Attitude variometric approach using DGNSS/INS integration to detect deformation in railway track irregularity measuring

Zhu, Feng; Zhou, Wuxing; Zhang, Yuxi; Duan, Rui; Lv, Xinying; Zhang, Xiaohong

doi:10.1007/s00190-019-01270-w

Cited by 15 publications

(5 citation statements)

References 17 publications

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“…The GNSS signals are inevitably weakened and even blocked when the measuring system passes through those segments with shelters such as tunnels and viaducts, which causes the great loss of accuracy, reliability and continuity of the GNSS positioning results [31]. The aim of this subsection is to preliminarily explore the performance of the proposed GNSS/INS/odometer measuring system and the impact of odometer during data processing when GNSS signals are totally unavailable for a certain time period.…”

Section: ) Error Analysis During Gnss Outagementioning

confidence: 99%

Kinematic Measurement of the Railway Track Centerline Position by GNSS/INS/Odometer Integration

2019

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Accurate absolute measurement of existing lines is a task of fundamental importance to provide scientific basis for reconstruction. Traditional railway track survey methods in combination with classical geodetic surveying apparatus such as total stations cannot meet the requirements of surveying efficiency. Accurate, reliable and fast existing railway surveying applications call for an innovative method that can obtain high-precision, continuous and uniform railway track axis position in short time without interrupting the railway traffic. This paper provides an innovative solution to track axis surveying based on the integrated technique of global navigation satellite system (GNSS), inertial navigation system (INS) and odometer. GNSS/INS/odometer system does not depend on a high-precision track control network, which can operate in mobile surveying mode and significantly improve the measuring speed from 0.15 km/h to 5 km/h compared to conventional methods. Compared with satellite surveying methods, this solution for the measurement of existing line axis can obtain continuous and high-precision results in the absence of satellite signals. The results of field tests on the Zhengzhou-Xuzhou high-speed railway track show that the measurement errors are less than 0.6 cm and 1.1 cm in horizontal and vertical directions, respectively, and this measuring system is able to maintain high precision of 5 cm with a GNSS outage of 700 s, which can meet the accuracy requirements of China Specifications for Survey Engineering of High-speed Railway and serve visualization, assessment and design process of existing railways.

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Section: ) Error Analysis During Gnss Outagementioning

confidence: 99%

Kinematic Measurement of the Railway Track Centerline Position by GNSS/INS/Odometer Integration

2019

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“…However, extended time sampling of INS in a stationary state will lead to drifting error [ 16 ]. Therefore, the outstanding short-term relative measurement accuracy of INS in integrated navigation applications was studied and analyzed [ 17 , 18 , 19 ]. The GNSS/IMU integrated method can fully utilize the accuracy of GNSS positioning, as well as the high sampling frequency and attitude acquisition ability of IMU [ 20 ], so it can provide accurate monitoring data for cableway operation.…”

Section: Introductionmentioning

confidence: 99%

Zero-Velocity Update-Based GNSS/IMU Tightly Coupled Algorithm with the Constraint of the Earth’s Rotation Angular Velocity for Cableway Bracket Deformation Monitoring

Zhang,

et al. 2023

Sensors

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Cableways have been widely used in industrial areas, cities, and scenic spots due to their advantages, such as being a convenient mode of transportation, time-saving, labor-saving, and low cost, as well as offering environmental protection. To ensure the safe operation of a cableway, based on the characteristic that the velocity of the cableway bracket is approximately zero in a static deformation monitoring environment, a deformation monitoring method called zero velocity update (ZUPT)-based GNSS/IMU tightly coupled algorithm with the constraint of the Earth’s rotation angular velocity was proposed. The proposed method can effectively solve the problem of a single GNSS being unable to output attitude, which is directly related to the status of wire ropes and cable cars. Meanwhile, ZUPT is used to restrain the Kalman filter’s divergence when IMU is stationary. However, the improvements of ZUPT on attitude are not obvious, so the constraint of the Earth’s rotation angular velocity was applied. The performance of the proposed method was evaluated through monitoring the cableway bracket of the Yimeng Mountain Tourism area in Shandong. Compared with the ZUPT-based GNSS/IMU tightly coupled algorithm (ZUPT-TC), the proposed method can further constrain the error accumulation of IMU while stationary and, therefore, it can provide reliable position and attitude information on cableway brackets.

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“…Since the installation angles were not considered, the improvement of system accuracy was limited. Zhang considered the installation angles in a motion constraint model for the above system [19], but did not mention how to obtain them. Zhu used the method of similar rotation to obtain these installation angles through data post-processing [20], but the installation angles were not used for motion constraints.…”

Section: Introductionmentioning

confidence: 99%

High-Speed Train Tunnel Navigation Method Based on Integrated MIMU/ODO/MC Navigation

Sun

Tang

et al. 2021

Applied Sciences

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When a high-speed train is running in a tunnel, the global navigation satellite system (GNSS) signal is completely lost. Relying only on the inertial navigation system (INS) composed of Micro-electromechanical Systems (MEMS) devices leads to large navigation errors. To solve this problem, an integrated micro inertial measurement unit (MIMU), odometer (ODO), and motion constraint (MC) tunnel navigation method is proposed. This method first establishes a motion constraint model based on the installation angles of MIMU; secondly, the effect of turning on the motion constraint model and the odometer is analyzed and the use condition of the motion constraints is obtained; the installation angles of MIMU are then estimated when GNSS signal is good and the use condition of the motion constraints is met; finally, the forward speed measured by the odometer and the motion constraints are applied to suppress the error of the INS and improve the navigation accuracy in the tunnel. Based on this method, high-speed train navigation tests were carried out both in areal tunnel environment and in a case study with an artificially disconnected GNSS signal. The experimental results showed that the navigation accuracy of the train in the tunnel was significantly improved. Seamless navigation was achieved inside and outside the tunnel, which verified the effectiveness of the method.

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Attitude variometric approach using DGNSS/INS integration to detect deformation in railway track irregularity measuring

Cited by 15 publications

References 17 publications

Kinematic Measurement of the Railway Track Centerline Position by GNSS/INS/Odometer Integration

Kinematic Measurement of the Railway Track Centerline Position by GNSS/INS/Odometer Integration

Zero-Velocity Update-Based GNSS/IMU Tightly Coupled Algorithm with the Constraint of the Earth’s Rotation Angular Velocity for Cableway Bracket Deformation Monitoring

High-Speed Train Tunnel Navigation Method Based on Integrated MIMU/ODO/MC Navigation

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