FYP

Velocity, Bearing Estimation from GPS
Measurements
BSc (Hons.) in Surveying and Geo-Informatics

Department of Land Surveying and Geo-Informatics
The Hong Kong Polytechnic University
Yeung Chun Yiu
May 2006
Precise Velocity Estimation from GPS Measurements
Abstract
Abstract of dissertation entitled:
PRECISE VELOCITY ESTIMATION FROM GPS MEASUREMENT

submitted by Yeung Chun Yiu for the degree of Bachelor of Science (Hons.) in Surveying
and Geo-Informatics at the Hong Kong Polytechnic University in May 2006.
A lot of research has been conducted on the feasibility of using GPS as a vehicle velocity
meter. In particular, the precision of velocity is one of the interests. In this paper, there
would be different kinds of velocity measurement techniques to evaluate the precision of
GPS velocity. Investigation was performed on comparing and analyzing different
velocities obtained so as to discover the best solution for deriving velocity and the
suggestions for maximizing the performance of GPS.
The project was performed in static and kinematic environments using both the carrier
phase derived Doppler and raw receiver Doppler methods to collect the velocity raw data.
Different environments for velocity measurement such as multipath and high dynamics
were assessed.
2
Acknowledgements
I would like to express my gratitude to my project supervisor, Dr. Wu Chen, Associate

Professor of the Department of Land Surveying and Geo-Informatics, for furnishing me
with valuable opinions and guidance on my work.
I am also grateful to thank Mr. Sydney Cheng, teaching assistant in the department of
Land Surveying and Geo-Informatics, for his useful opinions and guidance on my field
works as well as data analysis.
Moreover, I would like to thank my classmate CHENG Shui Lun, TAI Po Lok, Yu Tsz
Kin for their assistance in the field work with me so that my burden is greatly reduced.
Finally, I would like to thank to my families for their support.
3
Contents
ABSTRACT……………………………………………………………...…………….. i
ABKNOWLEDGEMENT…………………………………………………………... ii
CONTENTS…….…………………………………………………………………..… iii
LIST OF FIGURES………………………………………………………………….. iv
LIST OF TABLES…………………………………………………………………..... v
CHAPTER 1 INTRODUCTION
1.1 Background………………………………………………………………..... 1
1.2 Objectives…………………………………………………………….……... 1
CHAPTER 2 LITERATURE REVIEW

2.1 GPS Velocity Interpretation………………………………………………….
2.2 Doppler’s shift in GPS……………………………………………….……..…
2.3 Carrier Phase Derived Doppler and Receiver Generated Doppler……….
2.4 Kalman Filter…………………………...……………………………………..
2.5 Velocity Measurement Procedure………...……………………………….…
2.6 Error in GPS Velocity …………………………...……………………….…..
2.7 How to Improve GPS Velocity………………………………………….…….
CHAPTER 3 METHODOLOGY
3.1 Observations Modes for GPS Velocity……………………………………..
3.1.1 Static Observation ………………………………...………..……….
3.1.2 Kinematic Observation……………...………………………………
3.1.3 GPS Velocity Accuracy Assessment….…………………………….
3.2 Data Output………….………………………………………………………...
CHAPTER 4 FIELD WORKS

4.1 Site Reconnaissance…………….……………………………………………..
4.2 Preparation before Field Works……………………………………………
4.3 Static Observation……………………….…………………………………….
4.4 Kinematic observation……………………………………………………....
CHAPTER 5 DATA ANALYSIS

5.1 Static Observation result……….………………………….………………….
5.2 Kinematic Observation result....………….……...…………………………...
5.2.1 Pseudorange Derived Velocity……..……………………………….
5.2.2 Kalman Filtering…………………………………………………….
5.2.2.1 Algorithm Design………………………………………….
5.2.2.2 Result after adjustment with Kalman Filtering………....
4
5.2.3 RTK result………...…………………………………………………

CHAPTER 6 RECOMMENDATIONS AND CONCLUSION
REFERENCE…………………………………………………………………………
5
List of Figures
Figure 2.2.1 Doppler’s Effect………..……………………………………………………
Figure 3.2.1 Structure of a NMEA-0183 sentence………………………………………
Figure 4.1.1 Map of GPS Static observation…………………………………………….

Figure 4.1.2 Map for Route of GPS Kinematic Observation (Manual)......…..………..
Figure 4.1.3 Photos for Route of GPS Kinematic Observation (Manual)...….………..
Figure 4.3.1 Resolving for Two Horizontal Velocity Vectors…………….…………….
Figure 4.4.1 Route for Kinematic Observation (Manual)………...…………………….
Figure 5.1.1 Speed over Ground in Static Mode (North)………..……...………………

Figure 5.1.2 Speed over Ground in Static Mode (East)………………..………...……...
Figure 5.1.3 Static Velocity Data at the Beginning……...………………………………
Figure 5.2.1 Sample of NMEA 0183 Output Data………………………………………
Figure 5.2.2 Position Variation along a 100m Track using Velocity Data (Trial 1)…..
Figure 5.2.3 Using Pseudorange to Generate the Position Data (Trial 1)……………...
Figure 5.2.8 GPS Velocity (compared with pseudorange) (North) (Trial 1)…………..
Figure 5.2.9 GPS Velocity (compared with pseudorange) (East) (Trial 1)…………….
Figure 5.2.10 Velocity North Changes after Running up the Whole Path (Trial 1)…..
Figure 5.2.11 Velocity East Changes after Running up the Whole Path (Trial 1)…….
Figure 5.2.12 Pseudorange-derived Velocity (North) (Trial 1)…………………………
Figure 5.2.13 Pseudorange-derived Velocity (East) (Trial 1)……………………..……
Figure 5.2.14 RTK-derived Velocity (North) (Trial 1)………………………………….
Figure 5.2.15 RTK-derived Velocity (East) (Trial 1)…………………………………...
Figure 5.2.16 GPS Velocity (compared with RTK) (North) (Trial 1)…………….……
Figure 5.2.17 GPS Velocity (compared with RTK) (East) (Trial 1)……………………
…
6
List of Tables
Table 3.2.1 VTG Sentence Output from Leica GPS System 500……………………….
Table 3.2.2 VTG Sentence Output from Trimble DSM 212H………………………….
Table 5.1.1 Statistical Result Showing the Static Observation Result…………………
Table 5.2.1 Position Shifts Generated from Velocity and Pseudorange Position Data.
Table 5.2.2 Difference between RTK and GPS Velocity (North and East) in Three
Trials (Mean and Standard Deviation of Total Time Elapsed)………………………...
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Chapter 1: Introduction
1.1 Background
Traditionally, measuring velocity can be done externally by speedometers. Nowadays,
with the growing popularity and accuracy of the Global Positioning System (GPS), GPS
is becoming one of the possible solutions to determine velocity with an accuracy of a few
meters depending on the specification and methods. In this case, a number of researches
have been done to achieve a cheaper and more accurate velocity measurement using GPS
by adopting specific approaches and controls.
To determine more precise GPS velocity, the Doppler’s frequency shift measurement is
one of the approaches. This approach has been researched for a few years and their
results appear that the development should attain a desirable accuracy in the future. In
this situation, the GPS will soon be a major solution in precise velocity determination.
1.2 Objectives
Apart from the trend of GPS velocity development, some interests are drawn on the
accuracy of the velocity and its ability of accuracy achievement in stand-alone mode.
Therefore, I would emphasize on two main ways of position determination, pseudorange
and carrier phase position, to find the velocity with computation of time. Furthermore,
based on velocity accuracy achieved, the accuracy position output from pseudorange
should be raised by the adjusting with velocity.
The ultimate achievement is to:

-investigate how the GPS provides precise velocity by experiments and thereby proposes
the potential application in navigation;
-examine the factors and errors which will affect the velocity measurement;
-express the accuracy on using the GPS to measure velocity as compared to the method
by position determination;
-state the advantages and disadvantages of using the GPS to measure velocity;
-provide bearing assessment.
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Chapter 2 Literature Review
2.1 GPS Velocity Interpretation

Velocity measured by GPS is divided into three dimensions: X, Y and Z. This reflects
how the GPS receiver determines the change in velocity in three dimensions. For
navigation, X and Y (Northing and Easting) components are very useful which gives an
account of velocity in horizontal motion. Z (Up) component is to derive the vertical
velocity and motion of the receiver. The application of Z component is particularly
important for hydrographic field to determine the wave motion. There is also a three
dimensional velocity (3D velocity) which is equal to square root of the sum of square of
three velocity components: V3D = (VX2+VY2+VZ2)1/2. This quantity reflects the total amount
of velocity measured in three dimensions.
2.2 Doppler’s shift in GPS

Doppler’s shift describes the relative motion between the satellite and the receiver in GPS
system. When the source of wave approaches the observer, the wavelength is stretched
and decreases. Since the velocity of wave is constant, the frequency will increase. The
opposite results when the source of wave is away from the observer. The figure below
illustrates the phenomenon:
Figure 2.2.1 Doppler’s Effect
λ1 λ2
When a satellite transmits signal (in wave) to the receiver, the signal will be received on
the ground receiver with a change in frequency and wavelength since both the receiver
9
and satellite are in motion. This small change in frequency is the Doppler’s shift and the
GPS receiver has to continually track it to determine the velocity.
The basic equation for Doppler’s shift is as follow:
V 
Fd = Fs  
C 
where,
Fd is the Doppler shift frequency
Fs is source frequency
V is the relative speed between source and observer
C is the speed of sound
Many reviews on achieving precise GPS velocity measurements usually adopt the
Doppler’s shift frequency to determine a more stable and smooth velocity.
The Doppler’s shift can not be measured directly by a single receiver. The velocity is
derived by the Kalman filter inside the GPS receiver.
2.3 Carrier Phase Derived Doppler and Receiver Generated Doppler

Most modern GPS systems use the Doppler’s shift signal received and so the output
velocity is smoothed. There are two common ways for GPS receiver to compute the
velocity. One is to use receiver generated Doppler which provides measurement of
instantaneous velocity. Another is to use carrier phase-derived Doppler to obtain mean
velocity between epochs.
The noise from receiver generated Doppler is usually larger than the carrier phase derived
Doppler since the measurement time for receiver generated one is short. On the other
hand, the carrier phase derived Doppler provides a smooth velocity output with a long
period of measurement between observation epochs and the noise is much lesser. By
differencing carrier phase observation equation, the carrier phase derived Doppler can be
computed.
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The frequency of carrier on receiver is constant while the received carrier frequency is
changing because of the Doppler’s shift by the relative motion between the satellite and
receiver. The phases for receiver and satellite are related by the time elapsed for the
signal to transmit from the satellite to the receiver. The carrier phase measurement is then
the integral number of carrier cycles plus the fractional cycles. However, GPS receiver
has no ability to determine the integer number of cycles and therefore the initial number
of cycles becomes ambiguous. The GPS receiver will assume the number of cycles
arbitrary when it first locks on the satellite. To solve the integer ambiguity N, the
coordinates of the receiver are required.
Here is the carrier phase observable equation:

Ф = ρ + c(dt-dT) + λN - dion + dtrop + ε
where Ф is the carrier phase observable, ρ is the geometric range between satellite and
receiver, c is the speed of light, dt-dT are the GPS time offsets of satellite and receiver
clocks, λ is the wavelength of carrier. dion and dtrop are the ionospheric and tropospheric
delays and ε is the receiver noise.

The GPS receiver continuously locks on the satellite signal. The time rate of change of
carrier phase is free from the integer ambiguity and is related to the Doppler’s shift which
is used for determining velocity.
The above equation can be transferred as the observation equation for velocity
determination. Serrano et al[2004] demonstrated the algorithm as below:
 us = hus ⋅ (v u − V s ) + B u − ε us
Φ Φ
ε usΦ = −b s + I us + Tus + ∂V + ξ

S
with
where  us is the velocity, hus is the directional cosine vector between the receiver and
Φ
satellite, v u is the receiver velocity vector, V s is the satellite velocity vector, B u is the
receiver clock drift, and ε us


Φ
is the error component consists of several components( b s is
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the satellite clock drift, I us is the ionospheric delay rate, Tus is the tropospheric delay
∂V is the error in satellite velocity derivation and ξ is the receiver system noise.)
S
rate,
εs
The components inside u were modeled out as random errors and the remaining
Φ
parameters became unknowns. The satellite velocities and satellites clock drift can be
estimated from Earth-Centered-Earth-Fixed (ECEF) satellite coordinates from broadcast
ephemerides by differencing epoch-by-epoch satellite positions. Each epoch of velocity
solution can be achieved.
The first order central difference approximation of the carrier phase to generate the
Doppler measurements was demonstrated by Cannon and Szarmes et al [1997]. They
performed experiments on finding velocity errors with two types of receivers using the
raw Doppler measurement from the receivers and carrier phase-derived Doppler
measurements by the first order central difference approximation in both static, low
dynamics and high dynamics. The advantage of it is the easy implementation and
provision of appropriate velocity estimates in low dynamics environments. The velocity
errors are minimized a lot after applying the approximation.
 (t ) ≈ Φ(t + ∆t ) − Φ(t − ∆t ) where Φ (t ) is the derivatives of input signal Ф(t) at

Φ
2∆t
time t
2.4 Kalman Filter

Kalman filter, in mathematical and statistical sense, is a constraint to the observations.
For navigation application in GPS, it is used to integrate with measurements from other
systems such as INS and AHRS.
Two processes are modeled by a Kalman filter [NAVSTAR GPS USER EQUIPMENT
INTRODUCTION, 1996]. The first model is the system dynamics model and describes
how the error state vector changes in time. The second model is the measurement model
and describes the relationship between the error state vector and any measurements
12
processed by the filter. The principle of the Kalman filter is to determine the accuracy of
measurements and apply larger weighing to those measurements which are accurate and
reversely smaller for inaccurate measurements.
The system dynamics process continuously tracks the error state vector of the total
navigation state. The total navigation state can be defined as the mean position and
velocity in accordance with different applications. The system can predict the error state
vector for next epoch. At particular time t, the error in the estimated total navigation state
is x(t) with y(t) denotes the navigation state and ŷ(t) its estimate. x(t)= ŷ(t)-y(t).
This differential equation is non-linear and expanded in a Taylor’s series. Then the
equation is differenced with the true state and higher order terms are eliminated. At
discrete time tk, the linear differential equation for the time rate of change of the
navigation error state is:
x(tk)=Фk-1x(tk-1)+Gk-1(tk-1)w(tk-1)
where Gk-1 is the state transition matrix which indicates the change of error state vector
with time
w(tk-1) is the white, zero mean Gaussian noise sequence
The measurement process is to relate the error state vector with measurements provided
by other sensors. Forming the measurement equation is similar to system dynamic
process. The non-linear total navigation state differential equation is expanded and the
higher order forms are ignored. The equation at particular time tk is:
z(tk)=Hkx(tk)+v(tk)
where z(tk) is the measurement at time tk
Hk is the measurement matrix
v(tk) is the white, zero mean Gaussian sequence.
2.5 Velocity Measurement Procedure

Most studies for velocity measurement of vehicles using GPS were conducted into two
parts. The first part requires a static measurement of GPS. The place for static
measurement of GPS varies with the goals of studies. Usually, the measurement is
13
performed for 30 to 45 minutes of rate of 1 Hz [Szarmes et al]. The purpose of the static
measurement is to derive how the GPS velocity agrees with the zero velocity and thus
determine the velocity estimates as well as the precision and errors.
The second part is the kinematic observation. The first procedure of all is the static
initialization. For kinematic measurement, it is required to stay on a platform for about 15
minutes for static initialization to derive GPS velocity performance under the real
situation. After static initialization, the GPS receiver is moved along the predetermined
path from the starting point to the ending point. The visibility to the sky is essential. The
receiver should be moved at constant velocity according to different demands of the
measurement procedure.
The result produced by Szarmes et al [1997] indicated the performance of two types of
receivers. In terms of static test, the result shows a millimeter deviation of 3D velocity
errors for two receivers. In aircraft static initialization, there are a number of approaches
to assess the measurements. With [a] raw Doppler measurements of two receivers, [b] the
first order central difference approximation of carrier phase measurement for one
particular receiver and [c] the two receiver raw Doppler measurements differenced with
the previous carrier phase derived Doppler velocities, the tests try to find the best solution
for velocity estimates for two receivers and the result of one receiver is prior to another
one. The kinematic test adopts the approach [c] in the static initialization to assess the
accuracy in velocity. It shows a very small increase in velocity error from static to
kinematic.
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2.6 Error in GPS Velocity

Velocity Noise
It is the unmannered attenuation and amplification due to undesirable disturbance of
signals. Noise is common in all measuring system. The cause of noise principally comes
from the receiver.
Multi-path Environment
Multipath environment is always the main error source of GPS. High multipath condition
causes the satellite signal reflection from the building and obstacles to the receiver so that
inaccurate signals arrive the receiver. A good receiver usually establishes an algorithm to
certify that only the earliest signal is considered.
Dynamics
Dynamics refer directly to the acceleration such that high dynamic is in a larger
acceleration condition and low dynamic is in a smaller acceleration and even in a static
condition. Low dynamic is easier for GPS to derive an accurate velocity with its
estimates whilst high dynamic requires an accurate velocity estimates from satellite
signal.
2.7 How to Improve GPS Velocity

Before understanding how to achieve a precise velocity, a number of factors should be
considered which directly affects velocity output.
Receiver Quality
Receiver manufacturers should have a satisfactory quality on positioning ability. Good
receiver should produce desired Doppler’s measurement and minimum clock bias.
Doppler-aided Velocity/Position Algorithms
Application of Kalman filter in GPS precise velocity is revealed in some researches. The
Doppler-aided velocity/position algorithm is to combine the code range with Doppler
measurements and process them with Kalman filter [Simpsky et al]. Simpsky provided
driving tests which adopts Doppler measurement and provide velocity solution with
proper modeling of tropospheric delay.
15
Chapter 3 Methodology
3.1 Observations Modes for GPS Velocity

One of the requirements in this dissertation is to set up a GPS receiver in static mode to
determine how the receiver velocity varies with zero velocity. Leica GPS system 500 (SR
530) provides Static, Rapid-Static, Kinematic (static initialization), Kinematic on-the-fly,
Real Time RTK observation modes which will be required in the dissertation.
3.1.1 Static observation

In static observation, a stand-alone GPS receiver is placed on a point to obtain the
velocity. This point should be located properly such that a desirable visibility can be
obtained. The receiver is placed statically for 45 minutes and the real time velocity data
are transmitted from the RS232 port to the serial port of laptop through the data
communication cable. These data are converted into digital format and they are drawn
into graphs to show the variation of the GPS velocity.
3.1.2 Kinematic observation

For kinematic observation, the receiver is moved manually around a predefined track.
The track is a square path setting up by a steel tape. Kinematic observation requires a
static initialization of receiver for about 15 minutes which also provides horizontal
coordinates of the starting point. A laptop is connected with the receiver to collect NMEA
messages. Then the receiver starts to move and the starting time is counted. The
observation rate in kinematic observation is usually larger than that in static mode to
obtain a faster rate of changing in position. After the receiver is travelled along the whole
path, it ends at the starting point and the stoppage time is counted. The receiver is put
back on the tripod and stayed for a while.
3.1.3 GPS velocity accuracy assessment

In this dissertation, there will be several methods to assess the accuracy of GPS velocity.
They are pseudorange approach, carrier phase-derived velocity approach, RTK approach
16
Pseudorange approach
Pseudorange is the collection of horizontal position data through $GPLLK of NMEA
0183 message output. This message provides pseudorange local grid coordinates data.
These data are collected to determine the position changes and thus determine the
velocity in kinematic observation. The data are adjusted together with the position data
processed by GPS velocity and time using Kalman filter.
Carrier phase-derived velocity approach

This method requires the determination of velocity vectors both from receiver and
satellites as well as the receiver clock drift. The velocity vectors of receiver are
determined from carrier phase-derived position changes in receiver during field works
while the satellites velocity vectors are calculated from the position changes in satellite
from the data of broadcast ephemerides. The
Real time kinematic approach

Real time kinematic method adopts the similar approach as carrier-phase but difference in
an additional one control point providing adjustment of position data.
3.2 Data Output

The message received from GPS receiver is in NMEA 0183 standard format. NMEA
0183 standard is developed by the National Marine Electronics Association which
provides a standard interface for definition of electrical signal requirements and data
transmission protocol, through different means of transmission ports such as serial port.
NMEA 0183 standard has developed for several years and the mostly updated version is
3.01. Each GPS manufacturers develop their own versions of NMEA message output but
most messages are similar to the standard format. According to different functions
available in the receiver, the receiver provides different messages. The figure below
shows the structure of a standard NMEA-0183 sentence.
17
Asterisk Delimiter
Comma Delimiter
$GPVTG,153.5313,T,153.5313,M,0.011,N,0.021,K,A*33
Message
Identifier
Field 1
Field 2 Checksum
Field 3 Field 9
Field 4 Field 8
Field 5 Field 7
Field 6
Figure 3.2.1 Structure of a NMEA-0183 sentence

NMEA-0183 sentences are strings of comma-delimited text. There are several fields and
a checksum for each message sentence. These sentences will vary slightly in different
systems and some message outputs may not be provided in some systems.
Two GPS systems, Leica GPS system 500(SR 530) and Trimble DSM 212H are assessed
and they respectively provide slightly different NMEA messages of velocity outputs.
They both adopt message identifier VTG as velocity message output and provide nearly
the same VTG format. However, the Trimble GPS is mainly used for marine application
and it uses “track over ground” as the direction from true north. The Leica GPS is used
mainly in land application and the velocity information output is “course over ground”.
The speed output has two kinds of units: knots and km/hr with 3 decimal places. 1 Knot
is equal to 1.8532 km/hr.
The VTG formats of two types of receiver are displayed as below:

Leica GPS system 500
VTG - Course Over Ground and Ground Speed
$GPVTG, x.x, T, x.x, M, x.x, N, x.x, K, A*hh
18
Field Format Content

1 $GPVTG Header, incl. Talker ID,message sent from
Receiver
2 x.x Course over ground, degrees (0.0° to 359.9°)
3 T True (fixed text “T”)
5 M Magnetic (fixed text “M”)
6 x.x Speed over ground
7 N Knots (fixed text “N”)
8 x.x Speed over ground
9 K Km/h (fixed text “K”)
10 A Mode Indicator
A = Autonomous mode
D = Differential mode
N = Data not valid
*hh Checksum
<CR> Carriage Return
<LF> Line Feed
Table 3.2.1 VTG Sentence Output from Leica GPS System 500
Trimble DSM 212H
VTG - Course Over Ground and Ground Speed
$GPVTG,0,T,,,0.000,N,0.000,K*33
Field Format Content
1 $GPVTG Header, incl. Talker ID,message sent from
Receiver
3 T True (fixed text “T”) shows that track made good is
relative to true north
4 Not Used
5 Not Used
6 x.xxx Speed over ground in knots (0-3 decimal places)
7 N Knots (fixed text “N”) shows that speed over
ground is in knots
8 x.xxx Speed over ground in kilometers/hour (0-3 decimal
places)
9 K Km/h (fixed text “K”) shows that speed over
ground is in kilometers/hour
Checksum *hh
Table 3.2.2 VTG Sentence Output from Trimble DSM 212H
Besides, GPVTG, there are two other NMEA-0183 messages GPGGA and GPLLK
which are also necessary to determine the UTC time of position and local grid
coordinates.
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Chapter 4 Field Works
4.1 Site Reconnaissance

One of the major problems of using GPS is the visibility as mentioned in the previous
chapter. Therefore, the choice of location for field works must be thoughtfully
considered. A suitable location would be a plain area with few high-rise buildings and
structures. After consideration, I choose the plain area at podium level at core A inside the
campus for static observation. This place provides a satisfactory visibility with
considerable multipath environment.
Figure 4.1.1 Map of GPS Static Observation
For kinematic observation, I choose Ho Man Tin for field measurement. This place
provides adequate visibility for GPS. This area is a football court with good sky visibility
and thus providing a desirable situation for GPS. The area is also plain and large enough
for field works.
20
Figure 4.1.2 Map for Route of GPS Kinematic Observation (Manual)
Figure 4.1.3 Photos for Route of GPS Kinematic Observation (Manual)
4.2 Preparation before Field Works

The basic equipments used in the dissertation require two Leica GPS 500 systems with
radios, tripods, external batteries and a laptop with NMEA data acquisition software.
Before GPS field work, it is necessary to calibrate the GPS for static and kinematic
modes. The update rate is set to 5 seconds for static and 1 second for kinematic. Faster
observation rate would be required for kinematic mode to obtain faster data change in
21
measurement. Finally, proper transformation parameters from WGS84 coordinates to

HK80 grid coordinates should be inputted into the receiver before field works.
4.3 Static Observation

The data are collected on 27th February, 2006, using the Leica GPS system 500. Stand-
alone GPS receiver is put in a static environment to collect velocity data and these data
are transferred to the laptop in real time for 45 minutes.
There is quite a large variation of velocity when the receiver starts to operate. Therefore,
the receiver is stayed for some times to wait for a more static performance of velocity
output. The data will be collected until they become stable. It is necessary to convert the
unit (km/hr) into unit (m/s) for post-processed interpretation.
The resulting velocity vector will then be resolved into two horizontal velocity vectors by
the course angle from true north (Ө).
vx = v cosӨ N
vy = v sinӨ
Ө
vy E
vx
Figure 4.3.1 Resolving for Two Horizontal Velocity Vectors
22
4.4 Kinematic Observation

In kinematic observation, the receiver is moved manually within an area starting and
ending at the same position. A laptop is connected with the receiver to acquire the LLK,
VTG and GGA messages so that the pseudorange position, time and velocity data can be
determined. The following figure illustrates the phenomenon:
Start & End

(x0,y0)
25 m
Figure 4.4.1 Route for Kinematic Observation (Manual)
A route of approximate 100 meters with each side equals to 25 meters is set up by a steel
tape. A GPS receiver is stayed on the starting point for 15 minutes to determine the
coordinates (xo, yo) and perform initialization. Then the receiver is moved manually along
the route as shown above from the starting point and the starting time is recorded. It
travels along a square path and ends at the starting point. The receiver will be put back on
the tripod to attain the same ending position and the ending time is recorded. The test is
performed for three times to assess and compare the accuracy of three tests. The
advantage of a square path is its easy route design. The receiver should be held as vertical
as possible during movement to minimize errors such as cycle clips. The update rate of
data is fixed at 1 second interval.
The principle behind the experiment is to discover the velocity performance for stand-
alone GPS in kinematic environment.
The formula below explains the phenomenon:
x = xo + vxΔt
23
y = yo + vyΔt
where xo and yo are the initial coordinates, x and y are the coordinates of the next epoch.
Δt is the time elapsed, vx is the easting velocity vector and vy is the northing velocity
vector.
The coordinates of the next location can be computed by using the velocity data and time.
The relevant data are loaded from the LLK, VTG and GGA messages. The position of
next epoch is computed by using the formula above. After running up the whole path and
coming back to the starting point, the pseudorange position calculated from the GPS
velocity and time as well as the position of the initial coordinates can be compared.
There are three attempts in the experiment. It is necessary to collect three sets of data and
to compare their respective accuracy. Some interpretations are focused on the
pseudorange and carrier phase observation. Pseudorange observation is equal to the
difference between the receiver time tr and satellite time tk at signal transmission
24
Chapter 5 Data Analysis

5.1 Static Observation Result
The static velocity data is compiled and two graphs for each vector are drawn below.
Speed Over Ground

(North) (m/s) versus time
Velocity (North)
(m/s) 0 500 1000 1500 2000 2500 3000
0
-0.001
-0.002
-0.003
-0.004
-0.005
-0.006
Clips Time Elapsed (second)
Figure 5.1.1 Speed over Ground in Static Mode (North)
Speed Over Ground

Velocity (East) (East) (m/s) versus time
(m/s)
0.0035
0.003
0.0025
0.002
0.0015
0.001
0.0005
0
0 500 1000 1500 2000 2500 3000
Time elapsed (second)
Figure 5.1.2 Speed over Ground in Static Mode (East)
25
It can be seen from the above graphs that the velocities for north and east vectors are not
real “zero” and there are some errors for the GPS receiver. The velocity output is around
5 millimeters per second for northing vector and 1.75 to 3 millimeters per second for
easting vector. The velocity error is quite small for both velocity vectors. The variation is
not large for northing vector and less than 2 millimeters per second for easting vector.
This small variation indicates the small static velocity errors.
The table below shows the data collected during the beginning. It shows the variation of
velocity is quite high and there are some outliers.
Large velocity variation
during the start of survey
Outlier
Figure 5.1.3 Static Velocity Data at the Beginning

I reject the beginning section of data and start recording data until they become static.
The velocity data only contains three decimal places and therefore there are some “clips”
shown in figures 5.1.1 and 5.1.2 above when there is a 0.001km/hr change of velocity.
Speed Over Ground (North)
Speed Over Ground (East) (m/s)
(m/s)
Mean -0.00492866 0.00233564
standard deviation 0.00018725 0.000459
RMS 0.00493222 0.00238032
Table 5.1.1 Statistical Result Showing the Static Observation Result
26
5.2 Kinematic Observation Result

5.2.1 Pseudorange derived velocity
The data produced in the kinematic is quite different from the static observation.
This time the observation should include the velocity, time and pseudorange position data
from NMEA 0183 output and carrier phase position data. These data are collected and
post-processed.
Figure 5.2.1 Sample of NMEA 0183 Output Data

After data processing, respective velocity generated position and pseudorange position
variations are figured out. Figures 5.2.2-5.2.7 show the position variations and using
pseudorange and velocity data in three trials. Figures 5.2.8 and 5.2.9 show the velocity
variation from GPS.
27
Position variation along a 100m track using velocity

data (Trial 1)
5
0
-30 -25 -20 -15 -10 -5 0 5 Start
& End
-5
-10
y (m)
-15
-20
-25
-30
x (m)
Figure 5.2.2 Position Variation along a 100m Track using Velocity Data (Trial 1)
GPS pseudorange position data (Trial 1)

819055
819050
819045
Start
& End
Northing (m)
819040
819035
819030
819025
819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
Easting (m)
28
Figure 5.2.3 Using Pseudorange to Generate the Position Data (Trial 1)
Position variation along a 100m track using

velocity data (Trial 2)
5
0
-30 -25 -20 -15 -10 -5 0 5 Start
-5
& End
-10
y (m)
-15
-20
-25
-30
x (m)
GPS Pseudorange position data (Trial 2)

819055
End
819050
Start
819045
Grid Northing
819040
819035
819030
819025
819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
Grid Easting
29
Position variation along a 100m track using velocity

data (Trial 3)
5
0
-30 -25 -20 -15 -10 -5 0 5 Start
& End
-5
-10
y (m)
-15
-20
-25
-30
x (m)
GPS Pseudorange position data (Trial 3)

819055
819050 Start
& End
819045
Grid Northing
819040
819035
819030
819025
819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
Grid Easting
30
Speed Over Ground

Trial 1 (Manual)
1.5
1
Velocity North (m/s)
0.5
0
15:33:24 15:33:42 15:33:59 15:34:16 15:34:34 15:34:51 15:35:08 15:35:25 15:35:43 15:36:00 15:36:17
-0.5
-1
-1.5
Time elapsed(hh:mm:ss)
Figure 5.2.8 GPS Velocity (compared with pseudorange) (North) (Trial 1)
Speed Over Ground

(East) (m/s) versus time
Trial 1 (Manual)
1.5
1
Velocity East (m/s)
0.5
0
15:33:24 15:33:42 15:33:59 15:34:16 15:34:34 15:34:51 15:35:08 15:35:25 15:35:43 15:36:00 15:36:17
-0.5
-1
-1.5
Figure 5.2.9 GPS Velocity (compared with pseudorange) (East) (Trial 1)
31
Position shifts Shifts in Shifts in Position shifts Shifts in Shifts in

generated from Northing Easting generated from Northing Easting
velocity data (m) (m) (m) pseudorange (m) (m)
Trial (End –Start) (End –Start) data (m) (End –Start) (End –Start)
(N1) (E1) (N2) (E2)
Trial 1 -0.083 0.373 Trial 1 -0.636 0.227
Trial 2 0.167 0.411 Trial 2 2.003 -1.541
Trial 3 0.187 0.412 Trial 3 0.331 1.702
Difference between Abs(N1-N2) Abs(E1-E2)
two methods of
data
Trial 1 0.553 0.146
Trial 2 1.836 1.952
Trial 3 0.144 1.29
Table 5.2.1 Position Shifts Generated from Velocity and Pseudorange Position Data
Assuming the starting point starts at (0, 0), the velocity and time data are processed
together to generate the relative position variation along the track. At the same time, the
pseudorange position data are also recorded. After processing out three sets of data in two
approaches, we find out the shifts in easting and northing and compare their error values
for these two approaches.
The main interpretation should focus on the starting and ending position.
In the above three trials, the shift in velocity generated position data are in reasonable
amount which is not larger than 0.5 meters.
The pseudorange position data are erroneous with unexpected large errors in trials 2 and
3. The position shifts are very large in compare with trial 1.
When comparing the velocity generated position data with pseudorange position data,
there are obviously large differences. The main cause is due to the large errors in
pseudorange position data. Trial 1 has the least difference compared with other two trials.
Another thing is examined is the pattern of two methods of position outputs. The velocity
32
generated position has a nearly square pattern along the whole track. However, the
pseudorange position pattern is not in a “square” pattern. The error generated should be
composed of both random errors and less accurate position performance.
Based on the above information, both the pseudorange and velocity data should contain
errors but pseudorange would have larger errors.
The shifts in the three trials are larger and more unexpected for pseudorange data since
stand-alone pseudorange positions usually have large errors in meters level.
After each trial, the receiver is put back to the tripod. The static position keeps changing
since the velocity is not absolutely zero. However, the position does not really shift after
the receiver stops and the static velocity implies the velocity error generated by the
receiver as it is not zero.
Speed over ground (North) changes with time (After running

up the whole path) (trial 1)
0.1
0.08
0.06
0.04
0.02
0
-0.02 0 5 10 15 20 25 30
Time (second)
Figure 5.2.10 Velocity North Changes after Running up the Whole Path (Trial 1)
Speed over ground (East) changes with time (After running

up the whole path) (trial 1)
0.02
Velocity East (m/s)
0
-0.02 0 5 10 15 20 25 30
-0.04
-0.06
-0.08
Time (second)
33
Figure 5.2.11 Velocity East Changes after Running up the Whole Path (Trial 1)
Velocity derived from pseudorange (North) (Trial 1)
2
1.5
1
0.5
0
15:33:07
-0.5 15:33:50 15:34:34 15:35:17 15:36:00 15:36:43
-1
-1.5
-2
Time (hh:mm:ss)
Figure 5.2.12 Pseudorange-derived Velocity (North) (Trial 1)
Velocity derived from pseudorange (East) (Trial 1)
1
Velocity East (m/s)
0
15:33:07 15:33:50 15:34:34 15:35:17 15:36:00 15:36:43
-1
-2
-3
-4
Time (hh:mm:ss)
Figure 5.2.13 Pseudorange-derived Velocity (East) (Trial 1)

The velocity data derived from pseudorange are also assessed to find its accuracy. The
data contain errors and outliers and cannot be used as the velocity determination or
comparison with the GPS velocity.
From the results above, we know the pseudorange position data contains errors. It would
34
be a good way to adjust it by using the velocity data.
5.2.2 Kalman Filtering

5.2.2.1 Algorithm Design
I adopt the method of Kalman filtering from two sets of equations models.
Dynamic equation
 x E = x E 0 + v x ∆t + n1

 y N = y N 0 + v y ∆t + n 2
where xE, yN are the easting and northing derived from velocity and xEo, yEo are the initial
easting and northing derived from velocity
vx and vy are the velocities easting and northing
n1 and n2 are the errors.
Observation equation
 x k = x E + n3

 y k = y N + n4
where xk, yk are the pseudorange easting and northing
n3 and n4 are the errors.
We can see the relationship from the above two sets of equations. The position derived
from the velocity should have the same position derived from pseudorange if there are no
errors. As the field works done, we assume the initial position (xEo, yEo) as (0, 0) and
generate the position solution at next epoch by GPS velocity and time. The velocity
generated position difference should have similar position difference that provided by
pseudorange. Time is set at 1 second interval and the receiver time is modeled out as
random error. Therefore, the remaining components pseudorange position and velocity
are combined together and adjusted by Kalman filter.
There are four components pseudorange easting (xk), northing (yk) and velocity easting
(vx), northing (vy) to be adjusted.
35
 xk   n1 
y  n 
The state vector is then created as x ( k ) =  k
and v k =  
2
V x   n3 
   
V y   n4 
Observation model
The observation model includes the measurement and state vector. The equations are as
follow: At particular epoch k, the estimated state vector equals to x(k).
By using least square adjustment, the observation at time = tk will become
 xk 
y 
y( k ) = A( k ) x ( k ) + V ( k ) where y( k ) =   and A( k ) = I
k
V x 
 
V y 
where A(k) is the design matrix, x(k) is the state vector matrix, y(k) is the matrix of
observation and V(k) is the error vector of observation matrix
Dynamic model
The dynamic model shows the relationship of two state vectors between the two different
epochs. In this model, the state vector at time t = k-1 is used to relate the observation at
time t = k by transition matrix
where Δt = 1 second.
x ( k ) = Φ( k , k − 1) x ( k − 1) + U ( k )
where x(k-1), x(k) are state vectors at epochs k-1 and k, U(k) is the error vector of state
vector matrix and Φ(k,k-1) is the transition matrix and
1 0 ∆t 0 1 0 1 0
0 1 0 ∆t  0 1 0 1
Φ( k , k − 1) =  = 
0 0 1 0 0 0 1 0
   
0 0 0 1 0 0 0 1
The first procedure of Kalman filter is the prediction model. The estimated state vector

between two adjacent epochs x ( k , k − 1) is computed from the estimated state vector in
36
the previous epoch and transition matrix.
37
Prediction
The prediction model is as follow:
 
x ( k , k − 1) = Φ( k , k − 1) x ( k − 1, k − 1)
 
P ( k , k − 1) = Φ( k , k − 1) P ( k − 1, k − 1)Φ( k , k − 1) + Q
 
where P ( k , k − 1) and P ( k − 1, k − 1) are the predicted covariance matrices of the
 
estimated state vector x ( k , k − 1) and x ( k − 1, k − 1)
Q is the covariance matrix of error vectors U(k)
Estimation

[ 
K ( k ) = P ( k , k − 1) AT ( k ) A( k ) P ( k , k − 1) AT ( k ) + R( k ) ] −1
 
x ( k , k ) = x ( k , k − 1) + K ( k )[ y( k ) − A( k ) x( k , k − 1)]

P ( k , k ) = [ I − K ( k ) A( k )] P ( k , k − 1)
where K(k)is the gain matrix
x(k,k)is the state vector at epoch k using prediction model
P(k,k)is the covariance matrix of state vector at epoch k using prediction model
R(k) is the covariance matrix of error vectors V(k)
5.2.2.2 Result after Adjustment with Kalman Filtering

The above algorithms are matched into the observations dataset and the pseudorange
coordinates are adjusted by varying the covariance matrix of state vector and error
vectors of state vector and observation vectors. Different settings of the above covariance
matrices would produce different results and the pattern of pseudorange coordinates
which is best-fit with the pattern in velocity-derived positions estimation would be the
best setting for the Kalman Filter.
The choices of covariance matrix are based on…

For the covariance matrices of error vectors Q and R, the choice is based on two
directions. R is computed based on the receiver ability in evaluating the positions and
velocity. The values inside the R matrix are usually set in a constant value and the values
38
in Q matrix are varied. The variation is based on the accuracy of the observation data that
should be achieved and the values should start from small values and enlarge it until the
pattern match best with the data in velocity-derived position (the dynamic model).
Adjusted Result with P = 1000, R = 25,25,0.0001,0.0001 1000 0 0 0 

 
Q = 25,25,0.0001,0.0001  0 1000 0 0 
P=
819055
0 0 1000 0 
 
 0 0 0 1000 
819050 
 52 0 0 0 
Adjusted Northing (m)
819045

0 52 0 0 
R= 
819040 0 0 0.012 0 
0 0 0 0.012 

819035
52 0 0 0 

819030 0 52 0 0 
Q= 
0 0 0.012 0 
819025 0 0 0 0.012 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
Adjusted Easting (m)
1000
Adjusted 0
Result 
0with P0= 1000, R = 25,25,0.0001,0.0001
 
 0 1000 0 0 
Q = 100,100,0.01,0.01
P=
819055
0 0 1000 0 
 
 0 0 0 1000 
819050  
 52 0 0 0  
819045

 0 52 0 0 
R= 2 
819040  0 0 0.01 0 
0 0 0 0.012 

819035
10 2 0 0 0 

819030  0 10 2 0 0 
Q= 
 0 0 0.12 0 
819025  0 0 0 0.12 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
39

 
Q = 10000,10000,1,1  0 1000 0 0 
P=
819055 0 0 1000 0 
 
 0 0 0 1000 
819050 
 52 0 0 
 0
819045
0 5 2
0 0 
R= 2 
819040  0 0 0.01 0 
0 0 0 0.012 

819035
1002 0 0 0 

819030  0 100 2
0 0
Q= 2 
 0 0 1 0
819025  0
 0 0 12 
819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
The above three graphs tell the position variation after the adjustment by fixing the R
matrix and varying the Q matrix. The graphs above are started from the smallest value
“5m” for position coordinates and “0.01m/s” for velocity inside the Q matrix. The values
are increased as “10m / 0.1m/s” and “100m / 1m/s” for graphs 2 and 3. The result from
the second graph shows the best result among the three and provides the smoothest
solution. It is found that when the values inside the Q matrix increase, the resulting graph
will be more “straight”. The Q matrix is large in compared with the R matrix and the
information is mainly based on the dynamic model (i.e. The velocity-derived position).
The decision of the amount of values inside the Q matrix is based on the resulting graph.
The choice of values inside the Q matrix is that the increment of values should undertake
a significant change in patterns. After several trials, the best change in values with the
pattern would be as above shown.
Now, the next procedure is to perform another test to deduce the values for other R
matrices varying with Q matrix.
40

 
Q = 100,100,0.01,0.01  0 1000 0 0 
P=
819055
0 0 1000 0 
 
 0 0 0 1000 
819050 
10 2 0 0 0 

819045
 0 10 2
0 0 
R= 2 
819040  0 0 0.1 0 
 0 0 0 0.12 

819035
10 2 0 0 0 

819030  0 10 2 0 0 
Q= 
 0 0 0.12 0 
819025  0 0 0 0.12 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725

 
Q = 10000,10000,1,1  0 1000 0 0 
P=
819055
0 0 1000 0 
 
 0 0 0 1000 
819050 
10 2 0 0 0 

819045
 0 10 2
0 0 
R= 2 
819040  0 0 0.1 0 
 0 0 0 0.12 

819035
100 2 0 0 0 

 0 100 2
0 0
819030 Q= 
 0 0 12 0 
819025  0 0 0 12 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
The two graphs above show the variation based on fixing another R matrix. The approach
is similar to previous set of R matrix. This time the R matrix is larger and the Q matrix is
varied from the smallest value. The smallest value should not be larger than the R matrix
since the receiver ability should not overtake the measurement error. Graph 2 shows
similar pattern as the previous third graph. It illustrates that the dynamic model overtakes
the measurement model. These two graphs do not show a great difference with the
41
previous set of graphs and therefore it is needed to adjust the values of P matrix to outline
more suitable solutions. This time the values inside P matrix are increased to “10000” to
see any significant change for the graph.

 
Q = 25,25,0.0001,0.0001  0 10000 0 0 
P=
0 
819055
0 0 10000
 
 0 0 0 10000 
819050 
52 0 0 0 
819045 
0 5 2
0 0 
R= 2 
819040 0 0 0.01 0 
0 0 0 0.012 

819035
52 0 0 0 

819030 0 52 0 0 
Q= 
0 0 0.012 0 
819025 0 0 0 0.012 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725

 
Q = 100,100,0.01,0.01  0 10000 0 0 
P=
0 
819055
0 0 10000
 
 0 0 0 10000 
819050 
52 0 0 0 

819045
0 5 2
0 0 
R= 2 
819040 0 0 0.01 0 
0 0 0 0.012 

819035
10 2 0 0 0 

 0 10 2 0 0 
819030 Q= 
 0 0 0.12 0 
819025  0 0 0 0.12 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
42

 
Q = 10000,10000,1,1  0 10000 0 0 
P=
0 
819055
0 0 10000
 
 0 0 0 10000 
819050 
52 0 0 0 
819045

0 5 2
0 0 
R= 2 
819040 0 0 0.01 0 
0 0 0 0.012 

819035
100 2 0 0 0 

819030  0 100 2
0 0
Q= 2 
 0 0 1 0
819025  0 0 0 12 

819020
836685 836690 836695 836700 836705 836710 836715 836720 836725
From the results above, it is possible to adjust the position from velocity information
under suitable adjustment model, parameters and constraints, etc. The resultant positions
would be smoother, as compared with unadjusted information.
43
5.2.3 RTK Result

Another comparison method used is the RTK derived velocity. The result is shown as
follow:
RTK velocity (North) (Trial 1)

1.5
1
RTK velocity North (m/s)
0.5
0
15:55:26 15:56:10 15:56:53 15:57:36 15:58:19 15:59:02
-0.5
-1
-1.5
elasped time (hh:mm:ss)
Figure 5.2.14 RTK-derived Velocity (North) (Trial 1)
RTK velocity (East) (Trial 1)

1.5
1
RTK velocity East (m/s)
0.5
0
15:55:26 15:56:10 15:56:53 15:57:36 15:58:19 15:59:02
-0.5
-1
-1.5
elapsed time (hh:mm:ss)
Figure 5.2.15 RTK-derived Velocity (East) (Trial 1)
44
Speed Over Ground

Trial 1 (GPS velocity) (Manual)
1.5
1
0.5
0
15:55:35 15:57:19 15:59:02
-0.5
-1
-1.5
Figure 5.2.16 GPS Velocity (North) (Trial 1)
Speed Over Ground

(East) (m/s) versus time
Trial 1 (GPS velocity) (Manual)
1.5
1
Velocity East (m/s)
0.5
0
15:55:35 15:57:19 15:59:02
-0.5
-1
-1.5
Figure 5.2.17 GPS Velocity (East) (Trial 1)

In the above figures, it shows the variation of velocity over the time by two methods. The
patterns are nearly the same and the difference of using two approaches was not really
large. This tells the velocity derived from RTK does not have large impact in improving
the velocity. The velocity primarily output from the GPS is already desirable.
45
Trial 1 Trial 2 Trial 3

Difference between RTK and GPS velocity
-0.000139692 -0.000196162 -0.000013979
(North) (m/s) [RTK-GPS]
0.000047683 -0.000009129 -0.000054974
(East) (m/s) [RTK-GPS]
0.001817727 0.002582316 0.002954699
(North) (m/s) Standard deviation
0.002557648 0.002925877 0.002734525
(East) (m/s) Standard deviation
Table 5.2.2 Difference between RTK and GPS Velocity (North and East) in Three
Trials (Mean and Standard Deviation of Total Time Elapsed)
From the table above, we can see the differences between RTK and GPS velocity in three
trials are very small. The standard deviation indicates the differences compared between
two velocity determination approaches are not very large.
In compare with the pseudorange position coordinates and RTK carrier phase position
coordinates, the difference is obvious. Their large accuracy difference furthermore
describes good position coordinates are not essential in determining good velocity
solution. GPS velocity should itself provide quite an accurate solution from receiver-
derived Doppler.
46
Chapter 6 Recommendations and Conclusion

6.1
There are totally two methods to be done as the methodology planned and the
pseudorange and RTK carrier phase data are assessed.
6.3
The planned schedule requires me to do the velocity comparison with vehicles but I can’t
finish the measurement on time. This is good for vehicle planning
Conclusion
Inside the three methods on deriving the velocity, the RTK approach should be the most
accurate but the fact is that it makes a very small amount of difference with the velocities
outputted from the GPS. This difference should also include some errors but they
shouldn’t do a very large amount of disturbance to real values. Pseudorange provides
quite a large data discrepancy but it is quite reasonable since the data accuracy is not
high. Although I haven’t done the carrier phase velocity estimation, the velocity
measurement shouldn’t have larger data errors with that provided by RTK. Since RTK
determined the position based on carrier-phase platform, the
The two with velocity are performed and the result tells that the GPS velocity contains
small extent of errors of around 0.002 to 0.005 m/s. This amount is very small and the
velocity is good enough for velocity determination.
For future development, there should be similar measurements using vehicles for more
realistic environment. The vehicle can provide higher speed and the data can be further
determined. It also provides high dynamic solution (large acceleration).
47
Reference
Papers and Reference Books
P.J.G. Teunissen and A. Kleusberg (Eds.) (1998), GPS for Geodesy, Springer-Verlag,
Berlin-Heidelberg-New York; pp. 165-166.
Luis Serrano, Donghyan Kim and Richard B. Langley (2004), A GPS Velocity Sensor:
How Accurate Can It Be? – A First Look, Proceedings of ION NTM 2004 San Diego,
California, 26-28 January, 2004; pp 875-885.
Andrew Simsky and Frank Boon, Carrier Phase & Doppler-based Algorithms for Real-
time Standalone Positioning, Septentrio NV, Belgium
S. Ryan, G Laceapelle and M.E. Cannon (1997), DGPS Kinematc Carrier Phase Signal
Simulation Analysis in the Velocity Domain, Proceedings of ION GPS 1997, Kansas
City, Missouri, September 16-19, 1997.
M. Szarmes, S. Ryan and G Lachapelle (1997), DGPS High Accuracy Aircraft Velocity
Determination Using Doppler Measurements, Proceedings of the International
Symposium on Kinematic Systems (KIS), Banff, AB. Canada, June 3-6, 1997.
Luis Serrano, Don Kim and Richard B. Langley (2004), A Single GPS receiver as a Real-
Time, Accurate Velocity and Acceleration Sensor, Proceedings of ION GNSS 2004,
Long Beach, California, 21-24 September, 2004; pp 2021-2034.
Capt. J. Hebert and J. Keith (1997), DGPS Kinematic Carrier Phase Signal Simulation
Analysis for Precise Aircraft Velocity Determination, Proceedings of the ION Annual
Meeting, Albuquerque, NM, 3 June – 2 July, 1997.
A.M. Bruton, C.L. Giennie and K.P. Schwarz (1999), Differentiation for High-Precision
GPS Velocity and Acceleration Determination, GPS Solutions, Vol.2, No. 4; pp. 7-21
User Manuals and Internet Resources

NAVASTAR GPS USER EQUIPMENT INTRODUCTION, SEPTEMBER 1996 PUBLIC
RELEASE VERSION
http://www.navcen.uscg.gov/pubs/gps/gpsuser/gpsuser.pdf
Appendix C, DSM 12/212 Operation Manual, Part No. 34520-00, Revision A (1998),
Trimble Navigation Ltd., Surveying and Mapping Division, May 1998.
48
Appendix E, Leica GPS System 500 Technical Reference Manual Version 4.0 (2002),
Leica Geosystems AG, Heerbrugg, Switzerland, 2002
NMEA 0183 Standard, National Marine Electronics Association
http://www.nmea.org/pub/0183/
49

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Velocity, Bearing Estimation from GPS

BSc (Hons.) in Surveying and Geo-Informatics

Yeung Chun Yiu

PRECISE VELOCITY ESTIMATION FROM GPS MEASUREMENT

I would like to express my gratitude to my project supervisor, Dr. Wu Chen, Associate

Finally, I would like to thank to my families for their support.

CHAPTER 2 LITERATURE REVIEW

CHAPTER 4 FIELD WORKS

CHAPTER 5 DATA ANALYSIS

5.2.3 RTK result………...…………………………………………………

Figure 3.2.1 Structure of a NMEA-0183 sentence………………………………………

Figure 4.1.1 Map of GPS Static observation…………………………………………….

Figure 5.1.1 Speed over Ground in Static Mode (North)………..……...………………

The ultimate achievement is to:

Chapter 2 Literature Review

2.1 GPS Velocity Interpretation

2.2 Doppler’s shift in GPS

2.3 Carrier Phase Derived Doppler and Receiver Generated Doppler

Here is the carrier phase observable equation:

delays and ε is the receiver noise.

ε usΦ = −b s + I us + Tus + ∂V + ξ

receiver clock drift, and ε us

 (t ) ≈ Φ(t + ∆t ) − Φ(t − ∆t ) where Φ (t ) is the derivatives of input signal Ф(t) at

2.4 Kalman Filter

2.5 Velocity Measurement Procedure

2.6 Error in GPS Velocity

2.7 How to Improve GPS Velocity

3.1 Observations Modes for GPS Velocity

3.1.1 Static observation

3.1.2 Kinematic observation

3.1.3 GPS velocity accuracy assessment

Carrier phase-derived velocity approach

Real time kinematic approach

3.2 Data Output

Figure 3.2.1 Structure of a NMEA-0183 sentence

The VTG formats of two types of receiver are displayed as below:

Field Format Content

Chapter 4 Field Works

4.1 Site Reconnaissance

Figure 4.1.1 Map of GPS Static Observation

Figure 4.1.2 Map for Route of GPS Kinematic Observation (Manual)

Figure 4.1.3 Photos for Route of GPS Kinematic Observation (Manual)

4.2 Preparation before Field Works

measurement. Finally, proper transformation parameters from WGS84 coordinates to

4.3 Static Observation

Figure 4.3.1 Resolving for Two Horizontal Velocity Vectors

4.4 Kinematic Observation

Start & End

Figure 4.4.1 Route for Kinematic Observation (Manual)

Chapter 5 Data Analysis

Speed Over Ground

Figure 5.1.1 Speed over Ground in Static Mode (North)

Speed Over Ground

Figure 5.1.2 Speed over Ground in Static Mode (East)

Figure 5.1.3 Static Velocity Data at the Beginning

5.2 Kinematic Observation Result

Figure 5.2.1 Sample of NMEA 0183 Output Data

Position variation along a 100m track using velocity

GPS pseudorange position data (Trial 1)

Figure 5.2.3 Using Pseudorange to Generate the Position Data (Trial 1)

Position variation along a 100m track using

GPS Pseudorange position data (Trial 2)

Figure 5.2.5 Using Pseudorange to Generate the Position Data (Trial 2)

Position variation along a 100m track using velocity