling the measurement errors.
The INS aiding problem is to find the posterior density \(p({\mathbf {X}}_k\mid \boldsymbol {y}_{1:k})\) based on the sequence of measurements \(\boldsymbol {y}_{1:k}\) from aiding sources.
3 Probabilistic Multiple Hypothesis Map Matching
The probabilistic multiple hypothesis map matching involves probabilistic data association (PDA) for data mapping from TMI signal domain to vehicle position domain, and a batch based multiple hypothesis tracking algorithm to iteratively optimise the estimated vehicle trajectory.
For magnetometer measurement \(s_k\) at time k, the measurement model is
where \(s_k^o\) is the ground truth value and \(\nu _k\) a noise term covering imperfect sensor measurements, assumed to be Gaussian distributed i.e., \( \nu \sim {\mathcal {N}}(0, \sigma ^2) \).
Following (3), we consider a set of candidate measurements from a single measurement \(s_k\), one of which is the true sensor measurement. Let \(Z_m=\{\boldsymbol {z}_i, \, i = 1,\cdots , n\}\) denote the set of possible map locations corresponding to \(s_k\). We assume that at time k, the location of magnetometer, which takes the magnetic intensity measurement \(s_k\), is a Gaussian random variable with mean \(\boldsymbol {x}_k^s\) and covariance matrix \(\Sigma ^s_k\). Then, the location of true magnetic intensity measurement \(\boldsymbol {z}_i, \, i = 1,\cdots , n\) should satisfy (Chi-Square Test)
where \(\gamma \) is a probability threshold. This determines an ellipsoid on the data map containing the magnetometer location with a certain level of confidence. We refer to this area as a search window. Figure 2 illustrates the data PDA mapping process. A finite set of potential locations for signal s on the map can be obtained via (4).
Collection of candidate signal locations \(\{ \boldsymbol {z}^{s}_i,\,i = 1,2,\cdots ,n\}\) obtained via (4) based on knowledge of predicted vehicle position \( \boldsymbol {x}_{INS}\) from INS, and sensor noise level
The probability weight of each candidate location \(\boldsymbol {z}_i\) is proportional to the geometric distance between \(\boldsymbol {z}_i\) and the window centre \(\boldsymbol {x}^s\) (i.e., \(\boldsymbol {x}_{INS}\)). The probability weight can be found as
where \(p(\boldsymbol {z}_i\mid \boldsymbol {x}^s) \sim {\mathcal {N}}\bigl (\boldsymbol {z}_i-\boldsymbol {x}^s,\,\boldsymbol {R}_i(\sigma )\bigr )\), and \(\boldsymbol {R}_i(\sigma )\) is the associated variance which is a function of the signal noise variance, or in other words, signal-to-noise ratio (SNR). Thus, the mean \(\bar {\boldsymbol {z}}\) and variance \( \bar {\boldsymbol {R}}\) of PDA solution for the map location on magnetic intensity measurement \(s_k\) are given by
Using PDA, the map matching quality can be characterised the PDA error distance \(\varepsilon _{\mathrm {PDA}} \), defined as the Euclidian distance between the true magnetometer location and the location estimated via PDA, i.e., \(\varepsilon _{\mathrm {PDA}} = \| \hat {\mathbf {x}}_{PDA}- \boldsymbol {x}^s\|.\)
Our simulations demonstrate that for a fixed resolution map, the measurement taken from a high sensitivity/low noise magnetometer will result in small PDA error distance. The TMI map used in the simulation is downloaded from Australia (2023). As shown in Fig. 3a, the actual data grid size is \(85 \times 85\) metres. The simulation is carried out in the area surrounded by the green solid line rectangle. For every sensor noise level, 1000 samples are drawn randomly in the area, which are treated as the mean of sensor locations. The values of sensor location covariance \(\Sigma ^s\) and probability threshold \(\gamma \) are chosen such that a search window approximately \(6.8 \,\mbox{km}^2\) is formed for collecting candidate measurement locations. PDA error distances are then calculated as a function of sensor noise level \(\sigma \) and map grid size.
(a) The total magnetic intensity map used in the simulation from Australia (2023) with superimposed platform travel trajectory (yellow line). (b) Comparison of PDA error distances vs. sensor noise levels in the TMI map at original, 5 and 10 times downsampled data grids
Figure 3b shows the plot of PDA error distances versus sensor noise levels with original TMI map and the 5 and 10 times downsampled TMI maps. The plots show that localisation error decreases with improving magnetometer sensitivity until a localisation floor is reached. This floor is a function of the map resolution, with higher resolution providing a lower floor. The implication is that for a finite resolution map there is a magnetometer sensitivity below which no improvement is expected.
We use Map Feature Variability (MFV) as a measure of data variation sparsity of the geophysical data map. The MFV at a data point i on a data map is defined as \(\mathcal {C}_i = \frac {1}{n}\sum _{j}^n(s_{x_i} - s_{x_j})^2, \ \ \forall \, \boldsymbol {x}_j \in \mbox{search window},\, \boldsymbol {x}_j \neq \,\boldsymbol {x}_i.\) In a map matching based INS aiding, the value of \(C_i^{-1}\) may be used to weight the estimated sensor location covariance to provide additional parameter that locally describes quality of the data map used.
Figure 4c shows an example of the normalised map feature variability over the map area (Fig. 4a). For reference, we also show the original TMI map in Fig. 3a, and the PDA error distance maps for sensor noise levels \(\sigma = 0.015\) nT and \(0.15\) nT in Fig. 3b and d, respectively.
The Map matching localisation problem, shown in Fig. 1, is solved using the probabilistic multiple hypothesis tracker based map matching (PMHT-MM) proposed in (Wang et al. 2023). It iteratively estimates the current vehicle location from a batch of measurements processed by the probabilistic multiple hypothesis map matching method introduced in Sect. 3 under the vehicle dynamic constraints.
4 Navigation Experiment
The simulation scenario is a constant velocity vehicle traveling along the surface of the earth at a fixed height of 100 m from \([-38^\circ , 144.5^\circ ]\) to \([-35^\circ , 150^\circ ]\) (i.e., from Melbourne to Sydney) and at a ground speed of 22 m/s. The entire journey takes more than 3.6 hours and navigation is conducted by an onboard INS in GNSS denied environment. The inertial sensors (both accelerometer and gyroscope) used in the INS are precision grade with errors specified according to Jekeli (2005), with measurement frequency of 1 Hz and are assumed to be well calibrated before the journey starts. We assume that a low noise magnetometer is onboard to take magnetic intensity measurement at an interval of every 10 seconds. The PMHT-MM algorithm works with a batch of 30 magnetic intensity measurements at a time in an aiding interval 300 seconds.
In this experiment, two noise levels for the magnetometer are considered: (1) \(\sigma = 0.0015\) nT, which is to model a magnetometer of very high precision; (2) \(\sigma = 0.15\) nT, which represents the level of sensitivity of magnetometers that are commercially available. We plot the vehicle root-mean-squared (RMS) position errors in Fig. 5 along with case of INS-only without aiding. The results were averaged from 100 Monte Carlo runs for each of cases.
The simulation results in Fig. 5 show that:
-
when the noise level of magnetometer is 0.0015 nT, the INS with magnetometry aiding can achieve an average of RMS position error of 250 m; the RMS position error doubles if the noise level is 10 times larger at 0.15 nT.
-
magnetometry INS aiding is robust with 100% success rate with a batch length (i.e., the number of magnetometer measurements to be processed in a batch) 30 at each time in this simulation. If a lower batch length or a high noise level magnetometer is used, the RMS position error increases and the magnetometry INS aiding will not be completely reliable.
-
magnetometry INS aiding is able to remove position drift, as indicated by the INS-only case, which is accumulated over time due to the imperfection of inertial sensors.
5 Conclusions
In this paper, we describe a probabilistic method for map matching localisation based on magnetometry and total magnetic intensity maps. We demonstrated the effectiveness of the magnetometry map matching localisation via simulation. The magnetometry map matching removes accumulated position drift in the INS, that arises in the absence GNSS positioning. Simulation results verified the robustness and effectiveness of the proposed algorithm, particularly, the aiding precision improves with increasing magnetometer sensitivity, until the quality of the magnetic map limits precision.
References
Australia Government (2023) Geophysical Archive Data Delivery System. https://portal.ga.gov.au/persona/gadds
Bai D, Huynh MH, Simpson DA, Reineck P, Vahid SA, Greentree AD, et al. (2020) Fluorescent diamond microparticle doped glass fiber for magnetic field sensing. APL Mater 8(8):081102
Balasubramanian G, Neumann P, Twitchen D, Markham M, Kolesov R, Mizuochi N, et al. (2009) Ultralong spin coherence time in isotopically engineered diamond. Nat Mater 8(5):383–387
Dumeige Y, Roch JF, Bretenaker F, Debuisschert T, Acosta V, Becher C, et al. (2019) Infrared laser threshold magnetometry with a NV doped diamond intracavity etalon. Opt Express 27(2):1706–1717
Filipkowski A, Mrózek M, Stẹpniewski G, Kierdaszuk J, Drabińska A, Karpate T, et al. (2022) Volumetric incorporation of NV diamond emitters in nanostructured F2 glass magneto-optical fiber probes. Carbon 196:10–19
Frontera P, Alessandrini S, Stetson J (2018) Shipboard calibration of a diamond nitrogen vacancy magnetic field sensor. In: 2018 IEEE/ION Position, Location and Navigation Symposium (PLANS), Monterey, CA, USA, 2018, pp. 497–504. https://doi.org/10.1109/PLANS.2018.8373418
Goldenberg F (2006, April) Geomagnetic navigation beyond the magnetic compass. In: Proceedings of IEEE/ION PLANS, pp 684-694
Groves P (2013) Principles of GNSS, inertial, and multisensor integrated navigation systems. Artech House, Boston
Hahl FA, Lindner L, Vidal X, Luo T, Ohshima T, Onoda S, et al. (2022) Magnetic-field-dependent stimulated emission from nitrogen-vacancy centers in diamond. Sci Adv 8(22):eabn7192
Jekeli C (2005) Navigation error analysis of atom interferometer inertial sensor. Navigation 52(1):1–14
Jeske J, Cole JH, Greentree AD (2016) Laser threshold magnetometry. J Phys 18(1):013015
Kamgar-Parsi B, Kamgar-Parsi B (1999) Vehicle localization on gravity maps. In: Gerhart GR, Gunderson RW, Shoemaker CM (eds) Unmanned ground vehicle technology. SPIE. https://doi.org/10.1117/12.354447
Li W, Gilliam C, Wang X, et al (2022) Gravity aided navigation using viterbi map matching algorithm. https://arxiv.org/abs/2204.10492v1
Ruan Y, Simpson DA, Jeske J, Ebendorff-Heidepriem H, Lau DWM, Ji H, et al. (2018) Magnetically sensitive nanodiamond-doped tellurite glass fibers. Sci Rep 8(1):1268
Titterton DH, Weston JL (2004) Strapdown inertial navigation technology, 2nd edn. The Institution of Electrical Engineers, London
Tuohy S, Patrikalakis N, Leonard J, et al (1996) Map based navigation for autonomous underwater vehicles. Int J Offshore Polar Eng 6(01):278–289
Tyren C (1982) Magnetic anomalies as a reference for ground-speed and map-matching navigation. J Navigat 35(2): 242–254
Wang B, Ma Z, Huang L, et al (2022a) A filtered-marine map-based matching method for gravity-aided navigation of underwater vehicles. IEEE/ASME Trans Mechatron 27(6):1–11.
Wang X, Gilliam C, Kealy A, et al (2022b) Probabilistic map matching for robust inertial navigation aiding. ArXiv abs/2203.16932
Wang X, Gilliam C, Kealy A, Close J, Moran B (2023) Probabilistic map matching for robust inertial navigation aiding. NAVIGATION J Instit Navigat 70(2):navi.583
Funding
This work is partially supported by the Australian Army Quantum Exploit funding.
Author information
Authors and Affiliations
Corresponding author
Editor information
Editors and Affiliations
Rights and permissions
Open Access This chapter is licensed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits use, sharing, adaptation, distribution and reproduction in any medium or format, as long as you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons license and indicate if changes were made.
The images or other third party material in this chapter are included in the chapter's Creative Commons license, unless indicated otherwise in a credit line to the material. If material is not included in the chapter's Creative Commons license and your intended use is not permitted by statutory regulation or exceeds the permitted use, you will need to obtain permission directly from the copyright holder.
Copyright information
© 2023 The Author(s)
About this paper
Cite this paper
Wang, X. et al. (2023). Quantum Diamond Magnetometry for Navigation in GNSS Denied Environments. In: Freymueller, J.T., Sánchez, L. (eds) Gravity, Positioning and Reference Frames. REFAG 2022. International Association of Geodesy Symposia, vol 156. Springer, Cham. https://doi.org/10.1007/1345_2023_218
Download citation
DOI: https://doi.org/10.1007/1345_2023_218
Published:
Publisher Name: Springer, Cham
Print ISBN: 978-3-031-63854-1
Online ISBN: 978-3-031-63855-8
eBook Packages: Earth and Environmental ScienceEarth and Environmental Science (R0)