Correcting INS Drift in Terrain Surface Measurements. Heather Chemistruck Ph.D. Student Mechanical Engineering Vehicle Terrain Performance Lab
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1 Correcting INS Drift in Terrain Surface Measurements Ph.D. Student Mechanical Engineering Vehicle Terrain Performance Lab October 25, 2010
2 Outline Laboratory Overview Vehicle Terrain Measurement System Addressing the Problem Correcting INS Drift in Terrain Measurements Conclusions Slide 2 2
3 Laboratory Overview Vehicles Passenger cars, commercial off-road, military vehicles, motorcycles (system level) Modeling and Simulation Terrain Modeling Measurement Performance Ride Handling Reliability Durability Slide 3 3
4 Vehicle Terrain Measurement System Scanning Laser Provides relative height measurement Inertial Navigation System (INS) Differential GPS: Establishes global coordinate system Inertial Measurement Unit (IMU): Mitigates body motion Slide 4 4
5 VTMS: Digital Signal Processing Body Motion Cancellation VTMS rear wheels VTMS on curb off curb Raw Laser Ins Z Measured Profile Profile height (m) Slide Time(secs) x
6 VTMS: Coordinate System Horizontal Plane Map point-cloud data to uniform grid Defined by Vehicle Path (u) Slide 6 6
7 VTMS: Coordinate System Terrain Height i: longitudinal location of transverse profile, where i {0,1,,m} j: transverse location of longitudinal profile, where j {0,1,,n} k: realization (measurement), where k Slide 7 {1,2,,r} 7
8 Addressing the Problem INS is capable of a establishing a geodetic (latitude & longitude) position with 2cm accuracy with differential GPS Experimentation shows artifacts of INS drift Max variation is +/- 10mm in elliptical height Terrain Height, m GPS Elliptical Height, mm INS Drift introduces run-to-run variation ± 10mm GPS Time, s ± 10mm Longitudinal Distance, m Slide 8 8
9 Correcting INS Drift Assumptions Elliptical height changes only in time Drift is the same within each scan (~1ms) Correct from scan to scan Non-deformable terrain only INS treated as black box combining DGPS + IMU Slide 9 9
10 Correcting INS Drift Decomposing the Vector Space Measured Surface : z i,k True Surface: s i = + Total Error: e i,k Slide 10 10
11 Correcting INS Drift Error Modeling Total Error = Drift + Noise Global Error (Drift) Drift (m) Random Walk Process ±10mm INS Drift: δ i,k,l Longitudinal Distance, m Local Error (Noise) + = Total Error: e i,k 2 x 10-3 noise Zero Mean Process Noise: n i,k Slide 11 Amplitude, [meters] ±1mm Longitudinal Distance, [meters]
12 Correcting INS Drift The Total error must be separated into INS drift and noise Singular Value Decomposition determine contributions from different shapes to the error Noise must be zero-mean and is not correlated 0.3 to the INS drift Amplitude st Basis Vector 2nd Basis Vector Slide Length of Vector space, n 12
13 Correcting INS Drift Proof of Concept MnRoad Test Facility, Albertville, MN 160m section of asphalt, 100mm spacing i=[1,2 1518] 10 total measurements (alternating directions) k=[1,2 10] Slide 13 13
14 Correcting INS Drift Proof of Concept Two basis vectors imply E[n ik ]=0 First Basis Vector= Constant Offset Second Basis Vector = Slope Offset 0.3 Singular Values Amplitude Slide 14 Length of Vector space, n Transverse Index, j 1st Basis Vector 2nd Basis Vector 14
15 Correcting INS Drift Proof of Concept Longitudinal view of terrain surface Terrain Height, [meters] No INS Drift Correction Profile Profile 2 Profile Profile 4 Profile Profile 6 Profile 7 Profile Profile 9 Profile Longitduinal Distance, [meters] Terrain Height, [meters] Basis Vectors Profile Profile Profile 3 Profile Profile 5 Profile Profile 7 Profile Profile 9 Profile 10 True Surface Longitudinal Distance, [meters] Slide 15 15
16 Conclusions INS Drift sufficiently characterized and removed Set of basis vectors identified 1 st Basis Vector = Elevation Principal Direction 2 nd Basis Vector = Bank Angle Principal Direction Drift is a random walk process Noise is a zero-mean process Variation in measured surfaces reduced to 1mm True Surface established Slide 16 16
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