Satellite Navigation Systems (SNS) provide Position, Velocity and Time (PVT) services. The SNS is required to maintain its own System Time with high accuracy. To set up the precise System Time, each system component should maintain its own time within a specified limit. In the SNS, the onboard Space Vehicle (SV) time generator is one of the components and it should be set and maintained with few nanoseconds accuracy. To achieve accurate time setting with minimum difference between the ground and onboard SV systems, the onboard time setting should be highly predictable and accurate. This paper proposes an approach to initialize/set the onboard SV Time. The paper also discusses the concept of synchronization of SV Time with System Time with an overall accuracy better than 1 nsec. The proposed technique requires minimum setting time and synchronization steps and there is no need to predict accurate uplink propagation delay and command execution time.

The determination of the correct integer number of carrier cycles (integer ambiguity) is the key to high accuracy positioning with carrier phase measurements from Global Navigation Satellite Systems (GNSS). There are a number of current methods for resolving ambiguities including the Least-squares AMBiguity Decorrelation Adjustment (LAMBDA) method, which is a combination of least-squares and a transformation to reduce the search space. The current techniques to determine the level of confidence (integrity) of the resolved ambiguities (i.e. ambiguity validation), usually involve the construction of test statistics, characterisation of their distribution and definition of thresholds. Example tests applied include ratio, F-distribution, t-distribution and Chi-square distribution. However, the assumptions that underpin these tests have weaknesses. These include the application of a fixed threshold for all scenarios, and therefore, not always able to provide an acceptable integrity level in the computed ambiguities. A relatively recent technique referred to as Integer Aperture (IA) based on the ratio test with a large number of simulated samples of float ambiguities requires significant computational resources. This precludes the application of IA in real time.

This paper proposes and demonstrates the power of an integrity monitoring technique that is applied at the ambiguity resolution and positioning stages. The technique has the important benefit of facilitating early detection of any potential threat to the position solution, originating in the ambiguity space, while at the same time giving overall protection in the position domain based on the required navigation performance. The proposed method uses the conventional test statistic for ratio testing together with a doubly non-central F distribution to compute the level of confidence (integrity) of the ambiguities. Specifically, this is determined as a function of geometry and the ambiguity residuals from least squares based ambiguity resolution algorithms including LAMBDA. A numerical method is implemented to compute the level of confidence in real time.

The results for Precise Point Positioning (PPP) with simulated and real data demonstrate the power and efficiency of the proposed method in monitoring both the integrity of the ambiguity computation and position solution processes. Furthermore, due to the fact that the method only requires information from least squares based ambiguity resolution algorithms, it is easily transferable to conventional Real Time Kinematic (RTK) positioning.

The Istanbul Strait is one of the most congested waterways in the world and is difficult to navigate due to its ‘S-shaped’ geographic structure (Akten, 2004). Much of the local marine traffic affects navigation safety. Results of Yurtoren and Inoue (2004)'s study, which investigated navigational risks in the Istanbul Strait in terms of manoeuvring difficulties and accident statistics, indicates the necessity of effective and applicable local traffic management in the southern entrance of the Strait. In this study, Marine Traffic Fast Time Simulation (MTFTS) studies are used and an attempt is made to improve navigation safety by proposing Local Traffic Separation Schemes (LTSS).

The next generation Global Navigation Satellite Systems (GNSS), such as Galileo and Global Positioning System (GPS) modernization, will use signals with equal code and bit periods, resulting in a potential bit sign transition in each primary code period of the received signal segments. A bit sign transition occurring within an integration period usually causes a splitting of the Cross Ambiguity Function (CAF) main peak into two smaller side lobes along the Doppler shift axis in the search space and it may lead to an incorrect Doppler shift estimate, which results in a serious performance degradation of the acquisition system. This paper proposes a novel two steps based bit sign transition cancellation method which can overcome the bit sign transition problem and remove or mitigate the CAF peak splitting impairments. The performance of the proposed technique has been comprehensively evaluated with Monte Carlo simulations in terms of detection and false alarm probabilities, which are presented by Receiver Operating Characteristic (ROC) and Signal-to-Noise-Ratio (SNR) curves. The test results show that the proposed acquisition technique can provide improved performance in comparison with the state-of-the-art acquisition approaches.

In a car navigation system the conventional information used to guide drivers in selecting their driving routes typically considers only one criterion, usually the Shortest Distance Path (SDP). However, drivers may apply multiple criteria to decide their driving routes. In this paper, possible route selection criteria together with a Multi Objective Path Optimisation (MOPO) model and algorithms for solving the MOPO problem are proposed. Three types of decision criteria were used to present the characteristics of the proposed model. They relate to the cumulative SDP, passed intersections (Least Node Path – LNP) and number of turns (Minimum Turn Path – MTP). A two-step technique which incorporates shortest path algorithms for solving the MOPO problem was tested. To demonstrate the advantage that the MOPO model provides drivers to assist in route selection, several empirical studies were conducted using two real road networks with different roadway types. With the aid of a Geographic Information System (GIS), drivers can easily and quickly obtain the optimal paths of the MOPO problem, despite the fact that these paths are highly complex and difficult to solve manually.

Aided Inertial Navigation Systems (INS) systems are commonly implemented in land vehicles for a variety of applications. Several methods have been reported in the literature for evaluating aided INS performance. Yet, the INS error-state-model dependency on time and trajectory implies that no closed-form solutions exist for such evaluation. In this paper, we derive analytical solutions to evaluate the fusion performance. We show that the derived analytical solutions manage to predict the error covariance behavior of the full aided INS error model. These solutions bring insight into the effect of the various parameters involved in the fusion of the INS and an aiding sensor.

Shoe mounted Inertial Measurement Units (IMU) are often used for indoor pedestrian navigation systems. The presence of a zero velocity condition during the stance phase enables Zero Velocity Updates (ZUPT) to be applied regularly every time the user takes a step. Most of the velocity and attitude errors can be estimated using ZUPTs. However, good heading estimation for such a system remains a challenge. This is due to the poor observability of heading error for a low cost Micro-Electro-Mechanical (MEMS) IMU, even with the use of ZUPTs in a Kalman filter. In this paper, the same approach is adopted where a MEMS IMU is mounted on a shoe, but with additional constraints applied. The three constraints proposed herein are used to generate measurement updates for a Kalman filter, known as ‘Heading Update’, ‘Zero Integrated Heading Rate Update’ and ‘Height Update’.

The first constraint involves restricting heading drift in a typical building where the user is walking. Due to the fact that typical buildings are rectangular in shape, an assumption is made that most walking in this environment is constrained to only follow one of the four main headings of the building. A second constraint is further used to restrict heading drift during a non-walking situation. This is carried out because the first constraint cannot be applied when the user is stationary. Finally, the third constraint is applied to limit the error growth in height. An assumption is made that the height changes in indoor buildings are only caused when the user walks up and down a staircase. Several trials were shown to demonstrate the effectiveness of integrating these constraints for indoor pedestrian navigation. The results show that an average return position error of 4·62 meters is obtained for an average distance of 1557 meters using only a low cost MEMS IMU.

The GNSS-R technique brings out the need for signal receiver systems to process both direct and reflected GNSS signals. This paper describes the architecture of a new GNSS-R receiver system (GRrSv.2) that features enhanced capabilities for remote sensing based on reflected Global Positioning System (GPS) signals. Signal processing issues including DDM calculation, Carrier and Code Generation and DDM Synchronization are presented. Aircraft- and land-based verification experiments for ocean winds, ocean Significant Wave Heights (SWH) and soil moisture have been performed and some primary results are presented in this paper.

Signal-In-Space Error (SISE) is important for the system integrity of GNSS. Real-time monitoring SISE has been one of the effective solutions used for improving GNSS system-level integrity. As one of the typical solutions, the Galileo integrity concept uses Signal-In-Space Accuracy (SISA) and Signal-In-Space Monitoring Accuracy (SISMA) respectively to transmit the quality of SIS and the integrity alarming information to users. As an important component of the Galileo Integrity Concept, Worst User Location (WUL) is of great importance for the computation of SISA and SISMA. An improved WUL algorithm based on a geometrical model is given in this paper, which needs no iterative search and is simple when compared with the existing models. The WUL accuracy requirement is discussed based on an analysis of the magnitude of the orbit errors and SIS ranging resolution and error. The conclusion is that, considering the metre-level orbital error observed in the orbit determination process, as long as the orientation error of the WUL is less than three degrees, the projection error of SISE can be kept to centimetre levels. This will satisfy the requirements of most users. The algorithm is further optimised to omit the non-linear iterative parts based on the above assumption. The optimisation reduces computation load and enhances the real-time capability. GPS raw measurements are used to validate the correctness and reliability of the algorithms.

The status of the tropopause has impact on weather phenomena and climate change occurring in the atmosphere of the Earth. The investigation of structure and variation of the tropopause plays a significant role in an in-depth understanding of water vapour exchange, mass and chemical materials across the tropopause, and their impacts on climate change and ecological environment. With the advantages of high vertical resolution, global coverage, unbiased instrumentation, and long-term stability, GPS Radio Occultation (RO) data is ideal for the monitoring of tropopause structure. In this research, GPS RO data from the two missions, CHAMP and COSMIC, were used to assess and analyse the temporal and spatial variations in tropopause heights and temperature over China. The consistency of the precision of the GPS temperature profiles derived from the two missions were also statistically validated. The two types of tropopause, i.e. the Lapse Rate Tropopause (LRT) and the Cold Point Tropopause (CPT), were determined from the GPS RO temperature profiles, and the trend of the variations in tropopause heights and temperatures of the two types of tropopause were compared and analysed.

Autonomous orbit determination of a navigation constellation is the process by which the orbit parameters of navigation satellites are autonomously calibrated onboard the satellites without the need for external aids. It commonly uses a satellite onboard data processing unit and a filtering method to process the measurements of inter-satellite ranges. The onboard data processing unit is the main module of autonomous navigation systems. In this paper, the two main factors that affect the accuracy of autonomous orbit determination for a navigation constellation are discussed first, and then a distributed onboard algorithm for autonomous orbit determination of navigation satellites is proposed. This method is based on a long-term ephemeris prediction and is suitable for the satellite hardware capability. The main feature of this method is that both the distributed computing method and an onboard analytical state transition matrix are used to process inter-satellite range measurements. One of the main advantages of this approach is high-speed computing since the amount of calculations needed is significantly less than that of the centralised computing method and those distributed methods that need to use an onboard numerical integrator. Another advantage of this approach is that the use of the onboard analytical state transition matrix algorithm can save a great amount of resources for both ground-to-satellite data transmissions and data storage units in satellites’ hardware. This could result in substantial cost reduction for space missions. Finally, a simulation method used for testing the proposed algorithm is presented. Results of tests over a period of 90 days show that the user range error of autonomous orbit determination derived from the proposed method is less than three metres.

A number of methods have been developed to enhance the robustness of Global Positioning System (GPS) receivers when there are a limited number of visible satellites. Vector tracking is one of them. It utilizes information from all channels to aid the processing of individual channels to generate receiver positions and velocities. This paper analyzes relationships among code phase, carrier frequency, and receiver position and velocity, and presents a vector loop-tracking algorithm using an Extended Kalman filter implemented in a Matlab-based GPS software receiver. Simulated GPS signals are generated to test the proposed vector tracking method. The results show that when some of the satellites are blocked, the vector tracking loop provides better carrier frequency tracking results for the blocked signals and produces more accurate navigation solutions compared with traditional scalar tracking loops.

New signals from the modernised satellite navigation systems (GPS and GLONASS) and the ones that are being developed (COMPASS and GALILEO) will present opportunities for more accurate and reliable positioning solutions. Successful exploitation of these new signals will also enable the development of new markets and applications for difficult environments where the current Global Navigation Satellite Systems (GNSS) cannot provide satisfying solutions. This research is aiming to exploit the improvement in monitoring, modelling and mitigating the atmospheric effects using the increased number of signals from the future satellite systems. Preliminary investigations were conducted on the numerical weather parameter based horizontal tropospheric delay modelling, as well as the ionospheric higher order and scintillation effects. Results from this research are expected to provide a potential supplement to high accuracy positioning techniques.

In designing and developing navigation receiver embedded software, the correct scheduling of navigation tasks is critical for ensuring that a receiver works in the right way. If a receiver's timing scheduling becomes abnormal, it may lead to timing conflicts of the multi-tasking navigation receiver, which may seriously influence the system's performance of real-time features and functionalities. This paper models the timing scheduling of navigation receivers by extracting all important timing parameters including the execution time, period, deadline and priority etc., and focusing on the execution time. The maximum execution time of a navigation task relies on the design and implementation algorithms and the computing capability of the processor. The execution time parameter can be properly adjusted in receiver software design or even in the phase of the receiver requirement changes. On the other hand, the other parameters (i.e., the period, deadline and priority) mainly depend on the receiver's technical requirements, and usually these parameters are set to constant values. In this research, a novel off-line method based on the maximum allowed execution time dichotomy optimization is proposed, and the equilibrium rule is proposed to apply to the multi-task maximum allowed execution time dichotomy search and an analysis of time series of those parameters obtained from real observations of receiver tasks was also conducted. Results indicate that the relative equilibrium is more suitable to the multi-task scheduling of receiver navigation, compared to the absolute equilibrium. The proposed method provides a fast off-line scheduling approach for the top level task design of navigation receivers, and remarkably improves the development efficiency of receiver embedded software.

As the technology of global navigation satellite system (GNSS) and augmentation systems are evolving rapidly, compatibility becomes a critical issue for system providers. By April 2011, China had successfully launched eight satellites of the Compass phase II (CP II) navigation system, which will provide positioning, navigation, timing and communication services to the Asia-Pacific region by the year 2012. Due to the limitations of available radio frequency bandwidths, it is important to assess the compatibility and to design signals based on the compatibility within these limited radio frequency bandwidths. This paper presents a modified compatibility assessment methodology, derived from the traditional methodologies that are based on the spectral separation coefficient (SSC) and the effective carrier-power-to-noise density ratio. The modified methodology takes into account additional factors including the Doppler offset, code tracking loop, and band-limiting, sampling and quantisation (BSQ) of the GNSS receiver. In the simulation section, the comprehensive compatibility assessment between CP II and other GNSSs, such as GPS, Galileo, Wide Area Augmentation System (WAAS) and European Geostationary Navigation Overlay Service (EGNOS) on L1 Band are carried out and presented with some new results. Simulation results reveal that CP II does not cause serious interference on GPS, Galileo, WAAS and EGNOS as the interference level is below the 0·25 dB threshold recommended by ITU.

Centimetre-level RTK solutions are mainly influenced by satellite orbit errors, ionospheric and tropospheric delays, and measurement noise (including multipath effects). Estimation and mitigation of the main errors for the CM-level Compass RTK solutions over medium-long baselines are investigated. Tests conducted for this research lead to the following conclusions:

1. 1. For 100 km baselines, a 4 cm error in height component will be induced by a 10 m orbit error. For longer baselines, rapid precise ephemeris will be needed for CM-level accuracy RTK solutions.

2. 2. The residual ionospheric delay error can be eliminated using the optimal triple-frequency ionosphere-free linear combination with the coefficients of 2·6087, −0·5175 and −1·0912 respectively for observations on f1, f2 and f3 frequencies. This combination is optimal in terms of its noise level, e.g., the noise is only amplified three times. It can be used for high accuracy RTK positioning.

3. 3. The residual tropospheric delay can be resolved for the introduced relative zenith tropospheric delay (RZTD) parameters.

Compared with traditional GPS signals, modern GNSS signals are much more complex and have various new modulations. This introduces a difficulty in combining multiple signal components into a constant-envelope signal that maximises the power efficiency of High Power Amplifiers (HPA) on satellites. This paper first describes the fundamental Phase-Optimised Constant-Envelope Transmission (POCET) technique that searches the optimum combining solution for multiple binary navigation signals. Then the Compass B1/B3 signals are modelled by POCET. For the B1 band, a binary complex sub-carrier is adopted to implement the centre frequency difference between regional and global Compass navigation systems. Regional B1 Open Service (OS) signals and global TMBOC signals are combined with optimum loss of 1·0 dB. For the B3 band, Interplex modulation is proved to be the optimum method to combine QPSK (10) and BOC (15, 2·5) signals. Signal quality in the presence of finite word-length effects of Digital-Analog (DA) converters is analysed. Simulations for signal model validation are conducted. The result indicates that relative amplitude error less than 0·01 and angle error less than 0·1 degree can be achieved with 10 bit DA converters. The POCET method is demonstrated as an efficient solution for Compass signals.