Railway Track Irregularity Measuring by GNSS/INS Integration

Chen, Qijin; Niu, Xiaoji; Zhang, Quan; Cheng, Yahao

doi:10.1002/navi.78

Cited by 65 publications

(53 citation statements)

References 15 publications

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“…Such a device is calibrated to allow a directly reading the cant in millimeters. The second common method is based on dynamic measurements and is used in measuring trolleys or trains [1,3,4,9,11]. Due to additional accelerations and dynamic effects which affect the measurement during the vehicle run, the effective inertial measurement is relatively difficult.…”

Section: The Cant Estimation Methodsmentioning

confidence: 99%

“…Since then, the mobile measurements and analysis of real time kinematic data (RTK) have been developed by researchers and engineers. The current methods being developed for determining coordinates using GNSS techniques allow engineers for an accurate survey of a railway or tram tracks in a practical and economically effective manner [3][4][5][6][7][8][9].…”

Section: Introductionmentioning

confidence: 99%

“…A subject matter of data fusion of inertial navigation system (INS) and GNSS signals have been discussed for example in papers [3][4][5]9]. The algorithms currently presented in the literature are often based on the data-fusion process using Kalman filters [4,9]. This data fusion is commonly implemented for combining the GNSS and INS signals, especially when the quality of GNSS is disturbed by terrestrial obstacles or even when the signal is interrupted (i.e., in tunnels or under viaducts).…”

Section: Introductionmentioning

confidence: 99%

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A Method for Determination and Compensation of a Cant Influence in a Track Centerline Identification Using GNSS Methods and Inertial Measurement

et al. 2019

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At present, the problem of rail routes reconstruction in a global reference system is increasingly important. This issue is called Absolute Track Geometry, and its essence is the determination of the axis of railway tracks in the form of Cartesian coordinates of a global or local coordinate system. To obtain such a representation of the track centerline, the measurement methods are developed in many countries mostly by the using global navigation satellite system (GNSS) techniques. The accuracy of this type of measurement in favorable conditions reaches one centimeter. However, some specific conditions cause the additional supporting measurements with a use of such instruments as tachymetry, odometers, or accelerometers to be needed. One of the common issues of track axis reconstruction is transforming the measured GNSS antenna coordinates to the target position, i.e., to the place between rails on the level of rail heads. The authors in their previous works described the developed methodology, while this article presents a method of determining the correction of horizontal coordinates for measurements in arc sections of the railway track. The presence of a cant causes the antenna’s center to move away from the track axis, and for this reason, the results must be corrected. This article presents a method of calculation of mentioned corrections for positions obtained from mobile satellite surveying with additional inertial measurement. The algorithm presented in the article and its implementation have been illustrated on an example of a complex geometric layout, where cant transitions exist without transition curves in horizontal plane. Such a layout is not preferable due to the additional accelerations and their changes. However, it allows the verification of the presented methods.

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Section: The Cant Estimation Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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A Method for Determination and Compensation of a Cant Influence in a Track Centerline Identification Using GNSS Methods and Inertial Measurement

et al. 2019

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“…There are some studies on the inspection and maintenance of rail transit facilities using inertial integrated navigation technology, but most of them are under the conditions of GNSS signals [23][24][25][26][27][28][29]. These methods cannot use external information to correct inertial navigation errors in a subway environment with no GNSS signals.…”

Section: Introductionmentioning

confidence: 99%

Absolute Positioning and Orientation of MLSS in a Subway Tunnel Based on Sparse Point-Assisted DR

Wang

Tang

Dong

et al. 2020

Sensors

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When performing the inspection of subway tunnels, there is an immense amount of data to be collected and the time available for inspection is short; however, the requirement for inspection accuracy is high. In this study, a mobile laser scanning system (MLSS) was used for the inspection of subway tunnels, and the key technology of the positioning and orientation system (POS) was investigated. We utilized the inertial measurement unit (IMU) and the odometer as the core sensors of the POS. The initial attitude of the MLSS was obtained by using a static initial alignment method. Considering that there is no global navigation satellite system (GNSS) signal in a subway, the forward and backward dead reckoning (DR) algorithm was used to calculate the positions and attitudes of the MLSS from any starting point in two directions. While the MLSS passed by the control points distributed on both sides of the track, the local coordinates of the control points were transmitted to the center of the MLSS by using the ranging information of the laser scanner. Then, a four-parameter transformation method was used to correct the error of the POS and transform the 3-D state information of the MLSS from a navigation coordinate system (NCS) to a local coordinate system (LCS). This method can completely eliminate a MLSS’s dependence on GNSS signals, and the obtained positioning and attitude information can be used for point cloud data fusion to directly obtain the coordinates in the LCS. In a tunnel of the Beijing–Zhangjiakou high-speed railway, when the distance interval of the control points used for correction was 120 m, the accuracy of the 3-D coordinates of the point clouds was 8 mm, and the experiment also showed that it takes less than 4 h to complete all the inspection work for a 5–6 km long tunnel. Further, the results from the inspection work of Wuhan subway lines showed that when the distance intervals of the control points used for correction were 60 m, 120 m, 240 m, and 480 m, the accuracies of the 3-D coordinates of the point clouds in the local coordinate system were 4 mm, 6 mm, 7 mm, and 8 mm, respectively.

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“…In this approach, the station position related state parameters could be successfully constrained and the baseline errors could be estimated. In addition, Chen et al (2015) proposed the integration of GNSS and Inertial Navigation System (INS) for measuring the irregularity of the railway track.…”

mentioning

confidence: 99%

Cooperating the BDS, GPS, GLONASS and strong-motion observations for real-time deformation monitoring

Liu

et al. 2017

Geophysical Journal International

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Railway Track Irregularity Measuring by GNSS/INS Integration

Cited by 65 publications

References 15 publications

A Method for Determination and Compensation of a Cant Influence in a Track Centerline Identification Using GNSS Methods and Inertial Measurement

A Method for Determination and Compensation of a Cant Influence in a Track Centerline Identification Using GNSS Methods and Inertial Measurement

Absolute Positioning and Orientation of MLSS in a Subway Tunnel Based on Sparse Point-Assisted DR

Cooperating the BDS, GPS, GLONASS and strong-motion observations for real-time deformation monitoring

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