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⎡ ⎤
Such was confirmed from the measurement that is presented in 1
Section IV. G = ⎣0⎦ (6)
0
1
III. M IXED F ILTERING A PPROACH H = 2 [1 − 2 1]. (7)
Ts
As mentioned in the introduction, displacement estimation
from noisy acceleration via direct double integration often In the matrix, α is a model parameter with 0 α ≤ 1, and
exhibits unrealistic drifts. Instead of direct double integration, Ts is the sampling interval. In the state-space form, F is the
the mixed filtering approach is proposed to resolve this issue. state transition matrix for updating the previous state, G is the
The approach can be summarized as follows: First, an estima- input matrix for the noise, and H is the measurement matrix
tion method is introduced to estimate the values of the states for mapping the estimated displacement onto the measured
or parameters from the measured data. Then, bandpass filters acceleration. The noise u(n) and w(n) are assumed to be
are applied to obtain the results in wavebands. Finally, the mutually independent and zero-mean white Gaussian noise
amplitude and phase of the estimated data are compensated processes. The initial displacement x(0) is assumed to be zero.
by some compensation filters to obtain the information on The autocovariance and the cross-covariance in the model are
the track irregularities from the estimated lateral and vertical compactly denoted as follows:
⎡⎡ ⎤
displacements. u(n) ⎡ ⎤∗ ⎤ ⎡ Q(n) S(n) 0
⎤
u(m) δ
⎢⎢ w(n) ⎥ ⎣ ⎥ ⎢ S ∗ (n) R(n) nm 0 ⎥
E ⎣⎣ ⎦ w(m) ⎦ ⎦=⎣ 0 0 Π0 ⎦
.
x(0)
A. State-Space Model and Kalman Filter x(0)
1 0 0 0
The relationship between the measured acceleration and the (8)
estimated displacement can be represented with the discrete-
In this equation, Q(n) and R(n) are the autocovariance of
time state-space model, which is based on the statistical random
u(n) and w(n), respectively, S(n) is the corresponding cross-
walk model. For this representation, two assumptions should
covariance of the noise, and Π0 is an autocovariance of the
be made [20], [21]: First, the model follows a random process
initial displacement x(0).
whose future probabilities are only determined by present val-
A Kalman filter algorithm is used to estimate the displace-
ues and are independent of past values, which is the Markov
ment from the measured acceleration data. The discrete-time
process assumption, and second, the model is represented by
Kalman filter algorithm in covariance form is summarized as
the process and measurement models.
follows:
The discrete-time state-space model for displacement esti-
• Initial condition
mation from noisy acceleration is as follows.
• State (or transition) model
(0| − 1) = 0
x (9)
P (0| − 1) = Π0 . (10)
x(n + 1) = F x(n) + Gu(n). (1)
• Recursion relations are presented in (11)–(15), shown at
• Space (or measurement) model
(n + 1|n) is the estimate
the bottom of the page, where x
of x(n) and P(n + 1|n) is the state error covariance
a(n) = Hx(n) + w(n) (2)
information in n step.
wherein
B. Bandpass Filters
x(n) ∈ R3×1 (3)
After Kalman filtering, a series of discrete Butterworth spa-
a(n),⎡u(n), w(n)⎤∈ R1×1 (4)
tial frequency bandpass filtering is applied for classifying the
α 0 0 displacement in the following wavebands: from 3 to 25 m, from
F = ⎣ 1 0 0⎦ (5) 25 to 70 m, and from 70 to 150 m (for the vertical direction)
0 1 0 or 200 m (for the lateral direction). The bandpass filters are
− Innovation :
(n|n − 1)
e(n) = a(n) − H x (11)
− Innovation covariance : Re (n) = HP (n|n − 1)H ∗ + R(n) (12)
∗
− Kalman prediction gain : K p (n) = (F P (n|n − 1)H + GS(n)) R−1
e (n) (13)
− State estimation :
(n + 1|n) = F x
x
(n|n − 1) + K p (n)e(n) (14)
∗ ∗
− State error covariance : P (n + 1|n) = F P (n|n − 1)F + GQ(n)G − K p (n)Re (n)K ∗p (n) (15)
752 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
1 −1
− Correlation matrix update : R−1
M (n) = RM (n − 1) − KM (n)LtM (n)R−1
M (n − 1) (22)
λ
− Filter parameter vector : hM (n) = hM (n − 1) + KM (n)eM (n) (23)
LEE et al.: MIXED FILTERING APPROACH FOR TRACK CONDITION MONITORING 753
Fig. 5. Mean square error during adaptation process: Lateral direction. Fig. 8. Spatial frequency response of the compensation filter: Vertical
direction.
responses of the lateral and vertical compensation filters are Fig. 10. Comparison of vertical irregularity: Reference filtering versus mixed
filtering. (a) 70 ∼ 150 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
shown in Figs. 7 and 8. These figures show that the mean square
error and frequency response characteristics of the two trials are
very similar to each other. measurement system. The parameters of each reference filter
are obtained at the end of the adaptation process.
The lateral and vertical irregularities of the 1 km section,
B. Validating Effectiveness of the Proposed Approach
which are estimated with the reference and the mixed filtering,
To validate the effectiveness of the mixed filtering approach, are compared in Figs. 9 and 10, and their power spectral den-
its results are compared with those of the estimation using sities are also compared in Figs. 11 and 12. In the comparison,
the reference filtering whose parameters are estimated with the both the reference and the mixed filtering were found similar
120th-order RLS adaptive filter for each waveband. The inputs to those of the track irregularities from 3 to 70 m, but only
of the adaptive filter are the acceleration data, and the desired the mixed filtering was similar to the track irregularities that
output is the measured displacement via the track geometry were above 70 m. These mean that the mixed filtering approach
754 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
Fig. 11. Power spectral density of the lateral track irregularity: Reference
filtering versus mixed filtering.
Fig. 12. Power spectral density of the vertical track irregularity: Reference
filtering versus mixed filtering.
Fig. 14. Comparison of vertical irregularity: Using the vertical axle-box- Fig. 15. Comparison of lateral irregularity: Using the lateral bogie-mounted
mounted accelerometer. (a) 70 ∼ 150 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m. accelerometer. (a) 70 ∼ 200 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
The lateral irregularity at 1.7 km and the vertical irregularity error by using the compensation filters. In these figures, the
at about 5 km are also clearly observed in the 25–70 m wave- compensation filter is very effective in the lateral irregularity
band, with predicted amplitudes that are similar to those with in the wavebands from 70 to 200 m and from 25 to 70 m for
the axle-box-mounted accelerometer. Additionally, the vertical both accelerometers. It is moderately effective in the lateral
irregularity is well defined in the 70–150 m waveband and irregularity from 3 to 25 m, in the vertical irregularity from
agrees well with the measurement system results. At a first 25 to 70 m for both accelerometers, and from 3 to 25 m for
glance, it would seem that the axle box follows the vertical the axle-box accelerometer. It is insignificant in the vertical
irregularity more closely than the bogie at all the wavebands irregularity from 3 to 25 m for the bogie accelerometer and from
because vertical track irregularities directly affect the motion 70 to 150 m for both accelerometers.
of the wheelset and the axle box. However, it is found that
estimates from the bogie-mounted accelerometer follow the
V. S UMMARY AND C ONCLUSION
vertical irregularity more accurately at all the wavebands. The
reason for this is unknown, and further research should be A new method is proposed to estimate lateral and vertical
carried out to explore this phenomenon more fully. track irregularities using data collected from accelerometers
3) Mean Square Error Analysis: The performance of the mounted on the axle box and the bogie of in-service high-
compensation filter is evaluated quantitatively using the mean speed trains. The method is based on a mixed filtering approach,
square error shown in Figs. 17 and 18. A chart is provided which consists of a Kalman filter for displacement estimation,
in Fig. 19 to evaluate the improvement in the mean square bandpass filters for waveband classification, and compensation
756 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
Fig. 18. Mean square error of the measured and the estimated vertical track
irregularity.
Fig. 19. Improvement of the mean square error by using the compensation
filters.
bogie accelerometers and from 25 to 70 m for the axle- [18] J. S. Lee, S. Choi, S. S. Kim, and C. Park, “Estimation of rail irregularity
box and the bogie accelerometers. by axle-box accelerometers in a high-speed train,” in Proc. 10th IWRN,
Oct. 2010, pp. 613–625.
4) In the estimation of the vertical track irregularity, the [19] S. S. Kim, C. Park, Y.-G. Kim, and C. Park, “Parameter characteristics of
results from the bogie-mounted accelerometers are better rail inspection measurement system of HSR-350x,” J. Mech. Sci. Technol.,
than those from the axle-box-mounted accelerometer in vol. 23, no. 4, pp. 1019–1022, Oct. 2009.
[20] A. H. Sayed, Adaptive Filters. Hoboken, NJ: Wiley, 2008.
the waveband from 70 to 150 m, even though the axle [21] K. Ogata, Discrete-Time Control Systems, 2nd ed. Upper Saddle River,
box should follow the irregularity more closely than the NJ: Prentice-Hall, 1995.
bogie. The reason for this phenomenon is unknown and [22] J. G. Proakis and D. G. Manolakis, Digital Signal Processing, 4th ed.
Upper Saddle River, NJ: Pearson Educ., 2007.
will be explored in further research. [23] A. H. Wickens, Fundamentals of Rail Vehicle Dynamics: Guidance and
Stability. Lisse, The Netherlands: Swets & Zeitlinger, 2003.
[24] A. Antoniou, Digital Filters: Analysis, Design, and Applications, 2nd ed.
ACKNOWLEDGMENT New York: McGraw-Hill, 1993.
Choonsoo Park was born in South Korea in 1963. Young Guk Kim was born in Yangpyeong, Korea.
He received the B.S., M.S., and Ph.D. degrees in He received the M.S. degree in production engi-
mechanical engineering from the Yonsei University, neering from the Korea Advanced Institute Science
Seoul, Korea, in 1989, 1991, and 2005, respectively. and Technology, Daejeon, Korea, in 1986, and the
From January 1991 to June 1996, he was a Re- Ph.D. degree in dynamics of railway vehicle from the
searcher in the rolling stock division at the institute University of Ajou, Suwon, Korea, in 2003.
of Hyundai precision company. Since August 1996, He is currently with Korea Railroad Research
he has been a Chief Researcher with Korea Rail- Institute, Uiwang, Korea, where he is involved in the
road Research Institute, Uiwang, Gyeonggi, Korea. high-speed rail division for the development of the
During this period, he had participated in the de- high-speed railway vehicle.
velopment project for the Korean high-speed train.
From January 2006 to December 2006, he was in Johns Hopkins University,
Baltimore, MD, USA as a Visiting Researcher. He is a Subproject Leader for
the development of the HEMU-400X high-speed train from 2007.