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. 2012;12(4):5134-58.
doi: 10.3390/s120405134. Epub 2012 Apr 19.

Benefits of combined GPS/GLONASS with low-cost MEMS IMUs for vehicular urban navigation

Antonio Angrisano  1 , Mark Petovello, Giovanni Pugliano
Affiliations

Benefits of combined GPS/GLONASS with low-cost MEMS IMUs for vehicular urban navigation

Antonio Angrisano et al. Sensors (Basel). 2012.

Abstract

The integration of Global Navigation Satellite Systems (GNSS) with Inertial Navigation Systems (INS) has been very actively researched for many years due to the complementary nature of the two systems. In particular, during the last few years the integration with micro-electromechanical system (MEMS) inertial measurement units (IMUs) has been investigated. In fact, recent advances in MEMS technology have made possible the development of a new generation of low cost inertial sensors characterized by small size and light weight, which represents an attractive option for mass-market applications such as vehicular and pedestrian navigation. However, whereas there has been much interest in the integration of GPS with a MEMS-based INS, few research studies have been conducted on expanding this application to the revitalized GLONASS system. This paper looks at the benefits of adding GLONASS to existing GPS/INS(MEMS) systems using loose and tight integration strategies. The relative benefits of various constraints are also assessed. Results show that when satellite visibility is poor (approximately 50% solution availability) the benefits of GLONASS are only seen with tight integration algorithms. For more benign environments, a loosely coupled GPS/GLONASS/INS system offers performance comparable to that of a tightly coupled GPS/INS system, but with reduced complexity and development time.

Keywords: GLONASS; GPS; Kalman filter; loosely coupled; pseudo-observations; tightly coupled.

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Figures

Figure 1.
Figure 1.
Loosely coupled scheme.
Figure 2.
Figure 2.
Tightly coupled scheme.
Figure 3.
Figure 3.
Velocity/height constraints aiding scheme.
Figure 4.
Figure 4.
Equipment.
Figure 5.
Figure 5.
Test trajectory (from Google Earth).
Figure 6.
Figure 6.
Visibility and GDOP during the test.
Figure 7.
Figure 7.
GNSS visibility on the Segment 1 trajectory.
Figure 8.
Figure 8.
GNSS visibility on the Segment 2 trajectory.
Figure 9.
Figure 9.
GNSS visibility on the Segment 3 trajectory.
Figure 10.
Figure 10.
Trajectories obtained with the loose coupling approach (Segment 1).
Figure 11.
Figure 11.
Trajectories obtained with the loose coupling approach (Segment 2).
Figure 12.
Figure 12.
Trajectories obtained with the loose coupling approach (Segment 3).
Figure 13.
Figure 13.
Trajectories obtained with the tight coupling approach (Segment 1).
Figure 14.
Figure 14.
Trajectories obtained with the tight coupling approach (Segment 2).
Figure 15.
Figure 15.
Trajectories obtained with the tight coupling approach (Segment 3).
Figure 16.
Figure 16.
Comparison between LC and TC architectures in terms of position, velocity and attitude RMS errors (Segment 1).
Figure 17.
Figure 17.
Comparison between LC and TC architectures in terms of position, velocity and attitude RMS errors (Segment 2).
Figure 18.
Figure 18.
Comparison between LC and TC architectures in terms of position, velocity and attitude RMS errors (Segment 3).
See this image and copyright information in PMC

References

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