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Robust Huber-Based Cubature Kalman Filter for GPS Navigation Processing

Published online by Cambridge University Press:  19 October 2016

Chien-Hao Tseng
Affiliation:
(Institute of Electrical Control Engineering, National Chiao Tung University)
Sheng-Fuu Lin
Affiliation:
(Institute of Electrical Control Engineering, National Chiao Tung University)
Dah-Jing Jwo*
Affiliation:
(Department of Communications, Navigation and Control Engineering, National Taiwan Ocean University)
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Abstract

A robust state estimation technique based on the Huber-based Cubature Kalman Filter (HCKF) is proposed for Global Positioning System (GPS) navigation processing. The Cubature Kalman Filter (CKF) employs a third-degree spherical-radial cubature rule to compute the Gaussian weighted integration, such that the numerical instability induced by round-off errors can be avoided. In GPS navigation, the filter-based estimation of the position and velocity states can be severely degraded due to contaminated measurements caused by outliers or deviation from a Gaussian distribution assumption. For the signals contaminated with non-Gaussian noise or outliers, a robust scheme combining the Huber M-estimation methodology and the CKF framework is beneficial where the Huber M-estimation methodology is used to reformulate the measurement information of the CKF. GPS navigation processing using the HCKF algorithm has been carried out and the performance has been compared to those based on the Extended Kalman Filter (EKF), Unscented Kalman Filter (UKF) and CKF approaches. Simulation and experimental results presented in this paper confirm the effectiveness of the method.

Information

Type
Research Article
Copyright
Copyright © The Royal Institute of Navigation 2016 
Figure 0

Table 1. Implementation algorithm for the unscented Kalman filter.

Figure 1

Table 2. Implementation algorithm for the cubature Kalman filter.

Figure 2

Figure 1. (a) High level operation of the HCKF. (b) Configuration of the GPS navigation processing using the HCKF.

Figure 3

Figure 2. The scenario for simulation: (a) three dimensional trajectory of the vehicle and (b) the east, north, and altitude components of the vehicle velocity.

Figure 4

Table 3. Description of the vehicle motion.

Figure 5

Figure 3. The Gaussian mixture model used in the simulation of pseudorange errors.

Figure 6

Figure 4. Comparison of positioning errors for EKF, UKF and CKF.

Figure 7

Figure 5. Comparison of positioning errors for UKF, CKF and HCKF.

Figure 8

Figure 6. Comparison of positioning errors for HEKF, HUKF and HCKF.

Figure 9

Figure 7. The trajectory for the field test in Google map.

Figure 10

Figure 8. Positioning errors for EKF, UKF and CKF – the field test.

Figure 11

Figure 9. Positioning errors for UKF, CKF and HCKF– the field test.

Figure 12

Figure 10. The trajectory for the rooftop experiment by Google map (left, circled area) and by the data collected by the Ashtech GPS receiver (right), respectively.

Figure 13

Figure 11. Number of visible satellites for the rooftop experiment.

Figure 14

Figure 12. Positioning errors for EKF, UKF, CKF and HCKF–the rooftop experiment.