SIST EN 16803-1:2016
(Main)Space - Use of GNSS-based positioning for road Intelligent Transport Systems (ITS) - Part 1: Definitions and system engineering procedures for the establishment and assessment of performances
Space - Use of GNSS-based positioning for road Intelligent Transport Systems (ITS) - Part 1: Definitions and system engineering procedures for the establishment and assessment of performances
The civil applications of geopositioning are undergoing exponential development. The latest market analysis for the GNSS systems shows 2 major fields of application which, all together, practically share the whole of the market.
- Intelligent Transport Systems (ITS), mainly in the Road ITS domain.
- Location Based Services (LBS), accessible on smartphones and tablets.
When a Road ITS system needs GNSS positioning, which is the case for most of them, there is the question of the choice of the type or receiver and of its minimum performances which are necessary to satisfy the system's final requirements at user level. To meet these requirements, the system includes a processing Application module which uses the outputs (PVT = Position-Velocity-Time) of a GNSS-based terminal to provide the service with a given End-to-end performance. Consequently, this latter depends on the quality of the positioning outputs, which are highly variable with respect to the operational conditions of the system, but also on the performance of the application module itself.
The main ITS systems concerned by this issue are:
• GNSS-based tolling systems (road, parking zone, urban…)
- Localized emergency calls (eCall)
- Electronic tachograph
- Taximeter
- Regulated freight transport systems (hazardous substances, livestock, etc.)
- "Pay-as-you-drive" insurance
- Road management systems, traffic information systems,
- Advanced Driver Assistance Systems (ADAS)
- etc.
Some Road ITS systems are considered as “safety critical”, because their failure may cause human death or injury and others are “liability critical”, because they include financial or regulatory aspects. In some cases, their development is subject to an official certification/homologation process. Particularly for those systems, there exists a strong need to be able to prove they do meet their End-to-end performance requirements.
Presently there is no norm or standard that supports such certification process, while in parallel, the assessment of GNSS positioning performances is by nature difficult to handle.
The objective of this EN is to fill this gap, by providing an approach for handling performances aspects of Positioning-based road ITS systems, that differentiates clearly the role played by the Positioning terminal and by the Application module respectively.
It provides with standard definitions of performance metrics for the outputs of the GNSS-based positioning terminal, relevant for road ITS, definitions of the various items to be considered when specifying an Operational scenario together with a method to characterize an environment, and finally procedures to reconcile tests results on the different system components to assess the system End-to-end performances.
The document can be used by different stakeholders, for different purposes:
- It can be used by a test laboratory, to assess the performances of the whole Road ITS system comprising a given Positioning terminal and supposed to be operated following such a scenario,
- It can be used by a Road ITS system developer wishing to choose the right positioning technology compliant with its application performances of wishing to tune its application algorithm with respect to the terminal performances,
- It can be used by a Positioning terminal manufacturer wishing to develop a specialised range of terminals dedicated to such applications or to propose one of his products to a Road ITS system developer.
Raumfahrt - Anwendung von GNSS-basierter Ortung für Intelligente Transportsysteme im Straßenverkehr - Teil 1: Definitionen und Systemtechnikverfahren für die Festlegung und Überprüfung von Leistungsdaten
EN 16803-1 behandelt die Endstufe des Ansatzes zum Leistungsmanagement, d. h. die Überprüfung der Leistung des gesamten mit einem bestimmten GBPT ausgestatteten ITS für den Straßenverkehr unter Anwendung der Sensitivitätsanalysemethode.
EN 16803-1 behandelt die Überprüfung der GBPT-Leistung, da sie die in der Definition der GBPT Leistungsanforderung anzuwendenden Ortungsleistungsmerkmale und -metriken identifiziert und definiert.
Diese Europäische Norm gibt Definitionen für verschiedene Betrachtungseinheiten, die bei der Festlegung eines Einsatzszenarios zu beachten sind und stellt eine Methode zum präzisen Vergleichen zweier Umgebungen unter Berücksichtigung ihrer Auswirkungen auf die GNSS-Ortungsleistung zur Verfügung.
Diese Europäische Norm stellt Definitionen der wichtigsten in diesem Dokument genannten Begriffe auf und beschreibt die Architektur eines GNSS-basierten ITS für den Straßenverkehr für die in dieser Norm vorgesehenen Zwecke.
Diese Europäische Norm behandelt nicht:
- die Leistungsmetriken, die zur Definition der Leistungsanforderungen des ITS für den Straßenverkehr verwendet werden, diese hängen stark vom Anwendungsfall und dem Wunsch des Systembesitzers ab;
- die Leistungsanforderungen der verschiedenen Arten von ITS für den Straßenverkehr;
- die notwendigen Prüfungen zur GBPT-Leistungsüberprüfung (Einsatzprüfungen für diesen Zweck werden in den Dokumenten EN 16803-2) und EN 16803-3) behandelt).
Espace - Utilisation de la localisation basée sur les GNSS pour les systèmes de transport intelligents - Partie 1: Définitions et procédure d’ingénierie système pour l’établissement et la vérification des performances
L'EN 16803-1 traite de l'étape finale de l'approche de gestion des performances, c'est-à-dire l'évaluation des performances du STI routier complet équipé d'un TLBG donné, à l'aide d'une méthode d'Analyse de sensibilité.
L'EN 16803-1 traite de l'évaluation des performances du TLBG, puisqu'elle identifie et définit les caractéristiques et indicateurs de performance relatifs à la localisation à utiliser pour la définition des exigences de performance du TLBG.
La présente EN fournit des définitions pour différents éléments à considérer lors de la spécification d'un Scénario opérationnel et offre une méthode de comparaison fine de deux environnements en fonction de leurs effets sur les performances de localisation GNSS.
La présente EN fournit des définitions pour les termes les plus importants, utilisés tout au long du document, et décrit l'architecture d'un STI routier basé sur les GNSS, tel que prévu dans la présente norme.
La présente EN ne traite pas :
des indicateurs de performance à utiliser pour définir les exigences de performance du STI routier, fortement dépendantes du cas d'utilisation et des besoins du propriétaire du système ;
des exigences de performance pour les différents types de STI routiers ;
des essais nécessaires pour évaluer les performances du TLBG (les essais de terrain à cet effet seront traités dans l'EN 16803-2 et l'EN 16803-3).
Vesolje - Ugotavljanje položaja z uporabo sistema globalne satelitske navigacije (GNSS) pri inteligentnih transportnih sistemih (ITS) v cestnem prometu - 1. del: Definicije in sistemsko-tehnični postopki za določanje in ocenjevanje zmogljivosti
Civilne uporabe ugotavljanja geografskega položaja so v hitrem razvoju. Zadnja tržna analiza za sisteme GNSS prikazuje dve glavni področji uporabe, ki si skupaj delita praktično celoten trg:
– inteligentni transportni sistemi (ITS), predvsem na področju sistemov ITS v cestnem prometu,
– lokacijske storitve (LBS), ki so na voljo v pametnih telefonih in tabličnih računalnikih.
Če sistem ITS v cestnem prometu zahteva ugotavljanje položaja z uporabo sistema GNSS, kar velja za večino takih sistemov, se pojavi vprašanje glede izbire vrste sistema GNSS ali sprejemnika ter minimalnih zahteve glede zmogljivosti sistema GNSS, ki so potrebne za izpolnjevanje končnih zahtev sistema ITS na ravni uporabnika. Za izpolnjevanje teh zahtev sistem vključuje obdelovalni aplikacijski modul, ki uporablja izhode (PVT = položaj – hitrost – čas) terminala sistema GNSS za zagotavljanje storitve s podano zmogljivostjo delovanja od začetka do konca. Slednja je posledično odvisna od kakovosti izhodov sistema za ugotavljanje položaja, ki se zelo razlikuje glede na pogoje delovanja sistema, in samega delovanja aplikacijskega modula.
Glavni sistemi ITS, ki jih te težave zadevajo:
– sistemi cestninjenja, ki uporabljajo sistem GNSS (na javnih cestah, parkiriščih, v urbanih območjih …),
– sistemi za lokalizirane klice v sili (eCall),
– elektronski tahografi,
– taksimetri,
– transportni sistemi za regulirani tovor (nevarne snovi, živali itd.),
– sistemi avtomobilskega zavarovanja glede na prevoženo razdaljo,
– sistemi cestnega upravljanja, sistemi prometnih informacij,
– napredni sistemi za pomoč voznikom (ADAS),
– drugi sistemi.
Nekateri sistemi ITS v cestnem prometu se obravnavajo kot ključni za zagotavljanje varnosti, ker lahko odpoved teh sistemov povzroči smrt ali poškodbe, drugi pa kot ključni za zagotavljanje odgovornosti, ker vključujejo finančne ali regulativne vidike. V nekaterih primerih je razvoj teh sistemov predmet uradnega postopka certificiranja/homologacije. Predvsem pri teh sistemih je treba dokazati, da izpolnjujejo zahteve glede kakovosti delovanja od začetka do konca.
Trenutno ne obstaja norma ali standard, ki bi podpiral tak postopek certificiranja, hkrati pa je ocenjevanje delovanja ugotavljanja položaja z uporabo sistema GNSS težko izvedljivo.
Cilj tega standarda EN je zapolniti to vrzel z zagotavljanjem pristopa za upravljanje vidikov delovanja sistemov ITS v cestnem prometu, ki temeljijo na ugotavljanju položaja in jasno razlikujejo vlogo terminala za ugotavljanje položaja in aplikacijskega modula.
Podaja standardne opredelitve metrik delovanja za izhode terminala sistema GNSS za ugotavljanje položaja, ki jih uporabljajo sistemi ITS v cestnem prometu, opredelitve različnih elementov, ki jih je treba upoštevati, ko se določa operativni scenarij z metodo za opis okolja, ter postopke za usklajevanje rezultatov preskusov na različnih komponentah sistema za namene ocenjevanja delovanja od začetka do konca.
Dokument lahko uporabljajo različni deležniki v različne namene:
– lahko ga uporablja preskusni laboratorij za ocenjevanje delovanja celotnega sistema ITS v cestnem prometu, ki vsebuje dani terminal za ugotavljanje položaja in je namenjen uporabi v takem primeru;
– lahko ga uporablja razvijalec sistema ITS v cestnem prometu, ki želi izbrati ustrezno tehnologijo za ugotavljanje položaja, ki je skladna z delovanjem njegove aplikacije, ali želi prilagoditi algoritem aplikacije glede na delovanje terminala;
– lahko ga uporablja proizvajalec terminala za ugotavljanje položaja, ki želi razviti specializiran nabor namenskih terminalov za take aplikacije ali ponuditi enega od svojih izdelkov razvijalcu sistema ITS v cestnem prometu.
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Raumfahrt - Anwendung von GNSS-basierter Ortung für Intelligente Transportsysteme im Straßenverkehr - Teil 1: Definitionen und Systemtechnikverfahren für die Festlegung und Überprüfung von LeistungsdatenEspace - Utilisation de la localisation basée sur les GNSS pour les systèmes de transport intelligents - Partie 1: Définitions et procédure d’ingénierie système pour l’établissement et la vérification des performancesSpace - Use of GNSS-based positioning for road Intelligent Transport Systems (ITS) - Part 1: Definitions and system engineering procedures for the establishment and assessment of performances35.240.60Uporabniške rešitve IT v prometuIT applications in transport33.060.30Radiorelejni in fiksni satelitski komunikacijski sistemiRadio relay and fixed satellite communications systems03.220.20Cestni transportRoad transportICS:Ta slovenski standard je istoveten z:EN 16803-1:2016SIST EN 16803-1:2016en,fr,de01-december-2016SIST EN 16803-1:2016SLOVENSKI
STANDARD
SIST EN 16803-1:2016
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 16803-1
October
t r s x ICS
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English version
Space æ Use of GNSSæbased positioning for road Intelligent rt
sã Definitions and system engineering procedures for the establishment and assessment of performances
Espace æ Utilisation de la localisation basée sur les GNSS pour les systèmes de transport routiers intelligents æ Partie
sã Définitions et procédure d 5ingénierie système pour l 5établissement et la vérification des performances
Raumfahrt æ Anwendung von GNSSæbasierter Ortung Straßenverkehr æ Teil
sã Definitionen und Systemtechnikverfahren für die Festlegung und Überprüfung von Leistungsdaten This European Standard was approved by CEN on
s July
t r s xä
C Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alterationä Upætoædate lists and bibliographical references concerning such national standards may be obtained on application to the CENæCENELEC Management Centre or to any CEN and CENELEC memberä
translation under the responsibility of a CEN and CENELEC member into its own language and notified to the CENæCENELEC Management Centre has the same status as the official versionsä
CEN and CENELEC members are the national standards bodies and national electrotechnical committees of Austriaá Belgiumá Bulgariaá Croatiaá Cyprusá Czech Republicá Denmarká Estoniaá Finlandá Former Yugoslav Republic of Macedoniaá Franceá Germanyá Greeceá Hungaryá Icelandá Irelandá Italyá Latviaá Lithuaniaá Luxembourgá Maltaá Netherlandsá Norwayá Polandá Portugalá Romaniaá Slovakiaá Sloveniaá Spainá Swedená Switzerlandá Turkey and United Kingdomä
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels y any means reserved worldwide for CEN national Members and for CENELEC Membersä Refä Noä EN
s x z r uæ sã t r s x ESIST EN 16803-1:2016
EN 16803-1:2016 (E) 2 Contents Page European foreword . 3 Introduction . 4 1 Scope . 6 2 Terms and definitions . 7 3 Description of the generic architecture of a Road ITS System based on GNSS . 13 4 Definition of performance metrics for positioning terminals . 16 5 Operational scenarios . 23 6 Sensitivity Analysis . 27 7 PVT error models . 31 Annex A (informative)
positioning performance metrics rationale . 34 A.1 General . 34 A.2 Performance metrics . 34 A.2.1 Accuracy metrics . 34 A.2.2 Integrity metrics . 35 A.2.2.1 Integrity Risk . 35 A.2.2.2 Protection Level Performance . 36 A.2.3 Availability metrics . 36 A.2.4 Timing Performance metrics . 37 A.3 Introduction to Performance Requirements . 39 Bibliography . 42
FIGURES Figure 1 — The two main components of a Road ITS system . 4 Figure 2 — Logic of the overall performance management approach . 5 Figure 3 — Generic performance allocation process . 6 Figure 4 — Generic architecture of a Road ITS system . 14 Figure 5 — Sensitivity analysis general principle . 28 Figure 6 — Illustration of randomly generated degraded trajectories . 31 Figure 7 — Conformity assessment of PVT error models . 33 Figure A.1 — Examples of Horizontal Accuracy requirements and positioning terminals fulfilling or not the requirements . 40 Figure A.2 — Accuracy related performance Classes for a given scenario . 41 SIST EN 16803-1:2016
EN 16803-1:2016 (E) 3 European foreword This document (EN 16803-1:2016) has been prepared by Technical Committee CEN-CENELEC/TC 5 “Space”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by April 2017, and conflicting national standards shall be withdrawn at the latest by April 2017. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association. EN 16803, Space — Use of GNSS-based positioning for road Intelligent Transport Systems (ITS) consists of the following parts:
— Part 1: Definitions and system engineering procedures for the establishment and assessment of performances — Part 21: Performance assessment tests of GNSS-based positioning terminals — Part 31: Security aspects of performance assessment tests According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.
1 In preparation. SIST EN 16803-1:2016
EN 16803-1:2016 (E) 4 Introduction The civil applications of geopositioning are undergoing exponential development. The latest market analysis for the GNSS systems shows 2 major fields of application which, all together, practically share the whole of the market: — intelligent Transport Systems (ITS), mainly in the Road ITS domain; — location Based Services (LBS), accessible on smartphones and tablets. When a Road ITS system needs GNSS positioning, which is the case for most of them, there is the question of the choice of the type of terminal or of its minimum performances which are necessary to satisfy the system's final requirements at user level. To meet these requirements, the system includes a processing module called Road ITS application which uses the outputs (PVT = Position-Velocity-Time) of a GNSS-based positioning terminal (GBPT) to provide the service with a given End-to-end performance. Consequently, this latter depends on the quality of the positioning outputs, which are highly variable with respect to the operational conditions of the system, but also on the performance of the Road ITS application itself. Figure 1 represents the breakdown of a Road ITS systems into its 2 main components.
Figure 1 — The two main components of a Road ITS system The main Road ITS systems concerned by this issue are: — GNSS-based Road User Charging systems (road, parking zone, urban…); — localized emergency calls (eCall); — electronic tachograph; — taximeter; — regulated freight transport systems (hazardous substances, livestock, etc.); — “Pay-as-you-drive” insurance; — road management systems, traffic information systems; — advanced Driver Assistance Systems (ADAS); — etc. Some Road ITS systems are considered as “safety critical”, because their failure may cause human death or injury and others are “liability critical”, because they include financial or regulatory aspects. In some cases, their development is subject to an official certification/homologation process.
SIST EN 16803-1:2016
EN 16803-1:2016 (E) 5 Particularly for those systems, there exists a strong need to be able to prove they do meet their End-to-end performance requirements related to positioning, but, presently, there is no standard that supports such certification process. The performance management approach proposed in this European Standard is based on a classical system engineering approach and is a support for engineers facing the problem of handling the performances of a Positioning-based road ITS system all along the system development. This overall performance management approach can be summarized as follow:
Figure 2 — Logic of the overall performance management approach The starting point of any performance management of a Positioning-based road ITS system should be the definition and clear statement of the E2E performances which are targeted by the system to design and/or test, as expressed by the customer. In the context of this European Standard, the system breakdown into components is the one that has been introduced above: — The GNSS-based positioning terminal (GBPT) — The Road ITS application The interface between these two components is assumed to be the PVT information, together with some auxiliary information, for instance Integrity information if the GBPT is designed to support this kind of feature. Performance requirements are generally stated as requirements on the outputs of a given system component, assuming that the other components feeding it with input information do respect their own performance requirements. SIST EN 16803-1:2016
EN 16803-1:2016 (E) 6 Hence, the performance allocation of the E2E performances between the system components should follow the general scheme below.
Figure 3 — Generic performance allocation process The performance requirements of the Road ITS application are actually the same ones as the system E2E performance requirements, but expressed under the condition that the GBPT respects certain performances requirements. NOTE Depending on the application, performance requirements may need to be put only on the position output or only on the velocity output by the GBPT. Due to the specificities of GNSS performances, which have to be defined statistically and which are highly dependent on the operational conditions, margins should be planned in the performance allocations, in order to allow the system to meet its performance requirements, even when, in certain conditions, one of its component does not strictly meet its own requirements. 1 Scope EN 16803-1 addresses the final stage of the performance management approach, i.e. the assessment of the whole Road ITS system performance equipped with a given GBPT, using the Sensitivity analysis method. EN 16803-1 addresses the assessment of GBPT performance, since it identifies and defines the positioning performance features and metrics to be used in the definition of the GBPT performance requirements. This EN gives definitions of the various items to be considered when specifying an Operational scenario and provides a method to compare finely two environments with respect to their effects on GNSS positioning performance. This EN gives definition of the most important terms used all along the document and describes the architecture of a Road ITS system based on GNSS as it is intended in this standard. This EN does not address: SIST EN 16803-1:2016
EN 16803-1:2016 (E) 7 — the performance metrics to be used to define the Road ITS system performance requirements, highly depending on the use case and the will of the owner of the system; — the performance requirements of the various kinds of Road ITS systems; — the tests that are necessary to assess GBPT performances (field tests for this purpose will be addressed by EN 16803-22 and EN 16803-32). 2 Terms and definitions For the purposes of this document, the following terms and definitions apply. 2.1 General terms 2.1.1 digital map Digital description of the road network and of a certain number of attributes assigned to the elements of this network Note 1 to entry: Takes the form of a geo-referenced database at the data processing level. 2.1.2 epoch time at which a GNSS measurement is made 2.1.3 GNSS Global Navigation Satellite Systems general acronym designating satellite positioning systems 2.1.4 GPS Global Positioning System name of the GPS-Navstar American satellite positioning system 2.1.5 ITS Intelligent Transport Systems systems applying information, communication and positioning technologies to the transport domain 2.1.6 navigation action of leading a vehicle or pedestrian to a given destination, by calculating the optimal trajectory and giving guidance with reference to this trajectory and its real time position 2.1.7 navigation message data transmitted by the GNSS satellites and necessary for the position computation
2 In preparation. SIST EN 16803-1:2016
EN 16803-1:2016 (E) 8 2.1.8 performance global characterisation of the quality of the service provided by a system.
Note 1 to entry: The performance is generally composed of several given performance features of given outputs of the system and measured by using given metrics. 2.1.9 performance class domain delimited by 2 boundaries for a given performance metric 2.1.10 performance feature given characteristic used to qualify and quantify the service provided by a system EXAMPLE: Accuracy for a Positioning system. 2.1.11 Performance metric precise definition of the means of measuring a given performance feature of a given output of a system
EXAMPLE: An Accuracy metric can be the median value of an error sample acquired during a given test following a given protocol. 2.1.12 positioning action of determining the position of a mobile object or a person 2.1.13 Pseudo-range measurement, by the GNSS receiver, of the distance between a satellite antenna and the receiver antenna, biased by the error due to the difference between the satellite clock and the receiver clock Note 1 to entry: Belongs to the category of Raw measurements. 2.1.14 SBAS Satellite Based Augmentation System regional augmentation system of complete satellite systems EXAMPLE GPS or GLONASS are examples for regional augmentation systems. Note 1 to entry: In Europe, EGNOS is the regional SBAS system
2.1.15 trajectory series of time-stamped positions (and possibly speeds) of a mobile object SIST EN 16803-1:2016
EN 16803-1:2016 (E) 9 2.2 Specific terms 2.2.1 application quantity quantity produced by the Road ITS application, from which an End-to-end performance can be calculated Note 1 to entry: This quantity is normally deducted from a set of positions (and/or speeds) produced by the Positioning system.
EXAMPLE: The time of presence of a vehicle inside a given zone is an Application quantity for a Geofencing application. 2.2.2 assisted GNSS technique consisting in assisting the positioning calculation performed by the GNSS terminal by providing it, via a telecommunication system, with partial or full navigation data as borne by the GNSS signal transmitted by the satellites NOTE 1 to entry: This technique reduces the Time To First Fix, and lowers the acquisition sensitivity threshold. 2.2.3 benchmark GNSS receiver any off-the-shelf, low-cost and high sensitivity GNSS receiver capable of providing pseudo-range measurements Note 1 to entry: This kind of receiver is proposed in this EN as a benchmark sensor of the environmental constraints that affect the GNSS signals propagation for fine comparison of environments between themselves. 2.2.4 E2E performance end-to-end performance performance of the service provided by a Road ITS system Note 1 to entry: E2E performance is measured by applying a performance metric to an Application quantity.
EXAMPLE: For a Taximeter, the accuracy of the travelled distance is an E2E performance 2.2.5 geofencing function consisting in determining the presence of certain persons or of certain moving objects within a certain geographical zone Note 1 to entry: This zone can be defined in several ways. 2.2.6 geo-object geographic entity, having the form of a virtual polygon, framing a point of interest or delimiting a zone of interest SIST EN 16803-1:2016
EN 16803-1:2016 (E) 10 2.2.7 integrity general performance feature referring to the trust a user can have in the delivered value of a given Position or Velocity component Note 1 to entry: This feature is expressed by 2 quantities: the Protection level and the associated Integrity risk. Note 2 to entry: In this EN, the definition of integrity is inspired by, but significantly simpler than, the definition of the same concept for the civil aviation community in ISO/TS 17444-1:2012. Note 3 to entry: For other domains than GNSS positioning, Integrity may have other definitions 2.2.8 IR integrity risk for Positioning terminals providing a Protection level as integrity-related quantity, the probability that the actual error on a given Position or Velocity component exceeds the associated Protection level associated with this component 2.2.9 map-matching
processing operation consisting in determining the position of the mobile on a map representing the road network.
Note 1 to entry: Requires a digital map. 2.2.10 operational scenario description of the conditions in which the GNSS-based road ITS system is operating and particularly affecting the GNSS-based positioning terminal 2.2.11 position location of the positioning terminal or, more specifically, of some reference point attached to it, such as the antenna phase centre 2.2.12 positioning system
set of hardware and software components, which can be in different locations, but interconnected, which contribute to estimating the position, velocity and associated timestamp of a mobile object 2.2.13 positioning terminal equipment (unit) carried by a vehicle or a person delivering a position solution to a Road ITS application Note 1 to entry: The Positioning terminal is the component of the Positioning system which is directly interfaced with the position data user (in this document the Road ITS application). Note 2 to entry: The Positioning terminal uses a GNSS receiver which may be hybridized or assisted. 2.2.14 positioning module software component of the Positioning terminal processing the PVT from the data of different sensors SIST EN 16803-1:2016
EN 16803-1:2016 (E) 11 2.2.15 positioning-based road ITS system system consisting of one or several Positioning terminals and of a Road ITS application providing a Positioning-based Road ITS service 2.2.16 positioning-based road ITS service main function(s) of a Positioning-based Road ITS system, making use of the Application quantities EXAMPLE: Computation and secure storage of charge events for a road charging system. 2.2.17 protection level estimation of an upper bound for the error made on a Position or Velocity component (e.g. the plane position) associated with a given probability called Integrity risk Note 1 to entry: Like the actual error, this quantity can be characterized by its distribution function. 2.2.18 PVT error model parametric mathematical model representing the errors affecting a PVT component, composed with noise and biases observed on this component, output by a Positioning terminal operating in a certain environment.
Note 1 to entry: The PVT error model is used to draw pseudo-random trajectories representative of real trajectories. 2.2.19 PVT Position, Velocity and Time data related with the position, the velocity and the time which is available at the output of a GNSS receiver or of a Positioning terminal in general 2.2.20 raw measurements describe all the quantities available in a GNSS receiver after the signal processing stage from which the PVT will be calculated Note 1 to entry: The Pseudo-ranges for each tracked satellite are essential components of the Raw measurements. 2.2.21 reference trajectory series of time-stamped positions of a reference point on a mobile object (test vehicle), produced by a Reference trajectory measurement system Note 1 to entry: This reference trajectory may be called “Ground truth” in some other documents. 2.2.22 RTMeS
reference trajectory measurement system
measurement means capable of accuracy performances better of at least one order of magnitude than those of the required performance of the Positioning terminal being tested SIST EN 16803-1:2016
EN 16803-1:2016 (E) 12 2.2.23 road ITS application
processing part downstream of the Positioning terminal(s) which computes the Application quantities and provides the Road ITS service 2.2.24 sensitivity analysis method to assess the performance of a Road ITS application or of a whole Road ITS system, consisting in injecting a high number of simulated degraded PVT data obtained by adding to a reference trajectory PVT error models representing the real errors observed during dedicated field tests 2.2.25 speed norm of the velocity vector NOTE: The speed describes how fast the user moves relatively to the ground irrespectively of its direction. 2.2.26 velocity velocity of the positioning terminal relative to the ground expressed as a three-component vector 2.3 Acronyms 2.3.1 ADAS Advanced Driver Assistance System 2.3.2 CDF Cumulative Distribution Function 2.3.3 EFC Electronic Fee Collection 2.3.4 E2E End-To-End 2.3.5 EGNOS European Geostationary Navigation Overlay Service 2.3.6 GBPT GNSS-based positioning terminal 2.3.7 IMU Inertial Measurement Unit 2.3.8 NLOS Non Line Of Sight SIST EN 16803-1:2016
EN 16803-1:2016 (E) 13 2.3.9 PDF Probability Density Function 2.3.10 TIR Target Integrity Risk 2.3.11 TTFF Time To First Fix 3 Description of the generic architecture of a Road ITS System based on GNSS 3.1 Generic architecture A Positioning-based road ITS system based on GNSS consists of a Positioning system and of a Road ITS application, using positioning data to provide a Service for the user (navigation aid, tracking, events or presence detection, etc.). Figure 4 presents the architecture of such a system. SIST EN 16803-1:2016
EN 16803-1:2016 (E) 14
Figure 4 — Generic architecture of a Road ITS system
3.2 Components 3.2.1 Positioning components and outputs The Positioning terminal is the on-board part of the Positioning system, i.e. the part attached to the mobile object (vehicle), which position is expected by the application. In this respect, the terminal is the component of the Positioning system which is directly interfaced with the Position quantities user (in our case the Road ITS application). More precisely, since this EN is addressing the uses cases where a GNSS receiver is used, the terminal is called GNSS-based positioning terminal, or GBPT. The terminal itself consists of a series of on-board sensors and a positioning software component (Positioning module) supplying the Road ITS application with Position quantities. The Positioning module inside the terminal, or the GNSS sensor itself, can use external GNSS data provided through a data transmission channel, for instance assistance data, differential GNSS data or SBAS data. The position SIST EN 16803-1:2016
EN 16803-1:2016 (E) 15 computation can also be partially or totally performed by a module external to the vehicle. In both of these cases, the Positioning system is only partially on-board the vehicle, but the GBPT is always on-board and remains the component providing the final position output to the application.
In the frame of this EN, the GBPT shall use at least a GNSS receiver which can be hybridized or assisted. In the frame of this EN, the Position quantities output by the GBPT shall comprise at least one of the two following quantities:
— the position of the phase centre of the GNSS receiver antenna or of any other reference point of the vehicle, expressed in a standard geodetic reference system; — the velocity of this point; each of them being associated with a timestamp indicating the time to which the output corresponds. Depending on the application, the position can be either the 3 components of the 3D position (i.e. a vector), or a subset of them, for example the 2D horizontal position (projection of the 3D position on the horizontal plane or on a plane tangent to the ellipsoid used by the geodetic reference frame) or the vertical position. The same way, the velocity can be limited to the horizontal 2D velocity or even to the module of it, i.e. the horizontal speed, or to any single component of the 3D velocity. In the case when the Positioning terminal is delivering Integrity information on any position or velocity component of the PVT, this information shall comprise at least: — a Protection level on the concerned PVT component, according to the definition given in this EN, that is to say a value that statistically bounds the error of the position or velocity component provided by the positioning terminal with a very high probability, — computed for a given Integrity risk, which is the complementary probability of the latter, that is to say the probability that the actual error on the component actually exceeds the associated Protection level. 3.2.2 Road ITS application and outputs The Road ITS application is a software module which is broken down for the purpose of this document into 2 sub-modules: 1) The Technical sub-module which transforms the Position quantities into Application quantities derived directly from the PVT and other data depending on the application and which are the key quantities necessary to deliver the final service to the user. EXAMPLE Position on a road segment (map-matched position), charging point detection, zone entry/exit detection, distance covered are examples of Application quantities. 2) The Business sub-module which is dedicated to the provision of the final service and highly dependent on the business model chosen by the operator of the system. EXAMPLE Computation of the bill to be sent to the user for a road user charging system is an example of processing done by this sub-module. Since this processing can be extremely variable, this sub-module is out of the scope of this EN, and will be considered in this EN only the cases when the End-to-end performances of the system providing the service are established on the Application quantities. SIST EN 16803-1:2016
EN 16803-1:2016 (E) 16 4 Definition of performance metrics for positioning terminals 4.1 General This section provides the definition of the positioning metrics. The metrics defined herein shall be used for the characterization of the PVT performances as the basis for establishing requirements, and for evaluation and validation purposes. The logic for performance metrics definition comprises: — A detailed definition of position terminal outputs to which the different metrics will be defined (see 4.2). — An identification of characteristics of those outputs that are
...
SLOVENSKI STANDARD
oSIST prEN 16803-1:2015
01-februar-2015
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Space - Use of GNSS-based positioning for road Intelligent Transport Systems (ITS) -
Part 1: Definitions and system engineering procedures for the establishment and
assessment of performances
Raumfahrt - Anwendung von GNSS-basierter Ortung für Intelligente Transportsysteme
im Straßenverkehr - Teil 1: Definitionen und Systemtechnikverfahren für die Festlegung
und Überprüfung von Leistungsdaten
Espace - Utilisation de la localisation basée sur les GNSS pour les systèmes de
transport intelligents - Partie 1: Définitions et procédure d’ingénierie système pour
l’établissement et la vérification des performances
Ta slovenski standard je istoveten z: prEN 16803-1
ICS:
03.220.20 Cestni transport Road transport
33.060.30 Radiorelejni in fiksni satelitski Radio relay and fixed satellite
komunikacijski sistemi communications systems
35.240.60 Uporabniške rešitve IT v IT applications in transport
transportu in trgovini and trade
oSIST prEN 16803-1:2015 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 16803-1:2015
EUROPEAN STANDARD
DRAFT
prEN 16803-1
NORME EUROPÉENNE
EUROPÄISCHE NORM
October 2014
ICS 03.220.20; 33.060.30; 35.240.60
English version
Space - Use of GNSS-based positioning for road Intelligent
Transport Systems (ITS) - Part 1: Definitions and system
engineering procedures for the establishment and assessment
of performances
Espace - Utilisation de la localisation basée sur les GNSS Raumfahrt - Anwendung von GNSS-basierter Ortung für
pour les systèmes de transport intelligents - Partie 1: Intelligente Transportsysteme im Straßenverkehr - Teil 1:
Définitions et procédure d'ingénierie système pour Definitionen und Systemtechnikverfahren für die
l'établissement et la vérification des performances Festlegung und Überprüfung von Leistungsdaten
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/CLC/TC 5.
If this draft becomes a European Standard, CEN and CENELEC members are bound to comply with the CEN/CENELEC Internal
Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN and CENELEC in three official versions (English, French, German). A version in any
other language made by translation under the responsibility of a CEN and CENELEC member into its own language and notified to the
CEN-CENELEC Management Centre has the same status as the official versions.
CEN and CENELEC members are the national standards bodies and national electrotechnical committees of Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece,
Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia,
Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.Recipients of this draft are invited to submit, with their comments, notification of any relevant patent
rights of which they are aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
CEN-CENELEC Management Centre:
Avenue Marnix 17, B-1000 Brussels
© 2014 CEN/CENELEC All rights of exploitation in any form and by any means reserved Ref. No. prEN 16803-1:2014 E
worldwide for CEN national Members and for CENELEC
Members.
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Contents
Page
Foreword .3
1 Scope .4
2 Normative references .5
3 Terms and definitions .5
4 Description of the generic architecture of a road its system based on gnss . 10
5 Overall system engineering approach . 12
6 Definition of performance metrics for positioning terminals . 18
7 Operational scenarios . 23
8 PVT ERROR MODELS . 27
9 SENSITIVITY ANALYSIS . 31
Annex A (informative) CLASSIFICATION OF ROAD ITS SYSTEMS . 35
Annex B (informative) POSITIONING PERFORMANCE METRICS RATIONALE . 44
Annex C (normative) SPECIFICATION AND MINIMUM PERFORMANCES OF THE GNSS
REFERENCE RECEIVER . 55
FIGURES
Figure 1 — Generic architecture of a Road ITS system including a GNSS-based positioning
terminal . 10
Figure 2 — Logic of the overall performance engineering approach . 13
Figure 3 — Generic performance allocation process . 14
Figure 4 — Sensitivity analysis general principle . 17
Figure 5 — Illustration of randomly generated degraded trajectories . 28
Figure B.1 — Examples of Horizontal Accuracy requirements and positioning terminals fulfilling
or not the requirements . 53
Figure B.2 — Accuracy related performance Classes for TBD scenario . 54
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Foreword
This document (prEN 16803-1:2014) has been prepared by Technical Committee CEN-CENELEC/TC 5
“Space”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
This fist EN will be followed by two other ENs dedicated to the performance assessment of the
GNSS-based positioning terminal itself, still in the context of the Road Intelligent Transport Systems
(ITS).
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1 Scope
The civil applications of geopositioning are undergoing exponential development. The latest market
analysis for the GNSS systems shows 2 major fields of application which, all together, practically
share the whole of the market.
• Intelligent Transport Systems (ITS), mainly in the Road ITS domain.
• Location Based Services (LBS), accessible on smartphones and tablets.
When a Road ITS system needs GNSS positioning, which is the case for most of them, there is the
question of the choice of the type or receiver and of its minimum performances which are necessary
to satisfy the system's final requirements at user level. To meet these requirements, the system
includes a processing Application module which uses the outputs (PVT = Position-Velocity-Time) of
1
a GNSS-based terminal to provide the service with a given End-to-end performance.
Consequently, this latter depends on the quality of the positioning outputs, which are highly variable
with respect to the operational conditions of the system, but also on the performance of the
application module itself.
The main ITS systems concerned by this issue are:
• GNSS-based tolling systems (road, parking zone, urban…)
• Localized emergency calls (eCall)
• Electronic tachograph
• Taximeter
• Regulated freight transport systems (hazardous substances, livestock, etc.)
• "Pay-as-you-drive" insurance
• Road management systems, traffic information systems,
• Advanced Driver Assistance Systems (ADAS)
• etc.
Some Road ITS systems are considered as “safety critical”, because their failure may cause human
death or injury and others are “liability critical”, because they include financial or regulatory aspects.
In some cases, their development is subject to an official certification/homologation process.
Particularly for those systems, there exists a strong need to be able to prove they do meet their
End-to-end performance requirements.
Presently there is no norm or standard that supports such certification process, while in parallel, the
assessment of GNSS positioning performances is by nature difficult to handle.
The objective of this EN is to fill this gap, by providing an approach for handling performances
aspects of Positioning-based road ITS systems, that differentiates clearly the role played by the
Positioning terminal and by the Application module respectively.
It provides with standard definitions of performance metrics for the outputs of the GNSS-based
positioning terminal, relevant for road ITS, definitions of the various items to be considered when
specifying an Operational scenario together with a method to characterize an environment, and
finally procedures to reconcile tests results on the different system components to assess the
system End-to-end performances.
1
We will use the term GNSS-based positioning terminal because the terminal providing the position can be an hybridized
terminal using other sensors than a sole GNSS receiver. In this document, the terminal will always be composed of at
least a GNSS receiver.
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The document can be used by different stakeholders, for different purposes:
- It can be used by a test laboratory, to assess the performances of the whole Road ITS
system comprising a given Positioning terminal and supposed to be operated following such
a scenario,
- It can be used by a Road ITS system developer wishing to choose the right positioning
technology compliant with its application performances of wishing to tune its application
algorithm with respect to the terminal performances,
- It can be used by a Positioning terminal manufacturer wishing to develop a specialised range
of terminals dedicated to such applications or to propose one of his products to a Road ITS
system developer.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
NMEA 0183 V 4.10 Interface standard
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1 Acronyms
3.1.1
EGNOS
European Geostationary Navigation Overlay Service. European SBAS
3.1.2
GNSS
Global Navigation Satellite Systems: general acronym designating satellite positioning systems
3.1.3
GPS
Global Positioning System: acronym for the GPS-Navstar American satellite positioning system
3.1.4
ITS
Intelligent Transport Systems: systems applying information, communication and positioning
technologies to the transport domain
3.1.5
SBAS
Satellite Based Augmentation System: term designating the regional augmentation systems of
complete systems such as GPS or GLONASS. In Europe, EGNOS is the regional SBAS system
3.2 General terms
3.2.1
Digital map
Digital description of the road network and of a certain number of attributes assigned to the
elements of this network. At the data processing level it takes the form of a geo-referenced
database.
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3.2.2
Localization
Action of determining the position of a mobile object or a person. Will be used as a synonym for
Positioning in this document.
3.2.3
Navigation
Action of leading a vehicle or pedestrian to a given destination, by calculating the optimal trajectory
and giving guidance with reference to this trajectory and its real time position.
3.2.4
Navigation message
Data transmitted by the GNSS signals in space necessary for the position computation
3.2.5
Performance
Global characterisation of the quality of the service provided by a system. The performance is
generally composed of several given performance features of given outputs of the system and
measured by using given metrics.
3.2.6
Performance class
For a given performance metric, designates a domain delimited by 2 boundaries.
3.2.7
Performance feature
A given characteristic used to qualify and quantify the service provided by a system, for example
horizontal accuracy for a Positioning system.
3.2.8
Performance metric
Precise definition of the means of measuring a given performance feature of a given output of a
system. An example of accuracy metric can be the median value of an error sample acquired during
a given test following a given protocol.
3.2.9
Phase measurement
Measurement, by the GNSS receiver, of the phase variation of the carrier wave received by the
receiver, proportional to the distance between the satellite antenna and the receiver antenna. This
measurement includes an integer number of carrier cycles (ambiguities) than needs to be fixed by
the position computation. Belongs to the category of Raw measurements
3.2.10
Positioning
Considered as synonym for Localization in this document.
3.2.11
Pseudo-range
Measurement, by the GNSS receiver, of the distance between a satellite antenna and the receiver
antenna, biased by the error due to the difference between the satellite clock and the receiver clock.
Belongs to the category of Raw measurements.
3.2.12
Raw measurements
Or Raw data. Describes all the measurements of a GNSS receiver signal processing stage and
designates the Pseudo-range, Doppler and Phase quantities, which are relative to each satellite
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processed by the receiver and from which the PVT will be calculated. Sometimes, the signal-to-
noise ratio CN0 is also considered as being a Raw measurement.
3.2.13
Trajectory
Series of time-stamped positions (and possibly speeds) of a mobile object.
3.3 Specific terms
3.3.1
Application module
In this document, synonym of Road ITS application. Processing part downstream of the Positioning
terminal(s) which computes the Application quantities and provides the Road ITS service.
3.3.2
Application quantity
A quantity produced by the Road ITS application, from which an End-to-end performance can be
calculated. This quantity is normally deducted from a set of positions (and/or speeds) produced by
the Positioning system. For example, the time of presence of a vehicle inside a given zone is an
application quantity for a Geofencing application.
3.3.3
Assisted GNSS
Technique consisting in assisting the positioning calculation performed by the GNSS terminal by
providing it, via a telecommunication system, with partial or full navigation data as borne by the
GNSS Signal in Space. This reduces the Time To First Fix, and lowers the acquisition sensitivity
threshold.
3.3.4
End-to-end performance (E2E performance)
Performance of the service provided by a Road ITS system. E2E performance is measured by
applying a performance metric to an Application quantity. Synonym in this document of Key
Performance Indicator (KPI).
3.3.5
False detection rate
Upon the whole number of detected Toll events, the ratio of false Toll events corresponding to
vehicles detected while driving on non-taxable roads. Example of End-to-end performance of a road
tolling system based on Toll events.
3.3.6
Geofencing
Function consisting in determining the presence of certain persons or of certain moving objects
within a certain geographical zone, this zone can be defined in several ways.
3.3.7
Geo-object
Geographic entity in the form of a virtual polygon framing a point of interest or delimiting a zone of
interest.
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3.3.8
Integrity
General performance feature referring to the trust a user can have in the delivered value of a given
Position or Velocity component. In this document, this feature is expressed by 2 quantities: the
2
Protection level and the associated Integrity risk .
3.3.9
Integrity risk
For Positioning terminals providing a Protection level as integrity indicator, refers to the probability
that the actual error on a given Position or Velocity component exceeds the associated Protection
level provided with this quantity
3.3.10
Map-matching
Processing operation consisting in determining the position of the mobile on a map representing the
road network. Requires a digital map.
3.3.11
Operational scenario
Description of the conditions in which the GNSS-based road ITS system is operating and
particularly affecting the GNSS-based terminal.
3.3.12
Positioning system
Set of hardware and software components, which can be in different locations, but interconnected,
which contribute to estimating the position, speed and associated timestamp of a mobile.
3.3.13
Positioning terminal
Equipment (unit) carried by a vehicle or a person delivering a position solution to a Road ITS
application. The Positioning terminal is the "terminal" component of the Positioning system, directly
interfaced with the position data user (in this document the Road ITS application). In most cases,
and this is the case in this document, this terminal uses a GNSS receiver which may also be
hybridized or assisted.
3.3.14
Positioning-based road ITS system
System consisting of one or more Positioning terminals and of a Road ITS application providing a
Positioning-based Road ITS service.
3.3.15
Positioning-based road ITS service
Main function(s) of a Positioning-based Road ITS system, making use of the Application quantities
(for instance: computation and secure storage of tax events for a road tolling system).
3.3.16
Pricing point
Legally defined point on a segment of road which, when crossed by a vehicle, triggers the billing of
a charge proportional to the length of the segment. Synonyms: Toll point, Virtual gantry.
2
In this document, dedicated to road ITS, the definition of integrity is inspired by, but significantly simpler than
the definition of the same concept for the civil aviation community
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3.3.17
Protection level
Estimation of an upper bound for the error made on a Position or Velocity component (e.g. the plane
position) associated with a given probability called Integrity risk. Like the actual error, this feature
can be characterized by its distribution function.
3.3.18
PVT error model
Parametric mathematical models representing the errors affecting a PVT component, composed
with noise and biases observed on this component, output by a Positioning terminal operating in a
certain environment". The PVT error model will be used to draw pseudo-random trajectories
representative of real trajectories.
3.3.19
PVT
Summarized way of naming the data related with the position, the velocity and the time which is
available at the output of a GNSS receiver or of a Positioning terminal in general.
3.3.20
Reference GNSS receiver
In this document, refers to a widely used and off-the-shelf high sensitivity GNSS receiver offering a
good availability and a high sensitivity to the multipath and NLOS phenomena) whose production
can be guaranteed for a long period.
3.3.21
Reference trajectory
Series of time-stamped positions (and possibly speeds) of a reference point on a mobile object (test
vehicle), produced by a Reference trajectory measurement system.
3.3.22
Reference trajectory measurement system (RTMeS)
Term used in this document for a measurement means capable of accuracy performances better
than at least one order of magnitude than those of the Positioning terminal being tested.
3.3.23
Road ITS application
See Application Module.
3.3.24
Sensitivity Analysis
Method to assess the performance of an Application module consisting in injecting a high number of
simulated degraded PVT data obtained by adding to a reference trajectory PVT error models
representing the real errors observed during dedicated field tests .
3.3.25
Toll detection rate
Upon the total number of actual Toll events, the ratio of detected Toll events. Example of End-to-
end performance of a road tolling system based on Toll events.
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4 Description of the generic architecture of a road its system based on gnss
4.1 Generic architecture
A Positioning-based road ITS system based on GNSS, thus providing a Positioning-based road ITS
service, consists of a Positioning system and of an Application module, using localisation data to
provide a Service for the user (navigation aid, tracking, events or presence detection, etc.). Figure 1
illustrates the architecture of such a system.
Figure 1 — Generic architecture of a Road ITS system including a GNSS-based positioning terminal
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4.2 Components
4.2.1 Positioning components and outputs
We call Positioning terminal the on-board part of the Positioning system, i.e. the part attached to the
mobile object (vehicle), whose position is expected from the application. In this respect, the terminal
is the "terminal" component of the Positioning system, directly interfaced with the Position quantities
user (in our case the Road ITS application). More precisely, since this EN is addressing the uses
cases where a GNSS receiver is used, the terminal is called GNSS-based positioning terminal, or
GBPT.
The terminal itself consists of a series of on-board sensors and a localisation algorithmic layer
(localisation module) supplying the application module with Position quantities. When the
Localisation module inside the terminal, or the GNSS sensor itself, uses external GNSS provided
through a data transmission channel, for instance: assistance data (Assisted GNSS), differential
GNSS data or data coming from SBAS satellite augmentation systems, the Positioning system
includes a part which is external to the on-board part. In some cases, the localisation computation
can be partially or totally performed by a module external to the mobile object. In this case also, the
Positioning system is only partially on-board of the vehicle, but the terminal on intended in the frame
of this document as the component providing the final position output to the application.
In all the cases considered in this document, this terminal shall use at least a GNSS receiver which
may also be hybridized or assisted.
In the frame of this EN, the Position quantities output in real time by the Positioning terminal shall
comprise at least one of the two following quantities:
- the position of the phase centre of the GNSS receiver antenna or of any other reference
3
point of the vehicle , expressed in a standard geodetic reference system,
- the velocity of this point,
each of them being associated with a timestamp indicating the time to which the output
corresponds.
Depending on the application, the position can be either the 3 components of the 3D position (i.e. a
vector), or a subset of them, for example the 2D horizontal position (projection of the 3D position on
the horizontal plane or on a plane tangent to the ellipsoid used by the geodetic reference frame) or
the vertical position.
The same way, the velocity can be limited to the horizontal 2D velocity or even to the module of it,
i.e. the horizontal speed, or to any single component of the 3D velocity.
All along this document, the set of position, velocity and time quantities are called PVT.
In the case when the Positioning terminal is delivering Integrity information on any position or
velocity component of the PVT, this information shall comprise at least:
- a Protection level on the concerned PVT component, according to the definition given in this
document, that is to say a value that statistically bounds the error of the position or velocity
component provided by the positioning terminal with a very high probability,
3
The position of this reference point should be deduced from the position of the antenna by a simple translation in space
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- computed for a given Integrity risk , which is the complementary probability of the latter, that
is to say the probability that the actual error on the component actually exceeds its associated
Protection level.
4.2.2 Application module and outputs
The Application module is a software module which is broken down for the purpose of this
document into 2 sub-modules:
1. The PVT processing module is a pure processing module which transforms the Position
quantities into Application quantities derived directly from the PVT and other data depending
on the application and which are the key quantities necessary to deliver the final service to
the user (for instance: position on a road segment (map-matched position), virtual toll barrier
detection, zone entry/exit detection, speed, distance covered…);
2. The Business sub-module is another piece of software, dedicated to the provision of the final
service and highly dependent on the business model chosen by the operator of the system.
For instance, this module can be computing the bill to be sent to the user for a road pricing
system or the insurance policy reduction for a “pay-as-you-drive” insurance company.
Since the processing depending on the business case of the operator of the system can be
extremely variable and is totally out of the scope of this technical standard, it will be considered in
this document only the cases when the End-to-end performances of the system providing the
service are established on the Application quantities, by the application of application-dependent
metrics.
The E2E performances are also called Key Performance Indicators, or KPIs.
In Annex A (informative) is presented a survey and a classification of some Road ITS systems using
GNSS-based positioning. It can be noticed from this survey that most of the systems needs the
horizontal position to elaborate the Applications quantities, but some are using or may use the
speed or velocity components. For each of the system listed, Application quantities are indicated,
together with some examples of End-to-end performances as well as the PVT data processing
necessary to transform the Position quantities into Application quantities.
5 Overall system engineering approach
5.1 Introduction
The performances management approach proposed in this document is based on a classical
System Engineering approach and is a support for engineers facing the problem of handling the
performances of a Positioning-based road ITS system all along the system lifecycle.
The general engineering approach followed by the engineers facing this issue is the following:
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oSIST prEN 16803-1:2015
prEN 16803-1:2014 (E)
Identification of
system KPIs
Identification of
Operational scenarii
Allocation of
performance on GBPT
& Application module
with respect to the
Operational scenario
Assessment of GBPT
performances
Assessment of E2E
performances or Application
module (Sensitivity analysis)
Figure 2 — Logic of the overall performance engineering approach
The starting poi
...
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