Tag: IMU sensor

  • Swift integrates high-integrity GNSS with Nvidia Drive AGX platform

    Swift integrates high-integrity GNSS with Nvidia Drive AGX platform

    Swift Navigation is collaborating with Nvidia to enable a more scalable, cost-effective approach to autonomous driving by integrating the Nvidia Drive AGX platform with Swift’s globally referenced, centimeter-accurate GNSS positioning.

    Swift Navigation offloads absolute localization to the GNSS sensor stack using its Swift Automotive Suite. The suite is a complete, modular software solution for safe, high-integrity precise vehicle localization that combines the centimeter-level Skylark Precise Positioning Service with the Starling positioning engine, software that fuses raw GNSS data and corrections with inertial sensors (IMU) and wheel odometry to deliver high-integrity, centimeter-accurate positioning (PVT).

      By entrusting lane-level positioning to Swift’s high-precision stack, the vehicle’s optical sensors are relieved of the absolute positioning burden. This allows the perception stack to be optimized for obstacle detection and immediate safety, significantly reducing overall system cost and complexity.

      Integration with Nvidia Drive AG

      The integration is delivered through the Starling SAL Plugin for Nvidia DriveWorks. The Nvidia Drive AGX platform is the industry-standard, end-to-end platform for software-defined vehicles, scaling from assisted to fully autonomous operation. DriveWorks, its comprehensive SDK, provides a unified sensor abstraction layer (SAL) for seamless ingestion of data from all sensor types.

      Swift’s new plugin acts as a drop-in component within this architecture. Sitting between the vehicle’s raw GNSS sensors and higher-layer software, such as that for localization, the plugin invisibly handles the complex mathematics of GNSS corrections and sensor fusion, outputting a clean, corrected position stream directly into the standard DriveWorks interface.

      “We are removing the single biggest hurdle to widespread autonomy: the complexity and cost of localization,” said Holger Ippach, EVP of Product and Marketing at Swift Navigation. “By delivering Starling’s natively integrated, high-integrity GNSS to Nvidia DriveWorks, we are giving OEMs a direct path to globally referenced, lane-level positioning that is simple, scalable, and affordable.”

      The collaboration and the Starling SAL Plugin unlock several advantages for automotive OEMs leveraging the Nvidia Drive platform:

      • Cloud-native ASIL safety. Skylark is an ASIL-certified positioning service built entirely in the cloud, offering scalability and reliability at a lower cost than solutions reliant on physical data centers.
      • Comprehensive sensor fusion. The Starling Positioning Engine delivers robust, high-integrity positioning by fusing precise GNSS with IMU and wheel odometry, ensuring continuous, lane-level accuracy even in signal-challenged environments.
      • Plug-and-play precision. Developers no longer need to build localization stacks from scratch. High precision is toggled on simply by adding the Starling plugin to the DriveWorks configuration.
      • Hardware independence. Because Starling is software-defined, Nvidia customers can achieve high performance using a wide variety of mass-market GNSS receivers, rather than being locked into expensive, proprietary navigation units.
      • Pre-validated integration. The Starling plugin has been rigorously tested and validated within the DriveWorks environment. This eliminates the complex, months-long burden of validating custom sensor drivers and fusion algorithms, allowing engineering teams to focus immediately on high-level path planning and control.

      The Starling SAL Plugin for Nvidia DriveWorks is available now.

    1. Hexagon | NovAtel: Creating a digital world

      Hexagon | NovAtel: Creating a digital world

      Photo: Hexagon | NovAtel
      Hexagon | NovAtel’s CPT7 integrates a GNSS receiver and an INS to deliver up to centimeter-level accuracy. (Photo: Hexagon | NovAtel)

      We discussed mobile mapping with Bryan Leedham, product manager of enclosures and post-processing software, NovAtel, Autonomy & Positioning division, Hexagon.


      How do you define mobile mapping?

      It is getting broader in scope, as more folks find reasons to map the world. The key goal is to capture reality from mobile platforms to build a digital representation of reality for some large area, such as a city, a road or a factory. Most of the time, that means from a ground vehicle on public roads.

      It’s also safer and faster than traditional surveying because you don’t have to stop traffic or dodge it.

      Right! In an ideal world, rather than spending days setting up traditional survey equipment, you could strap some sensors on a mobile platform and gather accurate map data in minutes.

      What are the key remaining technical challenges?

      Picture one of Google’s or Waymo’s mapping vehicles. The first sensors that come to mind are GNSS, inertial, lidar and radar. Each of those has its own unique strengths and weaknesses. The first technical challenge that remains is to mature each of those technologies for a lower enough cost that it’s affordable.

      Right now, mobile-mapping vehicles are quite expensive, especially in areas where some of these sensors will struggle more than others. To map very dense urban spaces — with underground areas, overpasses and tall buildings where GPS is challenged — you need a very strong localization system that can survive those conditions for however long it takes to drive through them. If I’m building a car to map rural Alberta, I could choose much cheaper sensors than if I were trying to map downtown Chicago every week.

      On the flip side, you must deal with the massive amounts of data collected.

      Yes, that is a very large challenge. Lidar data, in particular, is guilty of generating very large point clouds. It’s a balancing act. More accurate and higher resolution maps require lidar sensors with even denser point clouds. So, you need data management and sufficient processing power to get accurate results quickly.

      What are the key technical challenges in sensor fusion?

      Sensor fusion is how we approach the goal of mapping as accurately as possible in increasingly difficult environments. On their own, GNSS receivers struggle in obstructed areas but, when you pair them with other sensors, they become very complementary.

      Lidar and cameras, for example, are quite good at measuring the distance to nearby objects and at classifying them, but they have no idea where they are relative to one another. Likewise, if you let an IMU [inertial measurement unit] sit in your car, it will no longer know its location. However, once you give it a position update, it is very good at maintaining a trajectory over a short period of time. When you combine absolute and relative localization, all the sensors play to their own strengths.

      What is NovAtel’s SPAN software?

      It stands for synchronous position, attitude and navigation. It is the sensor-fusion software that combines the GNSS, inertial and whatever other sensors. It is based on core NovAtel GNSS receiver software. We can use NovAtel receivers in combination with IMUs from a wide range of manufacturers and, in the future, hopefully, other sensors from a variety of manufacturers as well.

      SPAN started with blending just GNSS and inertial but we’re now researching how to bring in such things as lidar and cameras. Autonomous Stuff, another Hexagon company, works on the greater sensor fusion using SPAN as well.

    2. Bird and u-blox: Keeping sidewalks for walkers

      Bird and u-blox: Keeping sidewalks for walkers

      Photo: Bird
      Photo: Bird

      Scooter company Bird and u-blox have jointly developed a new Smart Sidewalk Protection system to help prevent shared scooters from operating on city sidewalks. It uses the u-blox ZED-F9R, a dead-reckoning module that fuses GNSS and sensor data, delivering centimeter-level location information in any condition. This allows the system to monitor whether a Bird e-scooter is being operated unsafely, such as on a sidewalk or speeding. Using Bird data, the companies co-developed a version of the ZED F9R module tailored to meet the needs of the shared micromobility industry.

      The dual-band ZED-F9R GNSS receiver supports up to eight times more satellite signal types and four times more constellations (GPS, Galileo, GLONASS and BeiDou) than typical solutions. The module processes real-time vehicle data, including wheel speed, IMU sensor data (including acceleration and heading), and real-time kinematic data that corrects for ionospheric interference. The technology is also optimized for e-scooters by applying dynamic models matching their movements.

      To turn this sensor-fusion module into its Smart Sidewalk Protection system, Bird developed a five-step process for creating sidewalk maps with centimeter accuracy. It starts with a geofence outline constructed from satellite imagery or city GIS data. Bird then uses surveying equipment to measure the location of three city landmarks. Only a few measurements are needed for each city. Once the landmarks have been identified, they compare their location to the satellite imagery to determine offsets and rotations and use them to shift and transform each of the original geofence outlines. Finally, they pre-load the updated geofence outlines onto Bird vehicles to eliminate latency. When combined with the hyper-accurate location measurements provided by Bird’s sensor-fusion module, they can detect and respond to sidewalk riding almost instantly, according to Bird.

      The micromobility module is being piloted in Milwaukee and San Diego. Madrid will be Bird’s first pilot city in Europe, with plans for a broader roll-out slated in 2022.

    3. Drone developments: flying into a volcano, tethered drone advantages

      Drone developments: flying into a volcano, tethered drone advantages

      Just a couple of pieces of drone news this month — who would imagine flying a fixed-wing drone into the plume of a volcano? And some new advances in tethered drone capability.

      Global warming/climate change — a collection of words which can sometimes lead to disputes, disagreements and dismay. These words can fill people with enthusiasm for change and in others have them just shaking heads. I saw a video some time ago made by an eminent scientist who claimed that all the efforts made by humans to pollute over the centuries and the efforts being made now to help the atmosphere, were insignificant when all the junk kicked out on a daily basis by volcanoes around the world was taken into account.

      Nevertheless, it’s for sure that the climate is changing — by human hand or by nature — some people are still seeking a scientific basis to establish if it can somehow be remedied — a greener approach which could stop or limit our ability to go on polluting the only world we have, or at least some version of curbing what we are doing to make things worse.

      So it was exciting for me to see recent reports of an expedition from last year in Papua New Guinea where an international group used drones in an attempt to measure carbon dioxide, sulfur dioxide and hydrogen sulfide coming out of the active Manam volcano. The objective appeared to be direct sampling of the volcano plume to determine content, not just for measurement alone but perhaps also eventually maybe monitoring changes in gas content to forecast future eruptions.

      Manam volcano is located on the Northern coast of mainland Papua New Guinea. (Copyright © 2020 Wood K, et. al. BVLOS UAS Operations in Highly-Turbulent Volcanic Plumes. Frontiers in Robotics and AI. doi: https://doi.org/10.3389/frobt.2020.549716)
      Manam volcano is located on the Northern coast of mainland Papua New Guinea. (Copyright © 2020 Wood K, et. al. BVLOS UAS Operations in Highly-Turbulent Volcanic Plumes. Frontiers in Robotics and AI. doi: https://doi.org/10.3389/frobt.2020.549716)

      A series of significant eruptions last took place 2004-2006, and again in 2014, but since then Manam has continued to be explosively active all the way up to the present day. It’s possible to climb almost 6,000 feet to the upper dome, but for more efficient regular monitoring the expedition wanted to demonstrate that a fixed wing drone, operated from a village 2.7 miles away, almost at sea level, would work better. Satellite data on emissions is also available, but apparently no predictions of CO2 content has so far been possible, so land based survey and direct sampling might greatly improve understanding.

      Titan fixed wing UAV & gas sampling unit (Copyright © 2020 Wood K, et. al. BVLOS UAS Operations in Highly-Turbulent Volcanic Plumes. Frontiers in Robotics and AI. doi: https://doi.org/10.3389/frobt.2020.549716)
      Titan fixed wing UAV & gas sampling unit (Copyright © 2020 Wood K, et. al. BVLOS UAS Operations in Highly-Turbulent Volcanic Plumes. Frontiers in Robotics and AI. doi: https://doi.org/10.3389/frobt.2020.549716)

      Hand launched, with an internal parachute system for recovery, the Titan UAV, which can lift a payload of around 2 pounds to an altitude of 7,500 feet and has a range of more than six miles. For the trip to the volcano, two 4k cameras provided forward and rear views, oversized electric motors were installed to provide more thrust and onboard data capture allowed for subsequent analysis of the vehicle dynamics as well as the gas content of the environment. Live data was also transmitted real-time to the operator and monitoring crew and was also stored for later review. The autopilot on the drone is capable of automatic GPS waypoint navigation and manual flight mode may be engaged by the operator. The drone carries GNSS, barometric altitude, airspeed indication and IMU sensors.

      The automatically flown flight path up 5,300 feet to one of the two volcanic outlets on the mountain followed a zig-zag path to a point offset from the smoking caldera, and if the drone failed to then turn and intercept the plume automatically, it was manually maneuvered in level flight into the smoke column. Plume intercept was interpreted as a steep increase in sulphur dioxide concentration, and at the same time there were increases forces on the drone, at times up to 2.5 g, with roll deviations up to 25 degrees and significant uplift. Not unsurprising rock and roll given the energy being released by the volcano.

      After each plume intercept the drone then left the area and descended in a spiral to the launch site, being recovered by manual parachute release. Two flights were successful, yielding lots of data for analysis, but there was an upset while in the plume on the third flight and the vehicle was lost, thought to be related to pulsating increases in the velocity of gas released by magma in the crater and what looked like a 7-g increase in forces on the vehicle. The plume was figured to be between 1800 ft and 2,500 feet wide, using the length of time spent in the smoke column and the speed being flown.

      The flights were all conducted under Beyond Visual Line of Sight (BVLOS) conditions as agreed by the local air control agency and significant drone design improvements and flight techniques for subsequent ‘volcano operations’ were recommended. Gas emissions were measured at 3,450 to 4,360 tons/day CO2 and 4,840 to 5,880 tons/day SO2 — so lots of carbon pollution from one of the earth’s most active volcanos, one of around 500 worldwide.


      Accreditations: Copyright © 2020 Wood K, et. al. BVLOS UAS Operations in Highly-Turbulent Volcanic Plumes. Frontiers in Robotics and AI. doi: https://doi.org/10.3389/frobt.2020.549716


      Tethered drones offer advantages for some specific applications such as longer flight times for surveillance. Recent outings by Elistair tethered drone systems have included crowd monitoring and TV coverage for Super Bowl in Atlanta, Ryder Cup golf near Paris France, traffic monitoring in Lyon France, TV coverage for the Alpine World Ski Championships in Sweden, Paris Le Bourget airport approach light monitoring, Trinidad carnival crowd monitoring, Kentucky festival crowd monitoring and communications relay, fire control exercises in Greece, New Year’s crowd monitoring in Vienna and crowd monitoring at Madrid’s soccer stadium.

      The Orion 2 tethered drone (Photo: Elistair)
      The Orion 2 tethered drone (Photo: Elistair)

      But endurance is a key element for longer term surveillance, so Elistair has come out with Orion 2 which has extended the previous 8-12 hours operations envelop all the way out to 24 hours — and added IP54 dust and water rating, so weather shouldn’t interrupt service.

      The tether now extends up to 330 feet so the drone can see out further and it can now also lift a 4.5-pound payload such as a combined ISR (intelligence, surveillance and reconnaissance) and telecom platform. While streaming georeferenced electro-optical and infrared video, 4G/5G communications nodes may also be brought online at the same time.

      So an insight into what it takes to fly a drone into active volcano emissions to move us further towards understanding climate change, and improvements in tethered drone endurance. Doubt many of would expect a drone to survive the extreme turbulence created by the energy released from a volcano, or would even try to do so, but one group has been successful and found a new way to monitor activity and measure bad stuff being pumped into the atmosphere. And if we can hover a multi-rotor drone in the air for 24 hours at about 300 feet, who knows what new applications will soon come out of it.