Bewertung und Verifikation der Leistung der satellitenbasierten Zugortung

Global Navigation Satellite Systems (GNSS) are potentially applicable for various railway applications, especially the safety-related applications such as train localisation for the purpose of train control. In order to integrate GNSS for train localisation, a trustable stand-alone GNSS-based localisation unit should be developed. Then to comply with EN 50126 (reliability, availability, maintainability, and safety; RAMS) standards, the demonstration of GNSS quality of service (QoS) should be evaluated in consistent with RAMS. However there are currently no appropriate performance evaluation methods on GNSS for railway safety-related applications. This dissertation identifies the required performance for train localisation in consideration of GNSS QoS and railway RAMS. The common and different properties of the performance are analysed in detail using consistent attribute hierarchy structures based on UML class diagram. Then formalised performance requirements are proposed quantitatively on four properties (accuracy, reliability, availability, and safety integrity). After that, the evaluation and verification methodologies are introduced. The evaluation methodology is using a reference measurement system for GNSS receiver measured train location accuracy identification, and a stochastic Petri net (SPN) model for GNSS receiver measured train location accuracy categorisation. The SPN model illustrates the GNSS receiver measured train locations into three states (up state, degraded state, and faulty state). Then the four proposed properties are allocated and estimated formally using the three states in the SPN model. The verification methodology is used to verify the GNSS receiver measured train location in real time based on a localisation unit. The GNSS receiver measured train locations are verified using hypothesis testing methods based on the accurate digital track map provided beforehand. Then train location estimation from the localisation unit is verified according to the mileage of the train. With the verified train location estimation from the localisation unit, the corresponding safety margin for each train location is calculated. The data for evaluation and verification methodologies are collected from a test train running on a railway track in High Tatra Mountains. The results show an approach of the possible certification procedure for the GNSS receivers in railway safety-related applications.Globales Satellitennavigationssystem (GNSS) können für verschiedene Anwendungen im Schienenverkehr, vor allem für sicherheitsrelevante Anwendungen wie Zugortung zum Zweck der Zugsicherung gestützt werden. Um GNSS für Zugortung zu integrieren, muss eine eigenständige satellitenbasierte Ortungseinheit entwickelt werden. Um die Entwicklung in Einklang mit EN 50126 (Überlebensfähigkeit, Verfügbarkeit, Instandhaltbarkeit, und Sicherheit; RAMS) durchzuführen, muss der Nachweis der Güte von GNSS (Quality of Service; QoS) entsprechend in Einklang mit dieser Norm bewertet werden. Allerdings gibt es zurzeit keine RAMS Bewertungsverfahren für satellitenbasierte sicherheitsrelevante Anwendungen im Schienenverkehr. Diese Dissertation identifiziert die notwendigen Anforderungen für die Zugortung unter Berücksichtigung der Güte von GNSS und den bestehenden Normen bezüglich RAMS im Schienenverkehr. Die gemeinsamen und unterschiedlichen Eigenschaften der Anforderungen werden detailliert mit Nutzung einer Attributhierarchie basierend auf UML-Klassendiagrammen dargestellt. Danach werden formalisierte Leistungsanforderungen quantitativ für vier Eigenschaften (Genauigkeit, Zuverlässigkeit, Verfügbarkeit und Sicherheitsintegrität) vorgeschlagen. Darauf aufbauend werden die Bewertungs- und Verifikations- Methoden eingeführt. Die Bewertungsmethode nutzt ein Referenzmesssystem zur Identifikation der Zugortungsgenauigkeit der GNSS Empfänger und ein stochastischen Petri-Netz-Modell (SPN-Modell) für die Kategorisierung der GNSS Empfänger Zugortmessungen. Das SPN-Modell veranschaulicht die GNSS Empfänger Zugortmessungen in drei Zuständen (up state, degraded state, faulty state). Dann werden die vier vorgeschlagenen Eigenschaften zugeordnet und formal mit Nutzung der drei Zustände im SPN-Modell geschätzt. Die Verifikationsmethode wird verwendet, um die GNSS Empfänger Zugortmessungen in Echtzeit zu verifizieren. Die GNSS Empfänger Zugortmessungen werden mit einer Hypothesentestmethode auf der Grundlage der genauen digitalen Streckenkarte verifiziert. Mit der verifizierten geschätzten Zugortmessung wird der resultierende Sicherheitsbereich für jeden Zugort berechnet. Die Daten für die Auswertungs- und Verifikationsmethoden wurden von einem Zug im Regelbetrieb auf einer Eisenbahnstrecke in der Hohen Tatra gesammelt. Die Ergebnisse dieser Arbeit zeigen einen Ansatz der möglichen Zertifizierungsverfahren für die GNSS-Empfänger für sicherheitsrelevante Anwendungen im Schienenverkehr

Antibacterial activity of the crude extract of Chinese green tea (Camellia sinensis) on Listeria monocytogenes

The antibacterial activity of the methanol and aqueous extract of Camellia sinensis on Listeria monocytogenes were investigated using agar-gel diffusion, paper disk diffusion and microbroth dilution techniques. The results obtained showed that methanol and water extract exhibitedantibacterial activities against L. monocytogenes. The leaf extract produced inhibition zone ranging from 10.0 – 20.1 mm against the test bacteria. The methanol extracts of the test plant produces largerzones of inhibition against the bacteria than the water extract. The minimum inhibitory concentration (MIC) for the methanol and water leaf extract was 0.26 and 0.68 mg/ml, respectively

Assessment of carotid atherosclerotic disease using three-dimensional cardiovascular magnetic resonance vessel wall imaging: comparison with digital subtraction angiography.

BACKGROUND:A three-dimensional (3D) cardiovascular magnetic resonance (CMR) vessel wall imaging (VWI) technique based on 3D T1 weighted (T1w) Sampling Perfection with Application-optimized Contrast using different flip angle Evolutions (SPACE) has recently been used as a promising CMR imaging modality for evaluating extra-cranial and intra-cranial vessel walls. However, this technique is yet to be validated against the current diagnostic imaging standard. We therefore aimed to evaluate the diagnostic performance of 3D CMR VWI in characterizing carotid disease using intra-arterial digital subtraction angiography (DSA) as a reference. METHODS:Consecutive patients with at least unilateral > 50% carotid stenosis on ultrasound were scheduled to undergo interventional therapy were invited to participate. The following metrics were measured using 3D CMR VWI and DSA: lumen diameter of the common carotid artery (CCA) and segments C1-C7, stenosis diameter, reference diameter, lesion length, stenosis degree, and ulceration. We assessed the diagnostic sensitivity, specificity, accuracy, and receiver operating characteristic (ROC) curve of 3D CMR VWI, and used Cohen's kappa, the intraclass correlation coefficient (ICC), and Bland-Altman analyses to assess the diagnostic agreement between 3D CMR VWI and DSA. RESULTS:The ICC (all ICCs ≥0.96) and Bland-Altman plots indicated excellent inter-reader agreement in all individual morphologic measurements by 3D CMR VWI. Excellent agreement in all individual morphologic measurements were also found between 3D CMR VWI and DSA. In addition, 3D CMR VWI had high sensitivity (98.4, 97.4, 80.0, 100.0%), specificity (100.0, 94.5, 99.1, 98.0%), and Cohen's kappa (0.99, 0.89, 0.84, 0.96) for detecting stenosis > 50%, stenosis > 70%, ulceration, and total occlusion, respectively, using DSA as the standard. The AUC of 3D CMR VWI for predicting stenosis > 50 and > 70% were 0.998 and 0.999, respectively. CONCLUSIONS:The 3D CMR VWI technique enables accurate diagnosis and luminal feature assessment of carotid artery atherosclerosis, suggesting that this imaging modality may be useful for routine imaging workups and provide comprehensive information for both the vessel wall and lumen

Contrast-free detection of myocardial fibrosis in hypertrophic cardiomyopathy patients with diffusion-weighted cardiovascular magnetic resonance.

BackgroundsPrevious studies have shown that diffusion-weighted cardiovascular magnetic resonance (DW-CMR) is highly sensitive to replacement fibrosis of chronic myocardial infarction. Despite this sensitivity to myocardial infarction, DW-CMR has not been established as a method to detect diffuse myocardial fibrosis. We propose the application of a recently developed DW-CMR technique to detect diffuse myocardial fibrosis in hypertrophic cardiomyopathy (HCM) patients and compare its performance with established CMR techniques.MethodsHCM patients (N = 23) were recruited and scanned with the following protocol: standard morphological localizers, DW-CMR, extracellular volume (ECV) CMR, and late gadolinium enhanced (LGE) imaging for reference. Apparent diffusion coefficient (ADC) and ECV maps were segmented into 6 American Heart Association (AHA) segments. Positive regions for myocardial fibrosis were defined as: ADC > 2.0 μm(2)/ms and ECV > 30%. Fibrotic and non-fibrotic mean ADC and ECV values were compared as well as ADC-derived and ECV-derived fibrosis burden. In addition, fibrosis regional detection was compared between ADC and ECV calculating sensitivity, specificity, positive predictive value (PPV), and negative predictive value (NPV) using ECV as the gold-standard reference.ResultsADC (2.4 ± 0.2 μm(2)/ms) of fibrotic regions (ADC > 2.0 μm(2)/ms) was significantly (p < 0.01) higher than ADC (1.5 ± 0.2 μm(2)/ms) of non-fibrotic regions. Similarly, ECV (35 ± 4%) of fibrotic regions (ECV > 30%) was significantly (p < 0.01) higher than ECV (26 ± 2%) of non-fibrotic regions. In fibrotic regions defined by ECV, ADC (2.2 ± 0.3 μm(2)/ms) was again significantly (p < 0.05) higher than ADC (1.6 ± 0.3 μm(2)/ms) of non-fibrotic regions. In fibrotic regions defined by ADC criterion, ECV (34 ± 5%) was significantly (p < 0.01) higher than ECV (28 ± 3%) in non-fibrotic regions. ADC-derived and ECV-derived fibrosis burdens were in substantial agreement (intra-class correlation = 0.83). Regional detection between ADC and ECV of diffuse fibrosis yielded substantial agreement (κ = 0.66) with high sensitivity, specificity, PPV, NPV, and accuracy (0.80, 0.85, 0.81, 0.85, and 0.83, respectively).ConclusionDW-CMR is sensitive to diffuse myocardial fibrosis and is capable of characterizing the extent of fibrosis in HCM patients

Contrast-enhanced whole-heart coronary MRA at 3.0T for the evaluation of cardiac venous anatomy

This study was designed to evaluate the value of contrast-enhanced whole-heart coronary MRA (CMRA) at 3.0T in depicting the cardiac venous anatomy. In cardiac resynchronization therapy (CRT), left ventricular (LV) pacing is achieved by positioning the LV lead in one of the tributaries of the coronary sinus (CS). Pre-implantation knowledge of the venous anatomy may help determine whether transvenous LV lead placement for CRT is feasible. Images of 51 subjects undergoing contrast-enhanced whole-heart CMRA at 3.0T were retrospectively analyzed. Data acquisition was performed using electrocardiography-triggered, navigator-gated, inversion-recovery prepared, segmented gradient-echo sequence. A 32-element cardiac coil was used for data acquisition. The visibility of the cardiac veins was graded visually using a 4-point scale (1: poor–4: excellent). The paired Student t test was used to evaluate differences in diameters of the ostium of the CS in anteroposterior and superoinferior direction. The cardiac veins were finally evaluated in 48 subjects with three anatomic variations. The diameter of the CS ostium in the superoinferior direction (1.13 ± 0.26 cm) was larger than in the anteroposterior direction (0.82 ± 0.19 cm) (P < 0.05). The mean visibility score of CS, posterior interventricular vein, posterior vein of the left ventricle, left marginal vein, and anterior interventricular vein was 4.0 ± 0.0, 3.4 ± 0.5, 3.4 ± 0.5, 3.0 ± 0.8, and 3.3 ± 0.5, respectively. In conclusion, contrast-enhanced whole-heart CMRA at 3.0T can depict the normal and variant cardiac venous anatomy

Crowdsourced GNSS Satellite SNR in Degraded Environments for Dependability Improvement

Funding Information: ACKNOWLEDGMENT This paper is supported by National Key Research and Development Program of China (2018YFB1201500), National Natural Science Foundation of China (62027809, U1934222, 61873023). Publisher Copyright: © 2021 IEEE.Global Navigation Satellite Systems (GNSS) localization uses time of arrival (TOA) to measure the distance between satellite and rover antenna. The key for TOA technique is the signal propagation should be straight geometrically. However, when the train runs in harsh environments, the GNSS signal quality can be degraded due to obstacles. GNSS signals are usually blocked by buildings and other obstacles, resulting in reflection and reflection, which leads to multipath positioning errors of LOS and NLOS. In the case of LOS multipath error, the GNSS receiver tracks the direct and reflected / diffracted composite signal, and the reflected / diffracted signal affects the correlation function tracking loop of the direct signal in GNSS. In the case of NLOS multipath error, GNSS receiver directly tracks reflected or diffracted signal because there is no direct satellite signal. In both cases, the multipath signal will have a large noise error range which is reflected in the change of SNR. In the GNSS solution, various GNSS receivers are used to obtain the SNR of each satellite to achieve the fully coverage of the satellite signal reception quality. Thus with limited GNSS receiver observation results, of the crowdsourcing of NLOS signal inspection will deliver the observation results in a more convenient way. In the open environment scenario, the relationship between elevation angle and SNR can be fitted by a linear function. However, in GNSS signal reception degraded environments (urban canyon etc.), The SNR at the elevation angle of the occlusion boundary will be drastically reduced. This will give us the boundary of the occlusion range. Based on this principle, we can map the environmental characteristics of different sections of the railway. The railway environment can generally be divided into open scenario, road cutting scenario, half sky scenario, urban canyon scenario and tunnel scenario. 5 typical scenario all have distinct environmental characteristics. By matching the segment with the typical environmental characteristics, the scenario situation of the segment is determined, and then the accuracy of satellite positioning is given.Peer reviewe

Train Localization Environmental Scenario Identification Using Features Extracted from Historical Data

Funding Information: This paper is supported by National Key Research and Development Program of China (2018YFB1201500), Beijing Science Program of Beijing Municipal Science and Technology (Z181100001018032), National Natural Science Foundation of China (U1934222, 61873023), Beijing Natural Science Foundation (L191014), and Beijing Nova Program of Science and Technology (Z191100001119066). Publisher Copyright: © 2021, The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd.The application of Global Navigation Satellite System (GNSS) on the railway greatly reduces the cost on train localization. However, the railway environment is complex and changes with the train movement, buildings, trees, railroad cuts and mountains will block and reflect the GNSS signals, which will bring errors to the GNSS-based train position estimation. This paper proposes a railway scenario identification method based on historical GNSS receiver observation data to identify scenarios along the railway. Firstly, a railway environment scenario parameter model library is established according to Feature of Sky Occlusion (FSO) of typical scenarios, apply historical GNSS observation data along the railway to establish the FSO models of scenario segments, and generate FSO feature sequences. The dynamic time warping algorithm (DTW) is used to match the FSO parameter model of the scenario segment with the FSO model library. This paper collected data from field experiments at Beijing Sanjiadian station to verifythe algorithm. The scenario identification results showed that the scenario identification method based on DTW can effectively identify the railway scenarios.Peer reviewe

A magnetic field-circuit coupling model for functionality and interface simulation test of railway Balise

Railway Balise is widely used in the Balise-based train control system to provide accurate location information for the safe operation of trains. In order to evaluate and analyze the functionality and interface test of a new designed Balise more rigorously and accurately, this paper build a magnetic field-circuit coupling model to quantify the internal physical function and external interface performance of the Balise. Based on the electromagnetic field theory, the down-link and up-link magnetic field models were set up which describes the relationship between the Balise and the test antenna. Then based on the equivalent circuit model, the energy conversion circuit model and the data transmission circuit model were derived, and the complete coupling model is established for functionality and interface simulation tests. Moreover, the physical behavior and interface characteristic of Balise in different situations are validated and analyzed, followed by the analysis of magnetic field conformity, I/O characteristics, impedance, start-up behavior, and up-link signal characteristics. The results show the start-up time of the Balise functionality test decreases with increasing down-link magnetic field. Furthermore, Balise impedance can be used as a new dynamic detection parameter of the Balise. Finally, the down-link magnetic field will slightly affect the uplink signal characteristics