Alternative Navigation Technologies - Know where …Alternative Positioning Technologies -Know where...
Transcript of Alternative Navigation Technologies - Know where …Alternative Positioning Technologies -Know where...
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Alternative Positioning Technologies
- Know where you are without GPS.
Jim Arnold
Research and Innovative Technology Administration
(202)366-8422
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Exploratory Advanced Research
Generally: Addresses the need to conduct research on longer term and higher risk
breakthrough research with the potential for transformational improvements.
FHWA recognized that GPS doesn’t work everywhere and alternatives would be
useful
Goal: Examine alternative vehicle positioning technologies that will satisfy
requirements while maintaining low on-vehicle and highway infrastructure costs
Work completed by the University of California, Riverside
□ Phase I - Assess the viability, benefits, limitations, and obstacles for different
approach's
□ Phase II – Describe and examine technologies from Phase I and then provide
further details on integration strategies and performance for vehicle applications.
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Key Technical Evaluation Metrics
Sensor Orientation
□ Sensor monitoring orientation relative to the direction of travel;
Aiding Rate
□ Frequency of correction signal being acquired, processed, and integrated within
the vehicle state determination;
Processing Latency
□ Time from signal being acquired to aided position determination;
Demonstrated Positional Accuracy
□ Accuracy of vehicle position utilizing only the specified aiding technique when
GPS signal is interrupted.
Vehicle state being aided
□ Positional correction along and/or perpendicular to the signal propagation path,
and;
Measured feature or signal
□ Monitored signal frequency or objects serving as landmarks.
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Aiding Technologies, Performance, and Implementation Characteristics
Aiding
Sensor
Mounting
Orientation
Aiding Rate Processing
Latency
Positional
Accuracy in
Demonstration
State
Components
Corrects
Measured
feature or
Signal
LIDAR Side 1 Hz <10ms <1cm Position
perpendicular to
wall, yaw
Wall
Radar Forward 1 Hz 50ms <.5m Full horizontal
position, Yaw
Pole, Sign,
reflector
Vision Forward 1 Hz 200ms Using a single
feature, lateral
error is less
than 1 meter
Position
perpendicular to
camera-to-
feature LOS
Signs,
Signals
Radio Omnidirectional 1 Hz 500ms 30m Positional along
signal path
AM
DSRC Omnidirectional 1 Hz 500ms 12m Positional along
signal path
RSU
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Limitations
No single sensor technology satisfies all the requirements in terms of positioning
accuracy, availability, and continuity in diverse driving environments.
□ LIDAR – a relative positioning technique
■ Infrastructure reference data is not always available
■ Requires accurate mapping – expensive to create and maintain
□ Radar – a relative positioning technique
■ Infrastructure reference data is not always available
■ Requires accurate mapping – expensive to create and maintain
□ Vision – a relative positioning technique
■ Infrastructure reference data is not always available
■ Requires accurate mapping – expensive to create and maintain
□ Radio
■ Accuracy insufficient for lane level positioning
□ DSRC
■ Limited infrastructure
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Integration is the Key!
High-rate
Sensor
Sensor
Fusion
Aiding
Sensors
vehicle state
(Position, heading, velocity)
Output
State error &
calibration factors
predicted
output
GNSS, LIDAR, Radar,
Vision, Radio, DSRC
Inertial Navigation Systems
Encoder-Based Dead-Reckoning
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Experimental Configuration
2D LIDAR GPS and IMU
Camera
Radar
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Phase III – Mapping
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Using What we Learned – Signal Phase and Timing (SPaT)
Connected vehicle applications will utilize
mapping, positioning, communications
including interaction with roadside equipment as
well as Signal Phase and Timing (SPaT)
technology to provide information on the location
of vehicles in relation to the roadway, other
vehicles, and pedestrians.
Mapping can refine the position of each connected
vehicle and provide a context for the interaction
between the connected vehicles and the roadway
environment especially for SPaT applications.
USDOT is working to identify the positioning,
communication, and mapping requirements
relevant to connected vehicle applications as well
as the specific technologies for addressing these
needs.
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Example – Lane Departure Warning
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Reports:
EAR Web Page:
□ https://www.fhwa.dot.gov/advancedresearch/
Topic Overview/Research Conference:
□ Vehicle Positioning, Navigation, and Timing: Leveraging Results From EAR
Program-Sponsored Research
□ http://www.fhwa.dot.gov/advancedresearch/pubs/13052/index.cfm
Final report
□ Innovative Approaches for Next Generation Vehicle Positioning
□ Not Yet Published
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Summary
No single independent sensor technology is capable of simultaneously attaining
accuracy, integrity, and availability specifications required for lane level positioning in
the expected diversity of vehicle environments.
Differential GNSS can provide good performance in open areas where satellite
signals are available but has degraded performance in dense urban areas
Inertial Navigation Systems and Encoder Navigation Systems can provide solutions in
all environments but their accuracy deteriorates over time.
Feature-based navigation can be successful only if there are sufficient mapped
features
DSRC and ground based radio communication systems offer useful information for
determination of vehicle position and can be influenced by the engineering
community interested in roadway applications.