Navigation systems are one of the most commonly found electronic gadgets in modern vehicles nowadays. Alongside navigation units this technology is made readily available to individuals in everyday devices such as a mobile phone. Digital maps which come preloaded on these devices accommodate within them an extensive dataset of spatial information from around the globe which aids the driver in achieving a well guided driving experience. Apart from being essential for navigation this sensor information backs up other vehicular applications in making intelligent decisions. The quality of this information delivered is in direct relation to the underlying dataset used to produce these maps. Since we live in a highly dynamic environment with constantly changing geography, an effort is necessary to keep these maps updated with the most up to date information as frequently as possible. The digital map of interest in this study is OpenStreetMap, the underlying data of which is a combination of donated as well as crowdsourced information from the last 10 years. This extensive dataset helps in building of a detailed digital map of the world using well defined cartographic techniques. The information within OpenStreetMap is currently enhanced by a large group of volunteers who willing use donated satellite imagery, uploaded GPS tracks, field surveys etc. to correct and collect necessary data for a region of interest. Though this method helps in improving and increasing the quality and quantity of the OpenStreetMap dataset, it is very time consuming and requires a great deal of human effort. Through this thesis an effort is made to automatically enrich this dataset by preprocessing crowdsourced sensor data collected from the navigation system and driver assistance systems (Traffic Sign Recognition system and a Lane Detection System) of a driving vehicle. The kind of data that is algorithmically derived includes the calculation of the curvature of the underlying road, correction of speed limit values for individual road segments being driven and the identification of change in the geometry of existing roads due to closure of old ones or addition of new ones in the Nuremberg region of Bavaria, Germany. Except for a small percentage of speed limit information on roads segments, other information is currently not available in the OpenStreetMap database for use in safety and comfort related applications. The navigation system has the ability to deliver geographical data in form of GPS coordinates at a certain frequency. This set of GPS coordinates can grouped together to form a GPS track visualizing the actual path traversed by a driving vehicle. A large number of such GPS tracks repeatedly collected from different vehicles driving in a region of interest gives all GPS points which lie on a particular road. These points, after outlier elimination methods are used as a dataset to scientifically determine the underlying curvature of the road with the aid of curve fitting techniques. Additional information received from the lane detection system helps identify curves on a road for which the curvature must be calculated. The fusion of information from these sources helps to achieve curvature results with high accuracy. Traffic sign recognition system helps detect traffic signs while driving, the fusion of this data with geographical information from the navigation system at the instance of detection helps determine road segments for which the recognized speed limit values are valid. This thesis successfully demonstrates a method to automatically enrich OpenStreetMap data by crowdsourcing raw sensor data from multiple vehicles equipped with driver assistance systems. All OpenStreetMap attributes were 100% updated into the database and the results have proven the effectiveness our system architecture. The positive results obtained in combination with minimal errors promise a better future for assisted driving.

Software is the crux of many commercial, industrial and military systems. The software systems need to be very reliable especially in case of safety critical systems. Unmanned Aerial Vehicle (UAV) and manned aircraft are safety critical systems and hence failures related to software or software-hardware interaction leads to huge problems. The software systems need to be certified before they are deployed. Even after being certified several accidents and incidents have occurred and are occurring. The software errors can occur during any phase of software development. The reliability of the software is enhanced using the verification process. Runtime monitoring has various advantages over testing and model checking. Hence this thesis work explores runtime monitoring of UAV. The runtime monitoring shall verify the run of the current system state. The runtime monitoring shall monitor the health of the UAV and shall report to the operator about its status. The software faults and errors if not prevented shall lead to software failure. UAV lacks the situational awareness due to absence of pilot onboard. This motivated to use runtime monitor to enhance the situation awareness. The runtime monitor shall detect the software errors and avoid failures. This monitor shall also enhance the situational awareness of the remote operator. The runtime monitor that enhance situation awareness shall not only be applicable to specific UAV but this shall be applicable to all the UAV’s. Hence this work provides an independent Generic Runtime Monitor (GRM) to enhance the situation awareness. The runtime monitor has various methods but using formal specifications in specific using Linear Temporal Logic(LTL) to generate monitor is considered in this work. Runtime monitoring makes UAV more safe and at the same time reduces the costs as it verifies only the current run of the system state by providing a detection of critical errors. The situation awareness includes functional and environmental states that remote pilot shall not be aware of. The architecture plays vital role for the system design. GRM architecture is one such architecture which chalks out the overall independent system design for the runtime monitoring of the UAV system. This architecture is an extensible one. The generic requirements were elicited from different sources such as Aircraft Incidents and Accidents, Boeing Aero Magazine, Autonomous Rotorcraft Testbed for Intelligent Systems (ARTIS) requirements, generic Autonomy Levels for Unmanned Rotorcraft Systems (ALFURS) framework etc. The situation awareness can be categorized into three levels namely perception, comprehension and projection. The requirements were elicited for all the three levels of situation awareness. These requirements further formalized using temporal logics. The formalized requirements further translated into state automaton automatically.

Global Navigation Satellite System/Inertial Measurement Unit (GNSS/IMU) Integrated Navigation Systems (INS) integrate the positive features of GNSS and IMU for optimal navigation guidance in high accuracy outdoor navigation systems, for example using Extended Kalman Filter (EKF) techniques. Time synchronization of IMU data with precise GNSS based time is necessary to accurately synchronize the two systems. This must be done in real-time for time sensitive navigation applications such as autonomous vehicles. The research is done in two parts. The first part is the simulation of inaccurate time-stamping in a single axis of nonlinear input data in a gyroscope and an accelerometer, to obtain the timing error value that is tolerable by a high accuracy GNSS/INS system. The second part is the creation of a real-time algorithm using an STM32 embedded system enabled with FreeRTOS real-time kernel for a GNSS receiver and antenna, along with an IMU sensor. A comparative analysis of the time synchronized system and an unsynchronized system is done based on the errors produced using gyroscope and accelerometer readings along a single axis from the IMU sensor, by conducting static and rotational tests on a revolving chair.The simulation concludes that a high accuracy GNSS/INS system can tolerate a timing error of up to 1 millisecond. The real-time solution provides IMU data paired with updated GNSS based time-stamps every 5 milliseconds. The timing jitter is reduced to a range of ±1 millisecond. Analysis of final angular rotation error and final position error from gyroscope and accelerometer readings respectively, indicate that the real-time algorithm produces a reduction in errors when the system is static, but there is no statistical evidence showing the reduction of errors from the results of the rotational tests. / GNSS / IMU integrerade navigationssystem kombinerar de positiva egenskaperna hos GNSS och IMU för optimal prestanda i noggranna navigationssystem. Detta görs med hjälp av sensorfusion, till exempel EKF. Tidssynkronisering av IMU-data med exakt GNSS-baserad tid är nödvändigt för att noggrant synkronisera de två systemen. Detta måste göras i realtid för tidskänsliga navigationsapplikationer såsom autonoma fordon. Forskningen görs i två delar. Den första delen är simulering av icke-linjär rörelse i en axel med felaktig tidsstämpling hos ett gyroskop och en accelerometer. Detta görs för att erhålla det högsta tidsfel som är acceptabelt hos ett GNSS / INS-system med hög noggrannhet. Den andra delen är skapandet av en realtidsalgoritm med ett inbyggt STM32-system med FreeRTOS som realtidskärna för en GNSSmottagare och antenn, tillsammans med en IMU-sensor. En jämförande analys av det tidssynkroniserade systemet mot ett osynkroniserat system görs baserat på de positionsfel längs en axel som produceras av gyroskopoch accelerometermätningar. Detta görs genom att utföra statiska och roterande tester med hjälp av en roterande stol.Simuleringen visar att ett noggrant GNSS / INS-system tolererar ett tidsfel på upp till 1 millisekund. Realtidslösningen ger IMU-data med tidsstämplar synkroniserade med GNSS-tid var femte millisekund. Tidsjittret reduceras till ett intervall mellan ± 1 millisekund. Analysen av det slutliga vinkelrotationsfelet och positionsfelet från gyroskopoch accelerometermätningar indikerar att realtidsalgoritmen ger ett lägre fel när systemet är statiskt. Det finns dock inga statistiska bevis för förbättringen från resultaten av rotationstesterna.

Att köra bil är en komplex uppgift som kräver mycket av förarens kognitiva processer. I dagens samhälle finns det system som ska stödja säkerheten vid bilkörning och ett exempel på ett sådant system är navigationssystem som ska hjälpa föraren att hitta vägen till en destination. Det finns dock en risk att ett navigationssystem kan belasta förarens uppmärksamhet och andra kognitiva processer. Det är därför av vikt att det finns tillfredsställande metoder för att mäta förarens belastning på. Arbetet är en litteraturstudie som syftar till att kritiskt granska och jämföra två av dessa metoder, sekundära uppgifter och NASA TLX, i samband med bilkörning och navigationssystem. Det verkar finnas en tendens till att forskning inom navigationssystem inte använder metoden sekundära uppgifter särskilt ofta medan forskning inom bilkörning gör det. Detta visade sig stämma överens med den slutgiltiga analysen. Sekundära uppgifter visade sig vara mer lämplig metod att använda för att mäta belastning. Det skulle därför vara till fördel om forskningen inom navigationssystem utförde studier där metoden sekundära uppgifter används.

It has been shown that ionospheric irregularities can disturb our GNSS (Global Navigation Satellite System) communication. This disturbance is caused by scintillation of the radio signals when they pass through the ionosphere, leading to lock-on difficulties or in worst case, a loss of position for the GNSS-receiver. In this study, a large number of ground based GNSS reference stations spread across Sweden (known as the Swepos-network) was used to measure the variability of the GNSS-signal. These measurements were then combined with observations of ionospheric irregularities made by the Langmuir probes on ESA’s SWARM satellites. The study is a collaboration between Uppsala University and the Swedish Institute of Space Physics and covers five events between December 2013 to Mars 2021, when both datasets were available. The purpose is to determine the shape and extension of these ionospheric irregularities and how localized in time and space they are. The study also tries to answer whether it is possible to draw any conclusions regarding physical models such as diffraction or refraction from this comparison. It was found that during the event days, there was in general a clear increase (of often several hundred percent) of the spatial variability on different scales according to the standard deviation. This increase was seen for both the lower orbiting SWARM A and C satellites and the higher orbiting SWARM B. It was also possible to see that the increase of spatial variability was spread across all the studied latitudes, (magnetic latitude 49° to 70°). This corresponds well with the fact that all the analysed event days had an GNSS-signal variability above average for the same latitudes. There seems to be a clear connection between increased GNSS-signal variability and ionospheric irregularities, although more studies need to be done to be able to draw more accurate conclusions.

Due to the increased consumption of video streaming services, the user’s requirements increase, which strengthens the demands on the services and requires a well-functioning navigation system. This study aims to examine the user experience (UX) of the navigation system on the streaming service Netflix. The study has focused on the pragmatic and hedonic aspects to find out their significance for the result. This was investigated through a combination of both qualitative and quantitative studies, including user tests followed by a semi-structured interview and with the measuring tool AttrakDiff. By analysing the results from a phenomenological point of view, the results were reached.  The results and analysis from the study show that the hedonic aspects are the ones that mainly contributes to the positive user experience. The user tests show that the individual steps towards the user goals are highly relevant and that less positive parts of the product do not necessarily mean that the user experience becomes negative.

The aim of the study is to examine how information architecture can make language options easily available on websites. The question is how users can find the language selector depending on where it is placed and how it is presented visually on the website. How can a user find and locate the language selector on the website if they cannot read the default language. This study examines what is good and bad information architecture when it comes to language selector and if the user experience will be affected. To find the answer in the research, a comparative analysis was performed by examining the position of language options on different sample sites, such as the placement of the language selector on the navbar (navigation bar) or footer, and including the use of icons. The study measures observations from the participants to study differences in user experience across different websites. The study has measured the time it takes to locate the language selector with 100 users. The users have ranked the chosen websites to be able to demonstrate how effective the information architecture is and how it impacts the user experience. This can guide web developers to implement and make the information architecture more efficient for language choices.

This study is a bachelor thesis in the field of information design with focus on informative illustration. The purpose of the work was to create an easy-to-understand and easily accessible overview map of Stockholm Central Station in order to strengthen the spatial understanding of the location and thereby increase navigation. The study is based on methods and theories relevant to information design and informative illustration. The methods used in the work were observations/site analysis, interviews with tourists and unaccustomed travelers, a customer journey, and an environmental analysis. The results show a need in wayshowing systems at Stockholm Central Station and simplify the reading of the overview map. The design proposal focuses on reducing the cognitive load through, among other things, information reduction, the use of clear color coding and hierarchy, and a perspective that is adapted to the viewer´s location. This can contribute to viewers being able to read the information and understand the structure of the station, thereby creating a mental map more easily. The design proposal aims to facilitate navigation for all visitors regardless of previous experience.

Today our society is greatly built on modern technologies. In most parts of the world itis a social standard to have access to a smartphone and the Internet. Being able to keepin touch with others, consuming information, or being entertained independent of placeand time are assumed standards. From an entertainment perspective, the interactivemedium has changed in the modern society, the gaming community is still growing, andfor many it is a daily routine to play some sort of game, either on the computer, tablet orsmartphone. However, new ways to engage the user in fun activities are still beingexplored. At the same time, the consumption of media and use of digital technologiesraises concerns towards health issues and time spend outside in the nature, according tocritics. Pokemon Go, a smartphone application released in 2016, presented a possiblesolution to this problem, encouraging users to go outside and catch Pokemons due to thelocation-based nature of the application. The need to physically move to certain placesin order to catch a certain Pokemon facilitated not just people’s exercise, but also socialaspects as one would likely meet other players trying to catch Pokemons. While this is astep in the right direction, I strongly believe that this technological advancement couldalso be used for other entertaining and beneficial needs to people. This thesis investigates an approach of using similar technologies compared to thoseused in Pokemon Go, combined with narrative elements and a linear task system, inorder to create an experience with the purpose to engage users with local places ofhistorical value. By using geolocation-based technology, the application guides the userto places of historical value, while augmented reality (AR) elements are used to raisethe user’s interest, and further engage them in an interactive way. The developedapplication allows the user to solve tasks, which require interaction and exploration withthe real world environment in order to gain the necessary information, related to thehistorical value of the place, to solve the task. To provide a more meaningful scenario,all this is accompanied with a complete narrative. Design and concept have beenevaluated by four experts within explorative discussions, which lead to the laterimplementation of a digital prototype. This prototype was then tested and evaluated,providing practical feedback and insights. The user interaction study, conducted withnine participants around the Linnéparken area in Växjö, suggests that the users overallfelt engaged interacting with the application and the real world environment. They alsoseemed to have developed a better understanding about the local history by gaining newinsights about the information and areas presented to them. Users also stated that duringprevious visits to the area they had not payed attention to the statues and otherinformation signs, thus resulting in a new experience visiting the area facilitated throughthe use of the developed application. The users were positive about exploring even morepoints of interest in the future if presented this way, indicating their acceptance towardsthe developed application. Some users also stated that the narrative elements made theexperience interesting and motivating. While both application design and concept wereunderstandable, the applied navigation system would need further improvements,although all users were successfully able to navigate to the real world points of interest.The AR-features seemed to increase the user’s enjoyment, while being useful at thesame time, as the AR-markers provided necessary clues considering where to findanswers to the presented questions as well as a sense of progression with the narrative. / Idag är vårt samhälle starkt byggt på modern teknik. I de flesta delar av världen är deten social standard att ha tillgång till en smartphone och Internet. Att kunna hållakontakten med andra, konsumera information, eller underhållas oberoende av plats ochtid, antas vara normer. Ur ett underhållningsperspektiv har det interaktiva medietförändrats i samhället, spelindustrin växer fortfarande och för många är det en dagligrutin att spela något slags spel, antingen på datorn, surfplattan eller smartphonen. Mennya sätt att engagera användaren i roliga aktiviteter undersöks fortfarande. Samtidigt,enligt kritiker, ger konsumtionen av media och användningen av digital teknikanledning till oro för hälsoproblem samt tid spenderad ute i naturen. Pokemon Go, ensmartphone-applikation som släpptes 2016, presenterade en möjlig lösning på dessaproblem, och uppmuntrade användarna till att gå ut för att fånga Pokemons tack vareapplikationens platsbaserade karaktär. Behovet av att fysiskt flytta sig till olika platserför att fånga Pokemons underlättad inte bara människors motionering, men bidrogockså med sociala aspekter då man sannolikt kommer möta andra spelare ute iverkligheten. Även om detta är ett steg i rätt riktning, tror jag starkt att dessa tekniskaframsteg också kan användas för andra underhållande och fördelaktiga syften. Denna studie undersöker ett sätt att använda liknande tekniker jämfört med de somanvänds i Pokemon Go, kombinerat med narrativ och ett linjärt uppdragssystem, för attskapa en upplevelse med syfte att engagera användare mot lokalhistoriska platser.Genom att använda geolocation-baserad teknik, guidar applikationen användaren tilllokalhistoriska platser, medans elementen inom förstärkt verklighet (AR) används föratt höja användarens intresse och engagera dem på ett interaktivt sätt. Den utveckladeapplikationen låter användaren lösa uppgifter som kräver interaktion och utforskning avden verkliga världsmiljön, för att få den information som krävs för att lösa uppgiften.För att ge ett mer meningsfullt scenario kompletteras detta med ett narrativ. Design ochkoncept har utvärderats av fyra experter genom utforskande diskussioner, vilket senareledde till implementering av en digital prototyp. Denna prototyp testades ochutvärderades mot användare, vilket gav feedback och insikter. Interaktionsstudier medanvändare, vilken genomfördes med nio deltagare vid Linnéparken i Växjö, föreslår attanvändarna i allmänhet kände sig engagerade under interaktion med applikationen ochvärldsmiljön. De verkade också ha utvecklat en bättre förståelse om lokalhistoriagenom att få nya insikter om informationen som presenteras för dem. Användareuppgav också att de under tidigare besök i området inte hade uppmärksammat statyernaeller andra informationsskyltar, vilket resulterade i en ny upplevelse genom att besökaområdet tack vare applikationen. Användarna var positiva till att utforska flerintressanta platser i framtiden om de presenterades på detta sätt, vilket indikerar derasacceptans mot den utvecklade applikationen. Vissa användare uppgav också att denarrativa elementen gjorde upplevelsen intressant och motiverande. Medans bådeapplikationsdesign och koncept var förståeligt skulle det tillämpadenavigationssystemet behöva ytterligare förbättringar, även om användarna lyckadesnavigera till platserna i den verkliga världen. AR-funktionen verkade öka användarensnöje samtidigt som den var användbar eftersom att AR-markörerna tillhandahöllnödvändiga ledtrådar åt vart användaren kunde hitta svaren på presenterade frågor.

I Aitiks dagbrottsgruva i norra Lappland bryts kopparmalm med hjälp av metoden pallbrytning. I korthet innebär det att omkring 200 borrhål borras vertikalt i berget och fylls senare med sprängämne. Vid detonationen frigörs en horisontell skiva, så kallad pall, från det omgivande berget. Aitik använder i dagsläget sin borrplan för bestämning av borrhålens längd. Emellertid överensstämmer inte alltid dessa längder med de önskvärda borrhålslängderna. Målet med projektet var att föreslå förbättrade metoder och tillvägagångsätt för att nå önskad nivå vid produktionsborrning. Under projektet har det studerats hur mycket borrplanen avviker från önskade borrhålslängder. Det har också undersökts i vilken utsträckning borrmaskinerna autonomt klarar av att beräkna korrekta hål-längder med hjälp av sitt navigationssystem. En borrmaskin i Aitik använder Trimbles navigationsplattform medan de övriga fyra använder Leica. Analyserna visade att Trimbles navigationssystem var mycket tillförlitligt att använda för hål-längdsbestämning, förutsatt att noggrann kalibrering utförts. Leicas navigationssystem visade sig vara mindre tillförlitligt, då det ”svajade” i höjdled: för samma punkt i rummet visades olika höjdledskoordinater vid olika tidpunkter. Den Leica-utrustade borrmaskinen som svajade mest hade variationsbredden 31,9 cm. Rekommendationerna är: * Att om borrplanen fortsättningsvis ska användas för hållängdsbestämning, rekommenderas att ”nollning” av borrmaskinen skall ske utan rotation. Nollning är den punkt som bestäms till borrstartspunkt under borrningens utförande. Våra tester visade att om nollning sker med rotation, kan borrkronan sjunka ned 20 cm i pallytan innan borrstart registreras. På grund av detta kan borrhålen bli för långa. * Att under en testperiod, låta navigationssystemet på maskinerna autonomt beräkna borrhålens längd. Under denna period bör regelbundna kontroller av navigationssystemet ske, för att säkerställa att höjdkoordinaterna håller sig inom bestämda gränser. Kontrolleras maskinernas navigationssystem regelbundet kan ett stort statistiskt underlag skapas, vilket kan användas vid ett långsiktigt beslut om navigationssystemet fortsättningsvis skall användas för bestämning av borrhålslängder. / In the open pit mine Aitik, situated in the north of Lapland, copper ore is mined using the method pallet mining. In short, around two hundred boreholes are drilled vertically into the rock and subsequently filled with explosives. At detonation, a horizontal slice called a pallet is released from the surrounding rock. Today Aitik uses a drilling plan to decide the lengths of the boreholes. However, these lengths do not always correspond with the desired borehole lengths. The goal with the project was to find and suggest better methods and approaches to achieve desired levels of production drilling. During the project, studies have been made to see how much the drilling plan differs from the desired borehole lengths. The studies have also concerned the extent to which the drilling machines can make autonomic decisions determining the borehole lengths, using their navigation system. One drilling machine in Aitik uses a Trimble platform for navigation, while the other four use Leica. The analysis shows that the Trimble navigation platform was very reliable in deciding borehole lengths, provided that an accurate calibration was performed. The Leica navigation system turned out to be less reliable, since its height readings fluctuated: the same point in space would show as different coordinates of height at different points in time. The Leica-equipped power drill with the most fluctuation had a variation width of 31,9 cm. The recommendations are: * That, in the case of continuous use of the drill plan to determine borehole length, the “zero setting” of the power drill shall be made without drill rotation. The zero setting is starting point of the drilling operation. The tests showed that if the zero setting is done with rotation, the drill crown can sink 20 cm down into the pallet surface before drill start is registered. Because of this, the drilling holes can become too long. * That, during a test period, the navigation systems of the machines shall autonomously calculate and decide the borehole length. During this period, regular controls of the navigation systems should be made to ascertain that the coordinates of height remain within certain limits. Regular controls of the navigation systems can provide large amounts of statistical data, which can be used to make a long-term decision whether the navigation systems should continue to determine the borehole lengths.