## 3 Results
Hence, the bandwidth of the PLL is set to 5 Hz to make a trade-off between the tolerance in terms of the wide range of the dynamics caused by the moving vehicle and the reduction of the random noise through the PLL thermal noise jitter [42]. The 5 Hz is chosen as the value of the VT LR, by which to give a trade-off in decreasing the VT-induced time-correlated error and the dynamics-induced error residuals on the PLL. Then, the results related to the RTK positioning errors are illustrated in Figure 17. The RTK positioning performance is determined with the quality of the carrier phase measurements. Besides, the results of the DGPS positioning error relying on the pseudo-range observations are also provided in Figure 18. The re-acquisition algorithms are not integrated in the GNSS SDR for our research as listed in Figure 11:0 The continuous positioning solutions produced by the ST SDR are cut off at around 18,320 s and the receiver stops working from such time on, while the VT SDR as well as the U-Blox receiver can keep outputting the positioning results over the whole field test duration. Furthermore, the environmental condition is severe, the ordinary adaptive KF is possibly more sensitive to the weak power level and result in more outliers than the proposed A-VTTCES-KF. Some similarities, about which the positioning solutions are more likely to be biased in the weak and interfered environment, simultaneously occur between the GNSS SDR using the O-KF-VT algorithm and the U-Blox receiver as shown in Figure 11:1  
Figure 11:2 Numbers of the available satellites through the PVT estimation process. Both the A-VTTCES-KF and the O-KF-VT algorithms with different VT LRs, i.e., 5 Hz, 10 Hz, and 20 Hz, are also evaluated and compared using RTK and DGPS positioning algorithms. The results coming from the RTK methods are provided in Figure 19, while the ones associated with the DGPS approaches are depicted in Figure 11:3 When the VT LR increases to 20 Hz, the A-VTTCES-KF and the O-KF-VT architectures are proved to fail to provide the reliable positioning solutions during the period ranging from 18,110 s to 181,250 s. As shown in Figure 14, the resultant velocity exactly started to become larger at the epoch of 18,110 s. Hence, it can be verified that the value of 20 Hz generally exceeds the tolerance range of the VT LR, applied to the A-VTTCES-KF as well as the O-KF-VT, for a moving ground vehicle. A smaller value related to the VT LR in this work should be used and it is more reasonable to be applied in our proposed algorithms. Figure 11:4 RTK positioning errors; the VT LR is 5 Hz; the bandwidth of PLL is 5 Hz. Figure 11:5 DGPS positioning errors (**top**) and the related zoomed-in results (**bottom**); the VT LR is 5 Hz; the bandwidth of PLL is 5 Hz. Figure 11:6 RTK positioning errors varying with different VT LR values (**top**) and the related zoomed-in results (**bottom**); the bandwidth is 5 Hz. The numbers in the legend, i.e., 5, 10, and 20, denote the applied numerical values of the VT LR in Hz. Figure 11:7 DGPS positioning errors varying with different VT LR values (**top**) and the related zoomed-in results (**bottom**); the bandwidth is 5 Hz. The numbers in the legend, i.e., 5, 10, and 20, denote the applied numerical values of the VT LR in Hz.