Mosaic is Septentrio’s most compact, next-generation, high-precision multi-frequency GPS/GNSS module. The receiver brings precision and reliability of high-end multi-frequency GNSS to mass-market applications, the company said. It is designed to fit into the assembly-line process, which allows mosaic to be favorably priced for high volumes.
Its lightweight and low power consumption helps extend the battery life of robotic devices, increasing operation time and efficiency. This makes mosaic suitable for applications such as robotics, automation, telematics and wearables.
“We see a growing demand for reliable high-precision positioning,” said Chris Lowet, product manager at Septentrio. “A few years ago, this demand was concentrated in professional applications, for example survey, high-precision mapping and machine control. Today, with expansion of robotics, automation and IoT, a wide range of devices need high-precision positioning, from ag robots to IoT gateways to autonomous vehicles. We designed mosaic to answer these market needs.”
Highlights of mosaic include:
Centimeter positioning in tough environments with multi-frequency, multi-constellation GNSS technology
Extensive corrections support for high-accuracy positioning: SBAS, PPP, SSR, RTK
RAIM+, integrity engine needed for safety-critical applications such as autonomous vehicles
Tracking all current and future GNSS satellite signals for enhanced real-time kinematic (RTK) performance and guaranteed RTK network compatibility
100-Hz update rate, suitable for robotics and fast-moving vehicles.
The development kit assists Septentrio customers with integrating mosaic into their system. It supports connectivity through internet, COM ports, USB 2.0 as well as an SD Card slot. The development kit can be requested here.
A major new global-scale venture by China’s Internet giant Baidu aims to put artificial intelligence behind the wheel of fully autonomous vehicles on the road by 2020.
Regulatory considerations aside, the technical challenges are considerable, but like its U.S. counterpart Google, Baidu is pushing a big pile of chips onto its artificial intelligence (AI) bet.
Similar to Android, it has made much of the Apollo program’s code, which is completely open-source and available on Github.
The ecosystem, launched at the Baidu developers conference in Beijing in April, has enlisted at least 50 partners worldwide, with more anticipated.
A key participant is AutonomouStuff, which started out as an autonomous components supplier, but lately self-transformed into a full-fledged system integrator, with core GNSS and inertial capabilities drawn from manufacturers in the positioning, navigation and timing (PNT) industry.
Other Apollo partners include major Chinese auto manufacturers; tier 1 suppliers such as Bosch, Continental Automotive and ZF Friedrichshafen AG; components providers such as NVIDIA and Microsoft Cloud; mapper TomTom; and drive-sharing companies.
AutonomouStuff kitted out two standard Lincoln MKZ sedans for demonstration drives at the Beijing conference, with one technician completing each vehicle in about three hours — a task that would normally take a team of workers up to six weeks. The two Lincolns then drove simultaneously, driverless, around a test track.
The technology has been developed to be transferrable to other vehicles. Models already demonstrated include the Ford Fusion, a street-legal golf-cart-type electric vehicle called the Polaris GEM, and an off-road Ranger buggy platform.
AutonomousStuff presents the Apollo kit at the Baidu developer’s conference in April. (Photo: AutonomousStuff)
How It Works
Each car is modified by adding lasers, camera, radar sensors, GPS and inertial measurement unit (IMU), a drive-by-wire computer interface and computer engine.
Laser Sensors. A 64-beam lidar sensor on the roof gives a 360-degree field of vision for mapping, and lidar localization algorithms drawing on more than 2.2 million points of data per second generate a point cloud giving distance, angle and intensity values. This data is integrated with data from the GPS and IMU to generate a base map. Two smaller lidar sensors on the front corners of the vehicle provide obstacle detection and tracking.
Rotating four-beam laser sensors with 110-degree view and 200-meter range cover blind spots and facilitate fusing all raw data into one scan. Together, they detect other cars, trucks, bikes, pedestrians and background objects, and generate detailed data on their position, motion and shape. Distance and angular resolution data are used to offset camera and radar data.
Cameras. The platform uses two visible-light cameras mounted on the windshield, relying on laser sensors for nighttime operation. An image-processing chip provides real-time detection of lanes, vehicles and pedestrians, and measures dynamic distances from the vehicle.
Radar. Five radar sensors provide object detection, with various placements around the vehicle, and varying ranges and fields of view. Jointly, they provide a 360-degree bubble around the car.
Navigation. The kits provide GPS navigation combined with a tightly coupled IMU to provide data when GPS is not available.
Together, this provides accuracy to 2 cm, according to the company, when used with a real-time kinematic (RTK) base station; this obviously limits vehicle range. Another option is to use correction data from satellite-based correction services such as TerraStar, yielding achievable accuracies on the order of 4 cm.
Documentation
The aim of the Apollo project is to enable partners and customers to develop their own self-driving systems. The information supplied by Baidu encompasses a complete set of end-to-end instructions to convert a regular car to an autonomous-driving vehicle:
Software Instructions. A set of files that contain:
architecture of the classes and the files within each class.
code instructions for:
coordinate system
third-party libraries
calibration table.
Hardware Documents. Instructions to install the hardware and software for the vehicle include:
Vehicle:
industrial PC (IPC)
GPS
inertial measurement unit (IMU)
controller area network (CAN) card
hard drive
GPS antenna
GPS receiver
Software:
Ubuntu Linux
Apollo Linux kernel
Hardware reference guides:
vehicle
IPC
GPS
CAN card
https://youtu.be/eiSfP-Rn6n4
Manufacturers
The AutonomouStuff Apollo kit incorporates a choice, depending on user needs, of a selection of NovAtel GNSS receivers, including the ProPak6 GNSS receiver and the SPAN-IGM-A1 GNSS+IMU combined system, IMUs such as the IMU-ISA-100C incorporating Northrop-Grumman Litef GMBH’s inertial measurement technology, and antennas such as the GNSS-703-GGG-HV high vibration triple-frequency GPS, GLONASS, BeiDou, and Galileo antenna.
A 64-beam Velodyne lidar sensor and 16-beam HDL-16E provide laser data.
The onboard computer system is the AStuff Nebula embedded controller, an IPC powered by an Intel Skylake core i7-6700 CPU. The CAN card used for the IPC is the ESD CAN-PCIe/402.
KVH Industries is developing a fiber optic gyro (FOG)-based, low-cost inertial sensor for self-driving cars.
The company also released a Developer’s Kit to assist design engineers with integrating FOG technology into driverless car control systems.
KVH’s high-precision FOG is key to a driverless car’s performance. In this photo, the red illumination represents light moving through the FOG’s optical circuit of coiled fiber; this circuit is the FOG’s sensing unit — it is mounted with power and processing electronics within a driverless car to provide precise data for the car’s navigation systems.
FOGs and FOG-based inertial measurement units (IMUs) are key parts of the sensor mechanisms that are essential for highly accurate autonomous car performance, KVH said. For example, FOGs provide precise azimuth measurements that an autonomous car’s logic processing unit and control systems need to determine motion through a curve.
An IMU — which includes FOGs and accelerometers in one compact package — also provides highly accurate 6-degrees-of-freedom angular rate and acceleration data to precisely track the position and orientation of the car even when GPS is unavailable, helping the car stay on course.
As a manufacturer of high-performance sensors and integrated inertial systems for defense and commercial guidance and stabilization applications, KVH Industries has experience in autonomous vehicle prototype programs and unmanned applications.
“Extremely precise heading based on fiber-optic gyro technology is absolutely essential for autonomous vehicle performance,” said Martin Kits van Heyningen, KVH’s chief executive officer. “This is something we learned from having been involved with more than a dozen driverless car development programs over the years.”
“What we are seeing now is that each driverless vehicle concept in development around the world is being designed in a unique way,” said Kits van Heyningen. “With so many different possibilities, developers can accelerate their progress by working with a proven technology such as KVH’s FOGs and FOG-based IMUs and leveraging our experience to ensure their success.”
Developer’s Kit. The new Developer’s Kit includes the user interface software and all components needed to connect a KVH FOG or FOG-based IMU to a computer to configure, analyze and test a unit. “The kit is designed to help engineers get up and running in minutes, making it easier to run diagnostics and accelerate their system development,” said Roger Ward, KVH’s director of FOG product development.
Driverless cars represent one of the fastest areas of autonomous-systems development. Transportation experts, automotive manufacturers and engineers alike predict that driverless cars will be commonplace soon.
An updated policy concerning automated vehicles will soon be published by the National Highway Traffic Safety Administration (NHTSA), which is part of the U.S. Department of Transportation. “The rapid development of emerging automation technologies means that partially and fully automated vehicles are nearing the point at which widespread deployment is feasible,” NHTSA said.
“We have successfully produced more than 90,000 fiber-optic gyros for an extensive range of unmanned applications, in part because of our ability to tailor size, performance, and cost to meet different design needs,” said Jeff Brunner, KVH’s vice president for FOG operations. “Controlling the entire FOG design and manufacturing process gives us that advantage, and makes it possible to produce a low-cost sensor when driverless cars enter full-scale production.”
KVH’s FOGs and FOG-based IMUs are in use in prototype programs not only for autonomous cars, but also for production programs for underwater unmanned vehicle navigation and rail/track geometry measurement systems, to name just a few.
The KVH 1750 IMU.
In addition, KVH’s inertial products have been widely adopted for commercial applications such as land-based street mapping platforms, unmanned aerial systems, camera stabilization systems and remotely operated subsea systems.
As more and more programs and platforms use KVH’s inertial products, they are becoming the reference standards of the unmanned world. For example, KVH’s 1750 IMU was an integral part of 11 of the 23 humanoid robot finalists in last year’s DARPA Robotics finals, a competition designed to showcase robots capable of intervening for and even replacing humans in high-risk situations such as fires, earthquakes, and other natural disasters.
“Our IMUs and inertial sensors have already been used in a wide range of products and applications, and we know that it’s just the beginning,” said Kits van Heyningen. “We are thrilled to play a role in these exciting developments and emerging applications that are literally changing everyday life.”
