The positioning methods based on received signal strength (RSS) measurements, link the RSS values to the position of the mobile station(MS) to be located. Their accuracy depends on the suitability of the propagation models used for the actual propagation conditions. In indoor wireless networks, these propagation conditions are very difficult to predict due to the unwieldy and dynamic nature of the RSS. In this paper, we present a novel method which dynamically estimates the propagation models that best fit the propagation environments, by using only RSS measurements obtained in real time. This method is based on maximizing compatibility of the MS to access points (AP) distance estimates. Once the propagation models are estimated in real time, it is possible to accurately determine the distance between the MS and each AP. By means of these distance estimates, the location of the MS can be obtained by trilateration. The method proposed coupled with simulations and measurements in a real indoor environment, demonstrates its feasibility and suitability, since it outperforms conventional RSS-based indoor location methods without using any radio map information nor a calibration stage.

Positioning accurately and safely a train is nowadays a great challenge. That includes currently available railway sensors and new candidate sensors for data fusion. Global Navigation Satellite System and Inertial Measurement Unit sensors arise as prominent technologies to incorporate in railways. Although satellite-based train localization tests can be found in the scientific literature, there are no common criteria to evaluate the performance of the positioning achieved. In this paper, a series of criteria is defined and justified in order to be able to evaluate the most recent and relevant works related to train positioning. The results of this comparative analysis are gathered in tables, where the criteria defined are applied to the works compiled. According to the results obtained, a research gap in safety related applications is found. It is concluded that the economic viability of given solutions should be explored, so as to design an on-board train-integrated positioning system.

Inertial sensors are included in most of the current smart devices and many researchers have identified their ability to be used for analyzing different parameters of human behavior. Among them, the pedestrian’s step length provides very useful information for different applications, such as pedestrian dead reckoning positioning or gait analysis. During the last three decades, many step length estimation methods using inertial sensors have been proposed; however, there is no specific review work that reflects the current state of the art. In this work, we will conduct a systematic and complete review that covers the whole workflow of tasks involved in the design, test and evaluation of step length estimation methods based on inertial sensors. The main conclusion drawn from this review is that the lack of public datasets and standard methodologies to guide the testing and evaluation makes it difficult to compare the different methods in a fair and robust way. Some reflections on how to move forward on this direction have been presented.

The dynamic and unpredictable characteristics of wireless channels in harsh environments have resulted in a poor performance of localization systems. Conventional implementations rely on unrealistic assumptions driven by tractability requirements, such as linear models or Gaussian errors. In this paper, we present a framework for data fusion in localization systems based on determining likelihood functions that represent the relationship between measurements and distances. In this framework, such likelihoods are dynamically adapted to the propagation conditions. The subsequent usage of a particle filter (PF) leads to an adaptive likelihood particle (ALPA) filter that addresses the nonlinear and non-Gaussian behavior of measurements over time. The ALPA filter's performance is quantified by using received-signal-strength (RSS) and time-of-arrival (TOA) measurements collected with wireless local area network (WLAN) devices. We compare the accuracy obtained to the accuracy of conventional implementations and to the posterior Cramér-Rao lower bound (PCRLB). Both empirical and simulation results show that the proposed ALPA filter significantly improves the accuracy of conventional approaches, obtaining an error close to the PCRLB.

A mobile station (MS) location can be estimated from the measurement of the time of arrival of the signals that travel between each base station and the MS. In this scenario, the existence of non-line-of-sight (NLOS) propagation paths has been considered to be the main drawback to achieve high precision in positioning, since NLOS propagation introduces large and unpredictable errors in the time estimates that are obtained from the measurements. In this paper, we propose a new technique, called prior NLOS measurement correction (PNMC), to effectively correct the measurements from NLOS propagation in a previous stage to the positioning process. PNMC is based on a statistical processing of a record of measurements taken over a time window. This processing relies on the statistical estimate of the NLOS measurement ratio present in our record. This estimate is used to range the NLOS recorded measurements into segments. Finally, the correction is carried out by subtracting the expected NLOS errors for each segment. Several simulations have been conducted to show the increase in accuracy obtained by the usage of PNMC and the great improvement that this prior measurement correction means to subsequent wireless location and positioning techniques.

Integrating new candidate sensors, such as Global Navigation Satellite System (GNSS) and inertial measurement unit (IMU), into fail-safe train positioning systems have recently become a prominent area of research. Although there are a number of contributions related to the design of data fusion algorithms, the lack of details in raw measurements analysis has directly motivated this paper. This paper aims to record data from a variety of sensors (such as GNSS, IMU, magnetometer, barometer, tachometers, and Doppler radars) to evaluate train velocity and railway features (track slope, curve cant, and radius) extending previous works in the instrumentation and measurement field. The field test designed and concisely described in this paper presents several challenging environments, such as a tunnel, which can be used to analyze the candidate sensors limitations. In addition, a demonstration of a data fusion algorithm is presented to calculate train velocity based on measurements from the candidate sensors. The results obtained by an extended Kalman filter using GNSS and IMU are compared with velocity recorded by tachometers and Doppler radars, which is considered to be the reference value. The calculated velocity by IMU and GNSS when both sensors measurements are available presents an absolute error in velocity lower than 2 km/h in more than 90% of test duration. Finally, railway features (curve radius, cant, and slope) are calculated and analyzed according to train and railway dynamics.