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Control Methods and Robotics Laboratory, TU Darmstadt,...
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![Page 1: Control Methods and Robotics Laboratory, TU Darmstadt, …watt.verkehr.bauing.tu-darmstadt.de/SRSS/Vortraege/2019/06_winter.pdfEvaluation Localization Performance (2/2) Qualitative](https://reader033.fdocuments.us/reader033/viewer/2022041522/5e2f399adf23a6469c1a82ad/html5/thumbnails/1.jpg)
26.06.2019 | SRSS 2019, Darmstadt | Train-borne Localization Exploiting Track-Geometry Constraints – A Practical Evaluation | Hanno Winter | 1
Train-borne Localization Exploiting Track-Geometry Constraints
Hanno Winter
Control Methods and Robotics Laboratory, TU Darmstadt, Germany
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26.06.2019 | SRSS 2019, Darmstadt | Train-borne Localization Exploiting Track-Geometry Constraints – A Practical Evaluation | Hanno Winter | 2
Motivation
Why do we deal with train-borne localization systems?
Replacement of expensive and inflexible track-side signalling systems
+ Increases capacity
+ Enables many flexibilizations
+ Saves costs
What are the challenges when developing a train-borne localization systems?
► Very high demands in the sense of accuracy and availability
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26.06.2019 | SRSS 2019, Darmstadt | Train-borne Localization Exploiting Track-Geometry Constraints – A Practical Evaluation | Hanno Winter | 3
Motivation
Why do we deal with train-borne localization systems?
Replacement of expensive and inflexible track-side signalling systems
+ Increases capacity
+ Enables many flexibilizations
+ Saves costs
What are the challenges when developing a train-borne localization systems?
► Very high demands in the sense of accuracy and availability
Evaluation of an approach we presented earlier, but which has only been tested in simulations.
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26.06.2019 | SRSS 2019, Darmstadt | Train-borne Localization Exploiting Track-Geometry Constraints – A Practical Evaluation | Hanno Winter | 4
BasicsMeasurement Set-Up – Test Vehicle
roof platform with
GNSS receiver
IMU/GNSS unit
Vehicle: Thales test-vehicle LUCY
► 4 axle diesel railcar (NE81)
Sensor: iMAR iNAT-M200/STN
► MEMS INS/GNSS navigation system
► 2 frequency GNSS antenna
► Measured quantities:
► Position (Lat./Long./Alt.)
► Velocity (N/E/D)
► Accelerations (x/y/z)
► Turn rates (roll/pitch/yaw)
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BasicsMeasurement Set-Up – Test Track
investigated
track-section
direction of travel
► Secondary line
► Max 60 km/h
► Harsh environment
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Based on:
[1] H. Winter, V. Willert, and J. Adamy, “Increasing accuracy in train localization exploiting track-geometry constraints,” in Proc. IEEE ITSC, Nov. 2018.
[2] H. Winter, S. Luthardt, V. Willert, and J. Adamy, “Generating compact geometric track-maps for train positioning applications,” in Proc. IEEE IV, Jun. 2019.
BasicsLocalization and Mapping Filter
sensor data
state estimation
and
geometry detection
1
Mapping
3 Localization
4
distance
speed
turn rate
…
starting point
length
radius
…
compact
geometric
track-map
states
geometry probabilitiesmap
para-
meters
position
identification
of
geometry parameters
2
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EvaluationSensor Raw-Data Preview
|3σ error| (99.73% confidence) of GNSS
► min(|3σ error|) = 3.4m
► mean(|3σ error|) = 25.3m
► 4x GNSS outage (max. 13s)
► ~95% availability
Speed (GNSS)
► 22-56 km/h
Yaw rate (IMU)
► Track’s curvature profile visible
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EvaluationLocalization Performance (1/2)
Cumulative Distribution Function (cross-track direction)
Simulation results can be confirmed
CDF
GNSS standard new|3σ error|
along-track ±5m 31% 52% 83%
cross-track ±1.5m 0% 6% 26%
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EvaluationLocalization Performance (2/2)
Qualitative evaluation
► Significantly smaller error ellipses with
the new approach
► Performance gain especially in bad
GNSS situations and in cross-track
direction
► OpenStreetMap not always in line with
satellite image
Satellite Image: Image©2019 Google, Maps©2019 GeoBasis-DE/BKG (©2009), Google
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EvaluationMapping Performance (1/2)
Online identified track-geometries Final optimized geometric track-map
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EvaluationMapping Performance (2/2)
Cumulative Distribution Function (error to OSM data)
► mean(|ε|) = 1.8m
► max(|ε|) = 8.7m
► CDF({|ε| < 2m}) = 0.68
Simulation results can be confirmed
Real errors may be even smaller (uncertainty of OSM data not
known)
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EvaluationVideo Demonstration
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EvaluationResults
Conclusions
► Evaluation of a fully train-borne localization algorithm with GNSS and IMU data
► Simulation results could be confirmed on real measurement data
Online geometry-detection and identification
Increased positioning accuracy in cross-track direction and in bad GNSS situations
Generation of an accurate compact geometric track-map
Future Work
► Integration of more track features into the geometry identification process
► Refine optimization procedure for map generation
► Evaluation on longer track-sections
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General Implications for Train-Borne Localization Systems
Can we generalize from the presented results (for a safety prove)? → Probably not?!
► Environmental influences: weather, vegetation, buildings, tunnels, …
► Track characteristic: curviness, steepness, speed, pavement condition, electrification, …
► Vehicle characteristics: train category, driving type, suspension, …
There is a great need for more real measurement data.
We suggest an overall safety system which can deal with dynamic uncertainties.
B A
risk
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Thank you for your time
„Traveling by Train is Comfort[able], Economical, Fast and Safe“
Source: Signboard, Ayutthaya Station (Thailand)