本文選題：跨海大橋 + 船載組合模式��； 參考：《東華理工大學》2017年碩士論文

【摘要】：我國跨海大橋數(shù)量日益增多,跨海大橋橋墩及橋區(qū)周圍海床沖淤變形是影響橋體安全的重要因素。但在監(jiān)測過程中,由于受橋體遮擋,船載GNSS接收機信號在橋區(qū)導航精度差或無法導航;同時跨海大橋多處于海峽或海灣潮汐變化復雜區(qū)域,且橋體跨度較長,測船附近實時高分辨率精確潮位獲取較為困難。以上兩個原因,導致多波束聲波發(fā)射瞬間高程基準精度較差。為解決上述問題,本文基于雙船模式船載組合系統(tǒng)確定GNSS信號盲區(qū)換能器瞬時高程基準,開展如下研究內(nèi)容:1)闡釋基于雙船模式(1號主測量,2號GNSS潮位確定)的組成和工作原理,詳細說明該組合系統(tǒng)的特點�；�2號船GNSS潮位數(shù)據(jù)確定,提供1號主測量船瞬時潮位,解決了現(xiàn)有在GNSS信號盲區(qū)無法取得精確潮位問題。2)詳細闡明多傳感器系統(tǒng)時間同步的重要性。采用UTC時間作為基準,基于多源信號垂直特征匹配將GNSS與姿態(tài)傳感器時間統(tǒng)一;基于樣條插值函數(shù)將GNSS和姿態(tài)數(shù)據(jù)時間匹配;基于內(nèi)插外推法將壓力傳感器吃水數(shù)據(jù)和GNSS時間匹配,有效解決了多傳感器時間不同步問題,提高了雙船模式測量精度。3)仔細分析空間數(shù)據(jù)處理對GNSS信號盲區(qū)換能器瞬時高程精度的影響。針對各數(shù)據(jù)處理環(huán)節(jié):開展GNSS高程信號質(zhì)量控制研究;基于船載壓力傳感器吃水改正研究;基于船載姿態(tài)傳感器姿態(tài)改正研究;基于快速傅里葉變換潮位確定研究。在上述空間數(shù)據(jù)研究基礎上,獲得跨海大橋下GNSS信號盲區(qū)換能器瞬時高程精確數(shù)據(jù)。4)在廣東深圳灣開展GNSS信號盲區(qū)換能器瞬時高程精密確定實驗,通過對實驗區(qū)測量高程結(jié)果分析對比評定,驗證了跨海大橋下GNSS信號盲區(qū)換能器瞬時高程基準精密確定方法的有效性。
[Abstract]:The number of cross-sea bridges in China is increasing day by day. The erosion and siltation deformation of the pier and the seabed around the bridge area is an important factor affecting the safety of the bridge body. However, in the monitoring process, the GNSS receiver signal of ship is poor in navigation accuracy or unable to navigate in the bridge area because of being blocked by the bridge body. At the same time, the sea crossing bridge is mostly located in the complex area of tidal variation in the strait or the bay, and the span of the bridge body is longer. It is difficult to obtain accurate tidal level in real time and high resolution near the ship. For the above two reasons, the accuracy of the instantaneous elevation datum of multi-beam acoustic wave emission is poor. In order to solve the above problems, the instantaneous elevation datum of GNSS signal blind area transducer is determined based on the combination system of two ship modes. The following research content: 1) explains the composition and working principle of the two-ship model (No.1 main survey, No.2 GNSS tidal level determination), and explains the characteristics of the combined system in detail. Based on the GNSS tide level data of No. 2 vessel, providing the instantaneous tide level of No. 1 main surveying vessel, the problem of accurate tide level can not be obtained in the GNSS signal blind area is solved. 2) the importance of time synchronization in multi-sensor system is expounded in detail. Using UTC time as reference, GNSS and attitude sensor are unified based on vertical feature matching of multi-source signals, and GNSS and attitude data are matched based on spline interpolation function. Based on the interpolation extrapolation method, the pressure sensor draught data and GNSS time are matched, which effectively solves the multi-sensor time synchronization problem. The effect of spatial data processing on the instantaneous elevation accuracy of GNSS signal blind area transducer is analyzed carefully. For each data processing link: the GNSS elevation signal quality control research; based on shipboard pressure sensor draught correction research; based on shipboard attitude sensor attitude correction research; based on fast Fourier transform tidal level determination research. On the basis of the above spatial data research, the instantaneous elevation precision data of GNSS signal blind area transducer under the sea crossing bridge. 4) is carried out in Shenzhen Bay, Guangdong Province, where the instantaneous elevation precision determination experiment of GNSS signal blind area transducer is carried out. Through the analysis and evaluation of the measured elevation in the experimental area, the validity of the precision determination method of instantaneous elevation datum of GNSS signal blind area transducer under the sea crossing bridge is verified.
【學位授予單位】：東華理工大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：U666.1;P228.4

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