Grant electrifies Gloucester High’s Automobile Tech System | News

The smooth BMW iX and i4 electric powered autos parked in the mend bay of Gloucester High’s Automotive Tech application have been not there for an oil modify.

In its place, they ended up there to encourage pupils who may well want to grow to be auto professionals, or gross sales or internet marketing pros as the market pivots to electrical cars.

The cars were brought in Thursday for a lunch-time show-and-tell by Lyon-Waugh Vehicle Team as the Gloucester Education Foundation and Gloucester General public Universities announced Lyon-Waugh experienced committed to a different a few-yr, $150,000 grant for the higher school’s Automotive Tech Plan. Lyon-Waugh is led by Gloucester’s Warren Waugh.

This is the next three-calendar year, $150,000 reward built by Lyon-Waugh by the Gloucester Schooling Foundation, for a total of $300,000 around 6 a long time beginning in 2019.

“It is seriously a no-brainer for me to commit in the automotive place to support enrich the division and help by supplying funding to insert an supplemental teacher,” claimed Waugh, in a geared up statement. “Gloucester Substantial is a wonderful college with so quite a few committed instructors and staff, and just one of the most enthusiastic student bodies on the North Shore.”

“It’s wonderful,” explained senior Will Hughes of the grant, “It helps a lot, the funding, like with new tools that we need for the shop. It aids us get our work done a lot quicker and get autos again on the road for individuals who provide them in.”

Equally superior school pupils and 47 college students from the O’Maley Innovation Center School were being on hand to tour the automobile tech and other vocational packages, and they ended up invited to climb inside some Lyon-Waugh’s newest electric powered cars.

“It’s massively essential,” explained Gloucester Education Foundation Executive Director Emily Siegel, “because GEF focuses on funding active and engaged discovering for all college students, and very little is more active and participating than the trades.”

Just as significant as the funding, she stated, was Lyon-Waugh bringing in senior technicians and “geniuses” and the new electric cars and trucks for the teens to working experience.

The income affords the program a second car tech trainer — co-teacher Budd Maciel — making it possible for the high faculty to double the number of learners in the application, in accordance to a press release. The money also goes to components and instruments.

This following grant, Maciel stated, will assist “re-electrify the shop,” bringing in machines to allow pupils to construct a basis operating on electric cars.

“Now the program’s last but not least growing to the point in which we are genuinely happy of it and, like I reported, it is been terrific. So, Warren’s been excellent and this up coming one is going to be an even bigger help,” Maciel mentioned.

Car tech trainer Jack Porter said he was happy to get a preview of the cars and he praised what Waugh has finished for the car tech courses. “Our

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This camera system is better than lidar for depth perception

Enlarge / Light’s depth perception relies on trigonometry and allows it to measure the distance to each pixel out to 1,000 m.

Light

So far, almost every autonomous vehicle we’ve encountered uses lidar to determine how far away things are, just as the winners of the DARPA Grand Challenges did back in the early 2000s. But not every AV will use lidar in the future; there are other sensors reaching maturity, some of which may even do a better job. One sensor that recently caught my eye is developed from smartphone camera tech by a company called Light.

Light pivoted from its original position as a provider of cameras for smartphones to become a company that uses imaging technology for automotive applications like advanced driver assistance systems (aka ADAS) and AVs.

Specifically, Light developed an optical camera system, called Clarity, that can also calculate the distance to every pixel it sees. Knowing the exact distance to objects means there is no need for a separate lidar sensor, and it also means more accurate data for machine-learning algorithms (a billboard of a face wouldn’t be recognized as an actual human by Clarity, for example).

The cameras run at 30 Hz, and “for each frame, we’re computationally putting those camera images together and determining the depth of all the objects in the scene, and we usually have about a million points or so per frame,” explained Light co-founder and CEO Dave Grannan.

That system provides a significant advantage over even the most expensive lidar sensors, which only return less than a tenth as many points in a frame. There’s a computational overhead required to calculate the depth of each pixel, but the depth perception is perfectly matched with the camera image, something that’s not possible when different sensors are fused.

This comparison was performed at the GoMentum Station, an autonomous car testing ground at the former Concord Naval Weapons Station in California. Clarity can detect obstacles that lidar misses completely, including a tire on the road at 114 m.
Enlarge / This comparison was performed at the GoMentum Station, an autonomous car testing ground at the former Concord Naval Weapons Station in California. Clarity can detect obstacles that lidar misses completely, including a tire on the road at 114 m.

Light

Clarity uses at least two cameras, although “the advantages you get adding three or four are improvements in range and redundancy,” Grannan told me. “You can have a pair at longer focal length and a pair at shorter [in a four-camera setup]. If you run with three at the same focal length and one gets occluded with dirt or something, you still have two, so you’ve got some fail-over.”

Light is currently in trials with eight different industry partners, with 11 planned to be underway by year’s end. Some of the companies are even combining Clarity and lidar. “We’ve got partners working within the level 4, class-8 trucking—so autonomous semi trucks—and they’re going to run lidars and cameras because they want the fault-tolerance and redundancy,” Grannan said. “And because they’ve got the lidars, they don’t really care much about the first 150 meters or so. They want only 150 [meters] and beyond.”

Alternatively, a four-camera setup could cover everything,

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