Abstract: In an example embodiment, a GNSS receiver may calculate protection levels for velocity and course over ground computed at a GNSS receiver. Specifically, the GNSS receiver may obtain Doppler measurements and variance measurements based on satellite signals received from at least five GNSS satellites. The GNSS receiver may utilize a least squares method to calculate the velocity states (e.g., x-velocity state, y-velocity state, and z-velocity state) and the clock bias for the GNSS receiver. The GNSS receiver may calculate the slope for each Doppler measurement on each velocity state. The GNSS receiver may then select the maximum slope for each velocity state and scale up the maximum slopes by a non-centrality parameter to calculate the protection level for each velocity state in the ECEF frame. The GNSS receiver may convert the velocity protection levels to NEU velocity protection levels to then calculate a protection level for course over ground.

Abstract: In an example embodiment, a GNSS receiver may calculate protection levels for velocity and course over ground computed at a GNSS receiver. Specifically, the GNSS receiver may obtain Doppler measurements and variance measurements based on satellite signals received from at least five GNSS satellites. The GNSS receiver may utilize a least squares method to calculate the velocity states (e.g., x-velocity state, y-velocity state, and z-velocity state) and the clock bias for the GNSS receiver. The GNSS receiver may calculate the slope for each Doppler measurement on each velocity state. The GNSS receiver may then select the maximum slope for each velocity state and scale up the maximum slopes by a non-centrality parameter to calculate the protection level for each velocity state in the ECEF frame. The GNSS receiver may convert the velocity protection levels to NEU velocity protection levels to then calculate a protection level for course over ground.

Abstract: In an example embodiment, a GNSS receiver may calculate protection levels for velocity and course over ground computed at a GNSS receiver. Specifically, the GNSS receiver may obtain Doppler measurements and variance measurements based on satellite signals received from at least five GNSS satellites. The GNSS receiver may utilize a least squares method to calculate the velocity states (e.g., x-velocity state, y-velocity state, and z-velocity state) and the clock bias for the GNSS receiver. The GNSS receiver may calculate the slope for each Doppler measurement on each velocity state. The GNSS receiver may then select the maximum slope for each velocity state and scale up the maximum slopes by a non-centrality parameter to calculate the protection level for each velocity state in the ECEF frame. The GNSS receiver may convert the velocity protection levels to NEU velocity protection levels to then calculate a protection level for course over ground.

Abstract: In an example embodiment, a GNSS receiver may calculate protection levels for velocity and course over ground computed at a GNSS receiver. Specifically, the GNSS receiver may obtain Doppler measurements and variance measurements based on satellite signals received from at least five GNSS satellites. The GNSS receiver may utilize a least squares method to calculate the velocity states (e.g., x-velocity state, y-velocity state, and z-velocity state) and the clock bias for the GNSS receiver. The GNSS receiver may calculate the slope for each Doppler measurement on each velocity state. The GNSS receiver may then select the maximum slope for each velocity state and scale up the maximum slopes by a non-centrality parameter to calculate the protection level for each velocity state in the ECEF frame. The GNSS receiver may convert the velocity protection levels to NEU velocity protection levels to then calculate a protection level for course over ground.

Abstract: A system and method provides an Automotive Safety Integrity Level (ASIL) qualifier for Global Navigation Satellite System (GNSS) position and related values. Specifically, hardware platform diagnostics are executed on one or more platforms associated with a GNSS Position Sensor (GNSSPS) that calculates/obtains position and/or related values. Also, a Receiver Autonomous Integrity Monitoring (RAIM) algorithm is executed on the calculated/obtained position and/or related values. If the results both produce a “good” qualifier, the position and/or related values is assigned an ASIL qualifier of “good” and may be utilized by an ASIL rated system. If either of the qualifiers is a “bad” qualifier, the position and/or related values is assigned an ASIL qualifier of “bad” and cannot be utilized by the ASIL rated system. In addition, the inventive system and method may compute a probability associated with an integrity violation of the RAIM algorithm which may consider the probability of hardware failure.

Abstract: A system and method provides an Automotive Safety Integrity Level (ASIL) qualifier for Global Navigation Satellite System (GNSS) position and related values. Specifically, hardware platform diagnostics are executed on one or more platforms associated with a GNSS Position Sensor (GNSSPS) that calculates/obtains position and/or related values. Also, a Receiver Autonomous Integrity Monitoring (RAIM) algorithm is executed on the calculated/obtained position and/or related values. If the results both produce a “good” qualifier, the position and/or related values is assigned an ASIL qualifier of “good” and may be utilized by an ASIL rated system. If either of the qualifiers is a “bad” qualifier, the position and/or related values is assigned an ASIL qualifier of “bad” and cannot be utilized by the ASIL rated system. In addition, the inventive system and method may compute a probability associated with an integrity violation of the RAIM algorithm which may consider the probability of hardware failure.