Active Road Management Assisted by Satellite ARMAS Phase II Overview, Findings and Conclusions IV Congresso Rodoviário Português April 2006 1 1 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 2 2 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 3 3 Overview of ARMAS • Technical Feasibility; • Detailed analysis of key project “Active identified in Phase I;Road issues • European Space Agency’s (ESA) Management Assisted by Satellite” (ARMAS) aims at • High-Level Architecture; transforming the transport infrastructure bridges, for • Development(roads, of a demonstrator tunnels, urban areas) into safer and more functionalities: customer-friendly the selected • Legal Issues (Privacy, Liability); environments, by: •“EFC based on Satellite Positioning”; – Improving Safety; • “Rough prototypes” developed for •“Warnings Provision”; main entities; – Increasing Dynamic Traffic Management capabilities; •“SOS Request”; – Providing Electronic Fee Collection mechanisms; ARMAS Phase I ARMAS Phase II Feasibility Study Test-bed development focused on “EFC based in Satellite Positioning” Time Frame Phase I Mar 03 Phase II Dec 03 Mar 04 Dec 05 4 4 Overview of ARMAS • “EFC based on Satellite Positioning” – – – – Corridor Pricing/Passage Tolling; Congestion Zones/Cordon Pricing; Distance Based Pricing; Combination; • “Warnings Provision” – Provide information about hazards on the road ahead to the driver. • “SOS Request” – Electronic SOS request from inside the car: • By the driver; • Triggered automatically sensors. by car 5 5 Table of Contents Overview Project Logic System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 6 6 System Architecture GPS, EGNOS Æ Galileo pm i u a o R DSRC t n e GSM, GPRS Æ UMTS Eq l ra art t n P Ce edd x an S Fi d e M A AF P i S dAR On-Board Unit In-Car System ICS 7 7 System Architecture EGNOS over GPRS EGNOS SiS GPS SiS ISO 17575 GPRS GPS + EGNOS DSRC Kalma n Filter Inertial Sensors DSRC CESARE II DSRC Road Usage Map Matching Map Matching Feature Matching Route Matching Charge Calculation Road Usage 8 8 ARMAS: ICS Prototype 9 9 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 10 10 ARMAS: Charging Concepts - Integrity • Integrity is measured by the Protection Level (PL) • The Protection Level bounds the error in meters in the positioning given by the GNSS receiver; • Defines a circle with center in the given position with radius equal to PL; • The real position is within the circle with 99,9999% certainty. • The PL is determined by the receiver depending on: – Satelite geometry – Pseudo-Range errors PL 99,9999 % 11 11 HPL and Road Usage Determination Crossed Gantry with Edge Crossed Crossed of Gantry Gantry Gantry with with with Map-matching selects Medium HPL High LowPositions HPL High HPL Collected Gantries final route Probable Very Likely Candidate Less Unlikely Probable Candidate Candidate 12 12 ARMAS: Charging Concepts Small HPL Large Can be Can’t besure surethe thecar car is zone isoutside inside zone 13 13 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 14 14 Field Trials • The trials were conducted covering a large area of Lisbon city and greater Lisbon area, methodically covering the same ground day after day, having established three different scenarios: - Dense Urban (“Baixa Pombalina”): Driving through downtown narrow streets and avenues having dense foliage; - Urban: Driving through large avenues and wider streets. - Rural: Following highways around Lisbon and passing places with a low or none density of buildings/trees. • Three different times of the day were also established in order to prove the system against different ionosphere activity periods and in different traffic density situations: - Afternoon: Highly charged ionosphere. Medium traffic density. - Evening: Transitional period of the ionosphere. Heavy traffic situation. - Night: Lowest state of the ionosphere activity. Low traffic density. 15 15 Field Trials Scenario 16 16 Field Trials: Congestion Zone in Dense Urban Scenario Congestion Charge Zone 17 17 Field Trials: Congestion Zone in Urban Scenario Congestion Charge Zone 18 18 Trial Run Result Example: Dense Urban Scenario 19 19 Trial Run Result Example: Urban Scenario 20 20 Trial Run Result Example: Bridge “Vasco da Gama” 21 21 Road Centreline Truth Source: Accuracy ICS ACCURACY (COMPARED AGAINST ROAD CENTRELINE) (metres) Geographic Scenario Global Time of Day Dense Urban Urban Rural Day Twilight Night AVERAGE 8,62 17,25 6,43 4,07 10,61 6,09 6,17 STD DEVIATION 22,14 38,20 7,93 5,18 27,70 9,47 13,31 PERCENTILE 75 8,12 17,27 8,50 5,28 9,73 6,80 6,38 PERCENTILE 95 25,70 55,81 18,71 10,17 34,97 19,78 18,42 PERCENTILE 99 81,99 194,24 32,76 15,34 111,62 46,54 56,39 MAXIMUM 820,37 820,37 147,62 109,86 820,37 200,20 289,29 MINIMUM 0,00 0,00 0,00 0,00 0,00 0,00 0,00 22 22 Road Centreline Truth Source: Latency ICS LATENCY (COMPARED AGAINST ROAD CENTRELINE) (seconds) Geographic Scenario Global Time of Day Dense Urban Urban Rural Day Twilight Night Error < 3m 2,66 4,21 2,69 2,10 2,96 2,51 2,23 Error < 8m 1,34 1,89 1,39 1,10 1,45 1,23 1,22 Error < 20m 1,08 1,26 1,05 1,00 1,11 1,04 1,05 Error < 50m 1,02 1,07 1,01 1,00 1,03 1,01 1,01 23 23 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 24 24 Conclusions: Overview • As expected, the “GPS+EGNOS+INS” positioning solution is appropriate for the tested tolling situations. Accurate charging was produced although an extensive trial with a large number of vehicles is necessary for statistical validity. • The only environment where the results are not optimal is the Dense Urban where, as expected, the performance of the system becomes heavily dependant on the performance of the INS, MapMatching Algorithms and if applicable, tolling scenario (e.g. the definition of the “Charging Zone” boundaries). • The other two system functionalities, “SOS Request” and “Warnings Provision” were easily implemented using the base tolling platform which proves that the approach followed is valid for providing more service and business oriented functionalities to the end customer. • Besides being the basis of the “Integrity concept” of the system, EGNOS improved also the accuracy of the positioning. 25 25 Conclusions: Overview • GPRS proved to be enough for uploading the charge-related data gathered in the OBU. • However, for the dissemination of EGNOS based on SISNeT, the GPRS communication channel showed some problems: – High latency; – Low bandwidth; – Coverage problems; • We concluded that in order to be able to have a reliable and complete EGNOS feed the ideal solution would be transmission based on radio broadcast such as RDS or DAB although UMTS should already bring a very noticeable improvement. 26 26 Table of Contents Overview System Architecture Road Usage and Charging Determination Field Trials Conclusions Project Achievements and Future 27 27 Project Achievements • ICS prototypes + AFP prototype (with COTS hardware) made available for further testing and trials; • Platform able to test several diferent scenarios and applications; • Hands-on knowledge of the problems/benefits of the use of ISO 17575 and MISTER; • Field Trial data that raised several issues but overall confirmed the validity of the project choices; • Comprehensive body of knowledge about all the technical issues related with EFC based in GNSS; • Enabling the consortia members to engage with key industry stakeholders; 28 28 ARMAS Phase III – Downscale ICS equipment in cost and size; – Extensive User Trials in Portugal, Ireland and The Netherlands (30+ vehicles during 3 months in Portugal for instance); – Comparison of performance of ARMAS against today’s leading toll technologies; – Demonstration of Secondary Services: • • • • • Traffic Management; Children and Youth Transportation; Dangerous Goods Transportation; PAYD insurance Incident management ARMAS Phase III Extensive User Trials with Comparison with leading Toll technologies Phase III Q2 2004 29 29 Thank you. Questions? Paulo Alexandre Gomes Paulo André João Canário [email protected] [email protected] [email protected] Av. D. João II, Lote 1.17.02, Torre Fernão Magalhães - 7º 1998 - 025 Lisboa Portugal Tel: +351 21 382 93 66 Fax: +351 21 386 64 93 http://www.skysoft.pt Project Web Site: http://armasII.skysoft.pt 30 30
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