Aerospace and Electronic Systems Magazine October 2017 - 27

Fertig, Baden, and Guerci

Figure 3.

(a) Site of MER Phase I data collection and the instrumented vehicles used in MER Phase I data collection. (b) Toyota Rav4. (c) Ford Explorer. (d) Ford
F-150.

concrete buildings. Vehicle trajectories were scripted and were
performed in the three areas shown in Figure 3. The blind data
test performed in Phase II was executed in Areas 1 and 3. The site
denoted Area 2 contained several very large buildings and was
therefore used primarily for study of multipath phenomenology.
Approximately 30 MER test points were collected. The collections took place at night to reduce the possibility that uninstrumented vehicles would be present in the test areas. The
three vehicles shown in Figures 3b-3d were instrumented with
a global positioning system and served as moving objects of interest. During the blind data test, the two smaller vehicles shown
in Figure 3 simultaneously executed various ground trajectories.
The maximum expected velocity exhibited by the ground vehicles
was approximately 30 m/s or 3,380 Hz. This Doppler spread motivated the selection of the PRF equal to 6,800 Hz to span −3,400
to +3,400 Hz and therefore avoid an ambiguous vehicle Doppler.
Due to the frequent low velocities expected from vehicles in urban
areas (during turns, etc.), the region of low Doppler near clutter is
of significant interest. This motivated the selection of a helicopter
as the radar host to minimize clutter Doppler spread.
To enable construction of a city model, LIDAR data for the
measurement site was provided to the MER Phase II performers.
OCTOBER 2017

A comparison of a portion of the LIDAR data to optical imagery is
shown in Figure 4. The elevation accuracy of the LIDAR data set
was stated to be 1 ft, and the pixel spacing was a relatively coarse
value of 1 m. Although excellent results were obtained with these
data in Phase II, analysis conducted with the hybrid Cramer-Rao
lower bound (CRLB) after the completion of Phase II has suggested that the pixel spacing of 1 m slightly degraded the achieved
vehicle localization. The analysis indicated that a finer spacing of
approximately 20 cm would yield localization of vehicles with precision nearly as if exact knowledge of the building locations was
available [8].

MER PHASE II ACTIVITIES
In this section, a selected portion of the results obtained during the
15-month technical period of performance associated with MER
Phase II is summarized. First, a top-level view of the processing
architecture developed for MER is provided. Next, analysis of the
vehicle localization achievable by MER is described. The challenges posed by radar artifacts in MER Phase I data set are illustrated. Finally, the tracking performance obtained in the blind data
test at the conclusion of MER Phase II is described.

IEEE A&E SYSTEMS MAGAZINE

27



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