Active Sonar Time-Window Navigation and Positioning Model Without External Information Assistance

XUE Shuqiang; YANG Cheng; BIAN Jiachao; YANG Wenlong; ZHAO Shuang

doi:10.13203/j.whugis20240131

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Active Sonar Time-Window Navigation and Positioning Model Without External Information Assistance

Geodesy and Survey Engineering | 更新时间：2026-11-05

- Active Sonar Time-Window Navigation and Positioning Model Without External Information Assistance
- Geomatics and Information Science of Wuhan University Vol. 51, Issue 2, Pages: 296-305(2026)
- 作者机构：
  
  1.中国测绘科学研究院，北京，100039
  2.中国地质大学（北京）土地科学技术学院，北京，100083
  3.山东大学空间科学与物理学院，山东威海，264200
- 作者简介：
- 基金信息：
- DOI：10.13203/j.whugis20240131
  CLC： P229
- Received：19 September 2024，
  
  Published：05 February 2026
- 稿件说明：
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薛树强,杨诚,卞加超，等.无外部信息辅助的主动式声呐时间开窗导航定位模型[J].武汉大学学报（信息科学版）,2026,51(2):296-305.

XUE Shuqiang,YANG Cheng,BIAN Jiachao,et al.Active Sonar Time-Window Navigation and Positioning Model Without External Information Assistance[J].Geomatics and Information Science of Wuhan University,2026,51(2):296-305.
薛树强,杨诚,卞加超，等.无外部信息辅助的主动式声呐时间开窗导航定位模型[J].武汉大学学报（信息科学版）,2026,51(2):296-305. DOI：,10.13203/j.whugis20240131

XUE Shuqiang,YANG Cheng,BIAN Jiachao,et al.Active Sonar Time-Window Navigation and Positioning Model Without External Information Assistance[J].Geomatics and Information Science of Wuhan University,2026,51(2):296-305. DOI：,10.13203/j.whugis20240131

摘要

受限于海底导航信标时间同步的固有难度，水下导航通常采用主动式定位模型。然而，该模型总是不适定的，即每个观测对应载体信号收发时刻的两个待定点。若忽略载体运动，可取0.5倍的信号往返程的传播时间作为观测值进行定位，但这必然引入模型误差，特别是在深海场景或载体高速运动的情形下；若使用多普勒测速或惯性导航等航位推算信息，则会导致声呐导航依存于外部信息。因此，提出了一种附加载体运动学参数的主动式声呐时间开窗导航定位模型，实现了载体位置、速度、加速度等信息的联合估计，在实时输出载体当前时刻坐标信息的同时实现了载体任意时刻运动状态信息的获取，解决了主动式定位模型的不适定性问题。同时，提出了时间开窗导航定位精度几何因子（trajectory dilution of precision

TRDOP），以评估时间开窗导航定位构型的强度。结果表明，TRDOP可以很好地刻画时间开窗导航定位构型的优劣，且时间开窗导航定位模型显著优于传统空间交会定位模型。在日本公开数据集上的测试结果显示，主动式声呐时间开窗导航定位模型的导航定位精度优于5 m，且窗口中间时刻的定位精度更高。

Abstract

Objectives

Underwater acoustic navigation predominantly employs active positioning models due to the inherent challenge of achieving precise time synchronization among seafloor navigation beacons. A fundamental limitation of this model is its ill‑posed nature

where each observation corresponds to two unknown states of the carrier vehicle. A common simplification assumes the carrier is stationary during the signal's round‑trip travel time

allowing the use of half this duration for positioning via spatial intersection. However

this assumption inevitably introduces model errors

which become significant in deep‑sea environments or during high‑speed carrier motion. Alternative approaches integrate external information from sensors such as Doppler velocity logger (DVL) or inertial navigation system (INS) to resolve the ambiguity

but it compromises the independence of system and introduces complexities related to cross‑sensor error contamination. The primary objective is to develop a self‑contained navigation and positioning model that effectively resolves the inherent ill‑posedness of active sonar systems without relying on external aiding information

thereby enhancing both accuracy and autonomy in underwater navigation.

Methods

To address the aforementioned challenge

a novel time‑window navigation and positioning model for active sonar is proposed. The core innovation lies in the incorporation of the carrier's kinematic parameters directly into the observation model. Instead of estimating only a single position per epoch

the proposed model treats the carrier's trajectory over a short

sliding time window as a polynomial. This allows for the joint estimation of key motion states

including position

velocity

and acceleration

using only the accumulated two‑way travel time measurements from multiple pings within the window. The proposed method leverages the principle of windowed estimation

analogous to techniques used in satellite orbit determination

to overcome the rank deficiency of single‑epoch solutions. Furthermore

to quantitatively assess the geometric strength and reliability of the positioning configuration within the time‑window framework

a new metric termed the trajectory dilution of precision (TRDOP) is introduced.

Results

The performance of the proposed time‑window model and the effectiveness of TRDOP are rigorously validated through both simulation and real data experiments. The simulation results demonstrate a strong positive correlation between the calculated position dilution of precision and acceleration dilution of precision values and the corresponding root mean square errors in estimated position and velocity

confirming that TRDOP is a reliable indicator of navigation configuration quality. The comparative analysis reveal that the traditional spatial intersection model

which ignores carrier motion

produces substantial errors in simulated scenarios with moving carriers. In contrast

the proposed time-window model can achieve positioning accuracy at the meter level. A key finding is that the positioning accuracy at the mid-point of the time window is consistently higher than that at the current epoch. The tests conducted on a publicly available Japanese global navigation satellite system‑acoustic dataset show that the time‑window navigation model successfully achieves positioning accuracy better than 5 m. The constant‑velocity model generally yield slightly better and more stable results for the tested trajectories

which could be effectively approximated as piecewise linear.

Conclusions

We present a significant advancement in active sonar‑based underwater navigation by introducing a time‑window positioning model that intrinsically resolves the system's ill‐posedness. The proposed model successfully eliminates the dependency on external sensors like DVL or INS for fundamental disambiguation

enabling the generation of independent

high‑rate estimates of the carrier's full kinematic state solely from acoustic ranging observations. The proposed TRDOP metric provides a valuable tool for designing and evaluating the geometric strength of such time‑window navigation scenarios. The experimental results conclusively demonstrate the superiority of the proposed model over the conventional spatial intersection approach

particularly under dynamic carrier motion. The achieved sub‑5‑meter accuracy on real data highlights its practical potential.

关键词

Keywords

references

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