The Universal Gravity Module for Enhanced
Submarine Navigation
John Moryl, Hugh Rice, and Stanley Shinners
Lockheed Martin Federal Systems, Inc.
Navigation and Gravity Systems
365 Lakeville Road, Great Neck NY 11020-1696
ABSTRACT
With a view toward current and future submarine missions
requiring operations in the littoral and accurate navigation
under covert conditions, Navigation and Gravity Systems
(NGS) of Lockheed Martin Federal Systems has
developed the Universal Gravity Module (UGM). The
UGM is a low cost modular add-on to an existing
submarine navigator [ 11 which, through gravity
measurements, infuses new capabilities into undersea
warfare, and is applicable to existing and future fleet
ballistic missile and attack submarines. The capabilities
provided are as follows:
e Gravity Passive Navigation (PN) - Provides high
accuracy navigation for unlimited periods without the
need for periodic surfacing or active emissions in
order to obtain a position or velocity fix. This
technique provides the ultimate in stealth for all
submersibles.
e Terrain Estimation (TE) - Provides accurate real-time
displays of the local terrain without the need for
active emission. This enables the submarine to
conduct safe covert operations close to the sea bed.
Such maneuvers as entries and exits from harbors can
also be safely and covertly executed.
This paper will provide an overview of the UGM,
including a description of the gravity sensors and the
algorithms which provide the passive navigation and
terrain estimation capabilities. Test results of the passive
navigation and terrain estimation capabilities will also be
presented.
INTRODUCTION
The UGM is the culmination of developments that started
with the static gravity gradient measurements made in
1910 by Baron Roland von Eotvos, a Hungarian geodesist,
using a torsion bar he invented. In 1982, Bell Aerospace
Textron (now part of NGS) successfully performed gravity
gradient measurements on a moving vehicle using an
advanced development model of the Gravity Sensor
324
0-78034330-1/98/ $10.00 0 1998 IEEE
System (GSS) [2]. The GSS, which is currently installed
on the surface ship USNS Vanguard and two US Navy
strategic missile submarines (SSBNs), was originally
developed to improve fire control accuracy by providing
real time measurement of gravity vector deflections.
Subsequently, the GSS was modified to demonstrate the
feasibility of using gravity measurements in conjunction
with gravity maps to reduce and bound inertial navigator
errors without the need for external fixes. This technique
[3], referred to as Passive Navigation, was successfully
demonstrated on two SSBNs in the early 1990’s using the
SSBN Electrostatically Supported Gyro Navigator
(ESGN). Further modifications were made to a GSS in
1996 in order to demonstrate the effectiveness of passive
navigation using lower quality inertial navigator gyros. As
of early 1998, this latter configuration was still undergoing
testing on an SSBN. Some performance results for these
configurations are presented herein.
In the early 1990’s, a technique for generating an estimate
of the local terrain based on gravity gradient
measurements was developed by Bell Aerospace Textron
[4]. This technique, known as Terrain Estimation, has
since been extensively evaluated by post processing of
GSS gravity data recorded aboard the USNS Vanguard.
Based on these results, an SSBN-based GSS was modified
in 1996 in order to test the technique on a submarine.
Results of these tests have confirmed the feasibility of the
technique in the submarine environment.
At the present time, NGS is developing several gravity
systems for commercial applications such as oil and
mineral exploration. Leveraging on these efforts, the
UGM has been developed by modifying this commercial
design to provide a ship interface along with processing
required for the passive navigation and terrain estimation
functions. The UGM was tested aboard the USNS
Vanguard early in 1998, and will be demonstrated later
this year on the USS Memphis (SSN 691) with its current
navigator (WSN-3).
 SYSTEMOVERVIEW
A typical submarine UGM configuration is shown in
Figure 1. As indicated, the UGM provides two primary
outputs: 1) Passive Navigation corrections to the ship’s
Inertial Navigation System (INS) for improved navigation
accuracy, and 2) Terrain displays to an operator for ship
control and terrain avoidance. Inputs to the UGM include:
1) Navigation data from the ship navigation system, and
2) UGM control/display commands from an operator.
UGM
Navigation
Data
Electronics -di$ Ship
Zorrections
UGM Operator
Workstation
Figure 1. UGM System Configuration
As shown in the figure, the UGM equipment consists of a
gravity platform, an electronics cabinet, and a workstation
for operator inputs and terrain displays. The gravity
platform contains the gravity sensors that provide the basic
data used for Passive Navigation and Terrain Estimation.
The gravity sensors are maintained in a local level
orientation by means of a three gimbal, gyro stabilized
platform. The UGM electronics cabinet contains data
processors and other electronics for controlling the
platform gimbal motors and gravity sensors. The data
processors are used to: 1) compute gyro torquing signals
for platform leveling; 2) compute gravity anomalies and
gravity gradients from the gravity sensor data; 3) perform
the passive navigation and terrain estimation algorithms;
4) execute operator commands received from the UGM
workstation; and 5) support the digital interfaces with the
ship navigation system, the gravity platform and the UGM
workstation.
The Passive Navigation algorithm generates estimates of
ship navigation errors which are sent to the ship navigation
system to correct the navigator. By providing continuous
corrections, the UGM allows the navigator to maintain
325
required accuracy without the need for external “fixes”.
The interface with the ship navigation system can be
implemented using any existing high speed digital
interface, such as NTDS.
The Terrain Estimation algorithm generates terrain data
which is sent to the UGM workstation for display. The
UGM workstation provides the operator interface for
displaying the terrain and for UGM control. The
workstation can be dedicated to the UGM function or it
can be an existing workstation where the terrain displays
and operator controls are integrated with other submarine
command and control functions. With the present UGM
design, an FDDI interface is utilized between the
workstation and the UGM electronics. However, other
interface types could easily be implemented in the interest
of compatibility with existing ship interfaces.
GRAVITY
SENSOR
DESCRIPTION
The UGM uses two types of gravity sensors: gravimeters
and gradiometers. Gravimeters measure gravity anomalies
or deviations in the magnitude of the gravity vector
relative to a nominal earth model. Gradiometers measure
gravity gradients or the gravity rate of change in three
dimensions. If an x,y,z coordinate system is adopted,
where the x, y axes are in the horizontal plane tangent to
the earth ellipsoid and the z axis is vertical, the gravity
vector at some arbitrary location can be expressed as:
-
g=g,;+g,j+g,z
---
where i , j , k are unit vectors along the x, y, z axes,
respectively. Each component of the gravity vector , in
turn, has a gradient:
- - -
for n = x, y, z. The coefficients of the i , j , k vectors
constitute the nine element “gradient tensor”, where the
tensor element rn, is the derivative of the nth component
of with respect to displacement in the mth direction.
The gravimeter contains a high accuracy, vertically
mounted accelerometer which measures the specific force
along the vertical ( z ) axis. The accelerometer output is
first low pass filtered to remove the effects of sea state
motion. Instrument errors (e.g., biases, scalefactors,
misalignments) are then compensated for, based on prior
calibration data. A gravity measurement at mean sea level
is then determined by applying compensations for the
effects of vertical coriolis (the Eotvos effect), submarine
depth offset from mean sea level, and low frequency
vertical accelerations due to submarine depth changes.
Compensation for the latter effect is achieved by filtering
and doubly differentiating depth gauge data. The gravity
anomaly measurement is then determined by subtracting
the ellipsoidal earth model gravity from the measured
gravity .
As shown in Figure 2, the gravity gradiometer [5] consists
of four accelerometers mounted on a wheel rotating at 1/4
hertz, with each accelerometer input axis tangential to the
wheel in the plane of rotation. The four accelerometers
are spaced at 90 degree intervals with an equidistant radius
( R ) from the axis of rotation. By suitable summing and
differencing of the accelerometer signals, common linear
accelerations are canceled out, leaving gradients of gravity
along the baselines of accelerometer pairs. In particular, it
can be shown that the gradiometer output 6 is the
following:
6 = (A, + A 3 )- ( A 2 + A 4 )
o = a[(r~~irn )sin 2e + rxycos 2e
1 configuration, corrections are only applied to the navigator
With appropriate scaling and demodulation at the wheel
rotation frequency, two gradient elements in a plane
perpendicular to the wheel axis of rotation (known as the
in-line and cross gradients) are generated by each
gradiometer.
Y
Figure 2. Gravity Gradiometer Accelerometer
Configuration
On the UGM platform, three orthogonally mounted
gradiometers then provide six elements of the actual
gradient field which, due to interdependencies, are more
than the five needed in order to generate the full nine
element gradient tensor. The three gradiometers are
arranged in an “umbrella” configuration on the local level
326
platform, separated by 120 degrees when projected onto
the horizontal plane. The local level platform (or inner
gimbal) is carouseled at a constant rate of 500 degkr in
order to modulate accelerometer instrument errors. This
modulation allows separation of instrument errors from the
actual gradient signals which are slowly varying.
Gradients in the geographic frame (N,E,D) are derived
from the gradients in the instrument frame by appropriate
transformations.
ALGORITHM
PASSIVENAVIGATION
The Passive Navigation algorithm generates estimates of
ship navigator error by using gravity measurements,
digitally stored gravity maps, and data from the navigator
itself. These estimates are then used to correct the inertial
navigator on a continuous basis in order to bound
navigation errors without the need for periodic external
fixes. The corrections can be applied in an open loop or
closed loop fashion. An illustration of the closed loop
configuration is shown in Figure 3. Here, the corrections
are used to continuously “reset” the navigator to maintain
required navigation accuracy. In the open loop
outputs. The open loop configuration has the advantage of
simplicity. However, the closed loop configuration takes
full advantage of the UGM capability by not only
bounding output errors, but also continuously estimating
inertial instrument errors. In this case, a fully calibrated
navigator would be available in the event of a UGM
equipment failure.
Sensor
Data Nav
Passive
- -
r
Navigation Inertial
Algorithm Navigator
r
I
Gravity k
1
Navigator
c
Figure 3. Passive Navigation Algorithm
The PN algorithm utilizes four types of observations based
on inertial system and gravity platform data. Three of
these are processed by a Kalman filter as measurements in
order to generate inertial system error estimates. A fourth
observation is processed external to the Kalman filter with
the resultant corrections applied directly to the Kalman
filter state vector.
The first observation type implements a gravity anomaly
map matching process. In this case, the observable is
expressed as
where G is the measured gravity anomaly at the true
vehicle position (x,, y,) and GM is the gravity anomaly from
the map at the navigator indicated position (xi, y;). Since
the relationship between y l and the navigator position
error is nonlinear, a linear approximation is used in
modeling this measurement as follows:
y l = h(x, y ) + n
where h is a nonlinear function of position, Axi and Ayi are
the inertial position error estimates, and n represents the
modeled errors for the measurement and map data. A
polynomial interpolation scheme is applied to the discrete
gravity anomaly map values in the vicinity of x,y in order
to determine the localized gravity anomaly function. The
derivative of this function is then computed analytically.
If gradient maps are available, a second type of
measurement can be used to implement map matching
using gradiometer data rather than gravimeter data. The
observables in this case are as follows
where fiLjand rcRj are the measured in-line and cross
gradients, respectively, for the jth gradiometer and f i m j
and r C R M j are the corresponding map derived quantities.
Gradient map data, which would normally be in
geographic coordinates, is converted into the gradiometer
instrument frame by appropriate transformation. Kalman
filter modeling of this measurement is similar to the
method employed for measurement y l .
A third observation type utilizes the fact that the
gravimeter signal contains vertical Coriolis acceleration
(the Eotvos effect) while the gradiometer signals are free
of this effect. In this case, a gravity anomaly measurement
is first derived from gradiometer data as follows:
GD= /& v ~ d ti- / T E D v ~ d t
327
where r N D , r E D are the measured north, east components
of gravity gradient with respect to the vertical and VN,VE
are the estimated north, east velocities. A Kalman filter
measurement is then computed as the difference between
GD and the gravity anomaly measurement from the
gravimeter. This difference contains the Eotvos error
where K is an appropriate conversion constant allowing 6
to be expressed in units of mgals. Since E provides a
measure of NE,modeling of this measurement in the
Kalman filter provides improved east velocity error
estimation.
A fourth observation type utilizes the gradiometer’s ability
to measure vertical deflections. The vertical deflections
are generated from the gradiometer data as follows:
where rG is the applicable measured gradient in the
geographic frame and V is inertial velocity. The GN, GE
values are filtered and, after conversion for speed
dependency, are used to correct the inertial velocity error
states within the Kalman filter.
TERRAIN
ESTIMATION
ALGORITHM
The terrain estimation algorithm utilizes the gradient data
from the gradiometers, which are able to detect the gravity
field variations due to local terrain. By suitable processing
of these signals, the TE algorithm generates a three
dimensional display of the terrain in the vicinity of the
submarine without active emissions. The gradiometers
measure the total gravitational gradient plus vehicle self
gradient and centripetal gradient due to inertial angular
rates of the platform carrying the instruments. Since the
self gradient and centripetal gradients are known to high
accuracy, they can be subtracted. The normal (ellipsoidal)
earth gradients are also subtracted, leaving the anomalous
gradient due to terrain variations.
In describing the algorithm, it is significant to note that the
gravity gradients at a given position relative to known
terrain and geological variations can be computed
mathematically. Although these relationships are non-
linear, linear approximations can be used to high accuracy.
This being the case, a Kalman filter implementation can be
utilized, where the modeled states represent errors in the
estimated terrain. Inputs to the Kalman filter include
gradient innovations, computed as the difference between
the measured gradient of the actual terrain and the
predicted gradient at the vehicle position based on the
estimated terrain. A terrain estimate is continually
updated based on the error estimates generated by the
Kalman Filter. An illustration of this algorithm is
provided in Figure 4.
Measured
Terrain-
Display
Figure 4. Terrain Estimation Algorithm
The Kalman filter must represent the terrain by a finite
number of parameters or states. The selected
parameterization consists of a number of concentric
“shells”, where each shell consists of a 3 x 3 array of
equally spaced points in the horizontal plane of a
geographic coordinate system centered near the vehicle
location. Three states are modeled at each point: terrain
height, north slope, and east slope, so each shell
contributes 27 (3 x 9) filter states. To cover a wide range
of spatial frequencies, each successive outward shell has
some multiple (e.g., double) point spacing of the previous
inner shell. The terrain surface contribution for each shell
is generated from the 27 states through least squares
collocation. The terrain height at any point consists of the
sum of all the shells at that point. It is noteworthy that,
since the points are geographically fixed, new points must
be added and existing points deleted from the filter model
as the vehicle progresses through the terrain. This is done
in a coordinated manner to avoid unnecessary
perturbations to the filter.
As part of the Kalman Filter modeling requirement, it is
necessary to statistically characterize the terrain. Through
analysis of available terrain map data in different areas of
the ocean, the following STAG-type model (Sperry Three-
328
dimensional Algebraic Gravity Model [6]) has been found
to be appropriate for the points in each shell:
V D’
where:
E(hl,hz) = Cross covariance of terrain height at
points 1 and 2
vh = Variance of the terrain height
DN,DE = North, East distances between points
1 and 2
D = Correlation distance for terrain.
As might be expected, the correlation distance used in the
model for each shell is generally related to the point
spacing within that shell. Thus, each successive shell has
a correspondingly longer correlation distance to represent
a lower spatial frequency. The Kalman filter uses Markov
approximations to the STAG models.
The predicted gradients at the vehicle location based on
the estimated terrain are computed by first approximating
the terrain as a set of flat top prisms, with each prism’s
height equal to the terrain estimate at its center. Small
prisms are used for the area modeled by the inner shell to
reflect the higher spatial frequencies modeled there, with
correspondingly larger prisms used for areas covered by
outer shells. The gradient contribution for each prism is
then computed separately. The individual contributions
for all the prisms are then summed to compute the total
predicted gradient due to terrain. The prism heights are
also used for the terrain displays which constitute the final
output of the TE algorithm.
The basic innovation used to update the Kalman Filter is
generated by differencing the predicted gradients with the
measured gradient to generate a gradient innovation.
Since this innovation is a nonlinear function of the
modeled filter states, a local linearization is computed by
using the partial derivatives with respect to prism height of
the gradient contribution from each prism multiplied by a
least squares collocator weighting matrix relating terrain
states to prism height. These values make up the
observation matrix.
PASSIVE
NAVIGATION
PERFORMANCE
Table 1 shows the velocity improvement obtained using
Passive Navigation with an SSBN Electrostatically
Supported Gyro Navigator (ESGN). Since the data is
classified, the numbers in the table are shown as the ratios
of velocity error with PN corrections applied to those
without. The test configuration consisted of the ESGN,
the GSS gravity system and a special workstation to run
the Passive Navigation algorithm and to record test results.
Gravity maps derived from NAVOCEANO survey data
with one nautical mile grid spacing were utilized. In order
to avoid affecting tactical operations, all testing was
conducted using an open loop configuration with no
feedback of Passive Navigation algorithm corrections to
the ESGN. Performance was evaluated by comparing the
velocity outputs to those obtained from GPS and sonar
fixes. Testing of this configuration was performed on the
USNS Vanguard Navigation Test Vehicle (NTV) and on
two SSBNs. The results shown are a composite of four
NTV test periods and four SSBN test periods. Tests were
conducted in areas having gravity features ranging from
benign to active. A significant improvement in velocity
performance is shown, with east velocity showing the
most improvement.
Test North East
Vehicle Velocity Velocity
NTV I 0.73 I 0.62
SSBN I 0.91 I 0.77
Table 1. Passive Navigation Velocity Error Reduction
for ESGN Navigator
Analysis of the test results indicates that the velocity
improvement is primarily due to the third and fourth
observation types described earlier. The third observation
type effectively reduces east velocity error due to all
sources while the fourth observation type reduces the
effects of residual vertical deflection errors on both north
and east velocity. No meaningful evaluation of position
error reduction by the Passive Navigation algorithm was
possible during this demonstration since ESGN position
errors were extremely small due to tight calibration and
frequent navigator resets. A more effective test for the
map matching portion of the algorithm would require that
the ESGN not be reset for extended periods to allow earth
loop errors to propagate while applying the Passive
Navigation corrections. However, such testing was not
practical due to operational considerations.
For the second demonstration, a Passive Navigation
system employing a less accurate inertial platform in
combination with the GSS gravity sensors was tested.
Such a system is inherently more dependent on the map
matching aspect of the Passive Navigation algorithm than
the ESGN based system since gyro drift stability is lower
and earth loop errors are Iess predictable. For this test, the
GSS local level platform itself was upgraded by replacing
the low accuracy Litton G1200 gyros with navigation
grade Teledyne SDG-5 gyros. The GSS then used these
gyros for platform control and navigation in place of the
ESGN to create a standalone Gravity Passive Navigator
(GPN). Gravity maps were the same as those used for the
329
ESGN navigator configuration described previously.
Position errors for a typical 200-hour run obtained with the
GPN on the USNS Vanguard are shown in Figure 5.
Performance with and without the Passive Navigation
algorithm applied is shown for comparison. The inertial
system was calibrated and aligned dockside prior to the
start of the run. Since the data is classified, results are
expressed as a percentage of the 14 day SSN navigation
requirement. As shown in the figure, position errors
without passive navigation corrections applied quickly
build up to levels that exceed the SSN requirement, while
the errors are bounded continually at levels well below the
SSN requirement with passive navigation. The ship's
track for this test covered both benign and active gravity
regions. The rms velocity error during this test was
reduced from a level of 85 % of the SSN requirement to
about 50 % of this requirement. The improvement in
latitude performance is primarily attributed to observation
type 1 while the improvement in longitude is due to a
combination of observation types 1 and 3. Velocity errors
are reduced by a combination of observation types 1 , 3 and
4.
g -an .
Figure 5. Passive Navigation Results for GPN System
TERRAIN
ESTIMATION
PERFORMANCE
A contour map of the Port Canaveral Channel, generated
by the Terrain Estimation algorithm on the NTV, is shown
in Figure 6. Here, the shoreline is delineated with a heavy
black line for illustrative purposes. The northwesterly
approach is shown; the platform is at the head of the
arrow. Note the turning basins to the north and west of the
platform predicted by the system. Figure 7 shows a
Terrain Estimation contour map of the Northeast
Providence Channel (Hole in the Wall). In this case, the
platform is located in the center of the display and clearly
"sees" the rises to the north and west and a small sea
mount near the center.
 Meters

Figure 6. Terrain Estimation for Port

Canaveral Channel
Great Island

25.8
SUMMARY

Through its sophisticated instrumentation and algorithms,

the UGM is able to provide real-time information about UJ

the ambient gravity field and the physical features that 2:

5:
give rise to that field. This information is used to control m,
inertial navigator errors, and to provide a display of the 25.6
surrounding terrain. These capabilities can be used to Q)
U
support submarine missions requiring accurate navigation .-
3
c
c
under covert conditions and operations in the littoral.
3
ACKNOWLEDGMENTS

The authors wish to thank Mr. Ken Savage, Mr. John 25.4
Schaefer, Mr. Warren Diamond and Mr. Philip Schachter
of SP24AJS.N for their support and assistance in
facilitating the development and test of the UGM as well
as sponsorship of earlier gravity based programs.
-77.6 -77.4 -77.2 -77.0
Longitude Eleuthera
Figure 7. Terrain Estimation for Northeast
Providence Channel

330
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[3] Jircitano, A. and Dosch, D., “Gravity Aided Inertial
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Meeting Proceedings, June 1991
331
[4] White, J. and Jircitano, A., “Gradiometer Based
Terrain Estimation,” U.S. Patent No. 5,402,340,
March 1995
[5] Hofmeyer, G. and Affleck, A., “Rotating
Accelerometer Gradiometer”, U.S. Patent No.
5,357,802, October 1994
161 Moonan, P. J., “A Stochastic Model For Anomalous
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