Patent Publication Number: US-2022214222-A1

Title: Radiometric thermal imaging improvements for navigation systems and methods

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to and the benefit of U.S. Provisional Patent Application No. 63/167,644 filed on Mar. 29, 2021 and entitled “RADIOMETRIC THERMAL IMAGING IMPROVEMENTS FOR NAVIGATION SYSTEMS AND METHODS,” which is hereby incorporated by reference in its entirety. 
     This application is a continuation-in-part of International Patent Application No. PCT/US2021/012554 filed Jan. 7, 2021 and entitled “VEHICULAR RADIOMETRIC CALIBRATION SYSTEMS AND METHODS,” which claims priority to and the benefit of U.S. Provisional Patent Application No. 62/959,602 filed on Jan. 10, 2020 and entitled “VEHICULAR RADIOMETRIC CALIBRATION SYSTEMS AND METHODS,” which are hereby incorporated by reference in their entirety. 
     This application is related to U.S. patent application Ser. No. 17/685,349 filed Mar. 2, 2022 and entitled “THERMAL IMAGING FOR NAVIGATION SYSTEMS AND METHODS,” which claims priority to U.S. Provisional Patent Application No. 63/159,444 filed Mar. 10, 2021 and entitled “THERMAL IMAGING FOR NAVIGATION SYSTEMS AND METHODS,” and U.S. Provisional Patent Application No. 63/167,632 filed Mar. 29, 2021 and entitled “THERMAL IMAGING FOR NAVIGATION SYSTEMS AND METHODS,” which are hereby incorporated by reference in their entirety. 
     This application is related to U.S. patent application Ser. No. 17/636,841 filed Feb. 18, 2022 which is a U.S. National Stage Patent Application under 35 U.S.C. 371 of International Patent Application No. PCT/US2020/048450 filed Aug. 28, 2020 and entitled “MULTISPECTRAL IMAGING FOR NAVIGATION SYSTEMS AND METHODS,” which claims priority to and the benefit of U.S. Provisional Patent Application No. 62/894,544 filed on Aug. 30, 2019 and entitled “MULTISPECTRAL IMAGING FOR NAVIGATION SYSTEMS AND METHODS,” which are hereby incorporated by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     The present invention relates generally to multispectral imaging and, more particularly, to systems and methods for multispectral imaging for use in navigation of mobile platforms. 
     BACKGROUND 
     Modern mobile platforms, such as assisted or autopiloted manned and unmanned terrestrial vehicles and aircraft, including unmanned aerial vehicles (UAVs), remotely operated underwater vehicles (ROVs), unmanned (water) surface vehicles (USVs), and unmanned ground vehicles (UGVs), any of which may be configured as unmanned sensor platforms, are able to operate over long distances and in all environments; rural, urban, and even underwater. Operation of such systems may include real-time feedback to a pilot and/or wireless transmissions between an unmanned platform and a remote base station, which often includes a display to efficiently convey telemetry, imagery, and other sensor data captured by the platform to an operator. An operator can often monitor auto or assisted navigation of, and if necessary pilot or otherwise control, a manned or unmanned mobile platform throughout an entire mission relying solely on imagery feedback or data received from the mobile platform. 
     Conventional imaging systems are often either too expensive and bulky or lack sufficient contrast under relatively common environmental conditions to be used for reliable and safe auto or assisted navigation of a vehicle or other mobile platform. Thus, there is a need for compact imaging systems and related techniques to provide reliable scene evaluation for use with navigation of mobile platforms. 
     SUMMARY 
     Multispectral navigation systems and related techniques are provided to improve the operation of manned or unmanned mobile platforms, including assisted-or-autopiloted manned vehicles and unmanned sensor or survey platforms. One or more embodiments of the described multispectral navigation systems may advantageously include a multispectral imaging system including a multispectral imaging module, a communication module configured to establish a wireless communication link with a base station associated with the mobile platform, an orientation and/or position sensor configured to measure orientations and/or positions of the multispectral imaging system and/or a coupled mobile platform, a controller to control operation of the communication module, the orientation and/or position sensor, and/or the mobile platform, and one or more additional sensors to measure and provide sensor data corresponding to maneuvering and/or other operation of the mobile platform. 
     In various embodiments, such additional sensors may include a remote sensor system configured to capture sensor data of a survey area from which a two and/or three-dimensional spatial map of the survey area may be generated. For example, the navigation system may include one or more visible spectrum, infrared, and/or ultraviolet cameras and/or other remote sensor systems coupled to a mobile platform. The mobile platform may generally be a flight platform (e.g., a manned aircraft, a UAS, and/or other flight platform), a terrestrial platform (e.g., a motor vehicle), or a water born platform (e.g., a watercraft or submarine). More generally, a multispectral imaging system for a multispectral navigation system may be implemented as a multispectral autonomous vehicle imaging system (e.g., a MAVIS, for use with various autonomous or autopiloted mobile platforms or vehicles). 
     In one embodiment, a system includes a multispectral imaging system including a multispectral imaging module configured to provide multispectral image data corresponding to a projected course for a mobile platform, and a logic device configured to communicate with the multispectral imaging system. The logic device may be configured to receive the multispectral image data corresponding to the projected course; receive orientation and/or position data corresponding to the multispectral image data; and generate maneuvering obstacle information corresponding to the projected course based, at least in part, on a combination of the orientation and/or position data and the multispectral image data. 
     In another embodiment, a method includes receiving multispectral image data from a multispectral imaging system including a multispectral imaging module configured to provide multispectral image data corresponding to a projected course for a mobile platform; receiving orientation and/or position data corresponding to the multispectral image data; and generating maneuvering obstacle information corresponding to the projected course based, at least in part, on a combination of the orientation and/or position data and the multispectral image data. 
     In one embodiment, a system includes a thermal imaging system including a thermal imaging module configured to provide thermal image data corresponding to a projected course for a mobile platform, and a logic device configured to communicate with the thermal imaging system. The logic device may be configured to receive the thermal image data corresponding to the projected course; and generate maneuvering obstacle information corresponding to the projected course based, at least in part, on the thermal image data. 
     In another embodiment, a method includes receiving thermal image data from a thermal imaging system including a thermal imaging module configured to provide thermal image data corresponding to a projected course for a mobile platform; and generating maneuvering obstacle information corresponding to the projected course based, at least in part, on the thermal image data. 
     The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the present invention will be afforded to those skilled in the art, as well as a realization of additional advantages thereof, by a consideration of the following detailed description of one or more embodiments. Reference will be made to the appended sheets of drawings that will first be described briefly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates a diagram of a multispectral navigation system in accordance with an embodiment of the disclosure. 
         FIG. 2  illustrates a diagram of mobile platforms employing a multispectral navigation system in accordance with an embodiment of the disclosure. 
         FIG. 3  illustrates a diagram of a multispectral imaging system for a multispectral navigation system in accordance with an embodiment of the disclosure. 
         FIGS. 4-6  illustrate display views including imagery generated by a multispectral imaging system for a multispectral navigation system in accordance with embodiments of the disclosure. 
         FIG. 7  illustrates a flow diagram of various operations to provide assisted or autopiloted navigation using a multispectral navigation system in accordance with embodiments of the disclosure. 
         FIGS. 8-10  illustrate display views including imagery generated by a multispectral imaging system for a multispectral navigation system in accordance with embodiments of the disclosure. 
         FIG. 11  is a diagram illustrating the functional benefits associated with thermal imaging navigation systems in accordance with an embodiment of the disclosure. 
         FIG. 12  illustrates a diagram of a mobile platform employing a thermal imaging navigation system in accordance with an embodiment of the disclosure. 
         FIG. 13A  illustrates a data flow diagram of a mobile platform employing a thermal imaging navigation system in accordance with an embodiment of the disclosure. 
         FIG. 13B  illustrates a block diagram of an update system for mobile platforms employing thermal imaging navigation systems in accordance with an embodiment of the disclosure. 
         FIGS. 14A-B  illustrate display views including imagery generated by a thermal imaging system for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 15  illustrates a flow diagram of various operations to provide assisted or autopiloted navigation including automated emergency breaking using a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIGS. 16A-F  illustrate display views including imagery generated by a thermal imaging system for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 17A  illustrates a diagram of a model for atmospheric temperature compensation for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 17B  illustrates a plot of atmospheric transmission vs. range for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 17C  illustrates a plot of atmospheric transmission vs. wavelength for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 18  illustrates a diagram of ambient air and humidity sensors for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 19  illustrates a display view including imagery generated by a thermal imaging system for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 20  illustrates a diagram of a monocular range sensor for a range determination using a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 21  illustrates a diagram of a range determination using a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIG. 22  illustrates a flow diagram of various operations to generate a range map using a thermal imaging navigation system in accordance with embodiments of the disclosure. 
         FIGS. 23A-C  illustrate display views including imagery generated by a thermal imaging system for a thermal imaging navigation system in accordance with embodiments of the disclosure. 
     
    
    
     Embodiments of the present invention and their advantages are best understood by referring to the detailed description that follows. It should be appreciated that like reference numerals are used to identify like elements illustrated in one or more of the figures. 
     DETAILED DESCRIPTION 
     Multispectral navigation systems and related techniques are provided to improve the operational flexibility and reliability of mobile platforms, including unmanned mobile sensor platforms. Imaging systems for use with an advanced driver assistance system (ADAS) typically acquire real-time video imagery of an immediate environment about a vehicle or mobile platform. Such imagery can help a pilot (e.g., a human or autopilot) make decisions about mobile platform navigation, such as braking or evasive maneuvers. Contemporary commercial ADAS cameras produce images that have limited or no spectral content: the imagery is either RGB color or monochrome visible-band. Such limited spectral content means that solid objects may have little or no contrast against the sky or other distant background, under many common environmental conditions (e.g., headings and/or times of day). 
     A real-world example might be where an ADAS fails to detect a relatively large featureless terrestrial obstruction (e.g., an enclosed trailer) relative to the sky/horizon. Such failure can be caused by limited visible differentiation (e.g., color, brightness) in the visible spectrum. Such failure is not uncommon: a white object under an overcast sky will tend to have a brightness very similar to the sky due to diffuse reflection of the sky “dome.” Embodiments of a multispectral navigation system described herein are much less likely to fail under similar conditions because it is extremely unlikely that a solid object will emit or reflect light similar to that in the sky over a combination of spectral bands, which may include the visible spectrum and spectrums outside the visible, such as infrared and/or ultraviolet spectrums. 
     Scenes presented to an imaging navigation system often include areas with very different near-infrared (NIR), visible (VIS), and longwave UV (LWUV) spectral content. A multispectral imaging system that is sensitive to spectrums beyond the visible can more reliably determine the composition of scene content, including being able to reliably differentiate sky from other vehicles, trees, shrubbery, structures, or a roadway, for example. A multispectral imaging system can therefore feed an imaging navigation system with a much more nuanced data stream. 
     For example, simultaneous measurements in selected bands provides a coarse reflectance/emittance spectrum of surface materials in a scene. Materials like vegetation reflect sunlight with a distinctive spectral signature, while the sky emits a different spectrum. Vehicles and road surfaces also appear different in such selected bands than they do in the visible band. There are several advantages to using a small number (e.g., 2, 3, 4, or 5) of relatively wide spectral bands for a multispectral camera, as opposed to many closely-spaced relatively narrow spectral channels. A wider spectral band (e.g., usually associated with a wide bandpass filter) typically means that there will be more scene flux reaching a detector and result in better exposures in low light conditions. A wider spectral band also allows for shorter integration times, which reduces motion blurring, a particular problem associated with the edges of images captured by forward-looking systems installed in fast-moving vehicles with relatively high angular rates of motion. 
     Such multispectral imaging capture and processing techniques can be used with aircraft as well, including unmanned aerial systems. For example, a UAV with autonomous operational capability may be implemented with imaging systems that can help a human or autopilot make decisions about what to do in different flight situations, including during takeoff, landing, and evasive action. A multispectral imaging system with image analytics can provide processed sensor information about the physical environment, thereby helping the pilot steer away from obstacles, such as a white blank billboard that might have the same visible-band radiance as overcast sky behind the billboard. The multispectral imagery can also help determine where vegetation is, which can help the mobile platform avoid landing in a tree. The multispectral imagery can also help the mobile platform know where the sky is in an imaged scene because the sky typically has a distinct multispectral signature. The multispectral imagery can also help a UAS reliably and accurately locate other UASs in the sky, which can be extremely useful for aerial maneuvers such as UAS swarming. 
     In addition to the above, embodiments may be made relatively compactly, thereby reducing size, weight, and power requirements (relative to conventional systems), and are therefore suitable for deployment in various applications such as relatively small unmanned terrestrial vehicles and aircraft systems. Modern manned and unmanned mobile platforms, including unmanned sensor platforms, such as unmanned aerial vehicles (UAVs), remotely operated underwater vehicles (ROVs), unmanned (water) surface vehicles (USVs), and unmanned ground vehicles (UGVs), are able to operate over long distances and in all environments. Such systems typically rely on a portable power source that can limit their range of travel. Embodiments described herein provide relatively lightweight, compact, and featureful multispectral navigation systems that typically increase the achievable range of such mobile platforms, including unmanned sensor platforms, which can be particularly helpful when attempting to navigate within a survey area relatively quickly and exhaustively. 
     In various embodiments, multispectral imagery and/or other sensor data may be transmitted to a base station, either in real-time or after a survey, which may be configured to combine the sensor data with a map or floor plan of a survey area to present the sensor data in a survey map over the spatial extents of the map or floor plan. Such map or floor plan may be two or three dimensional. The survey map may be stored at the base station and, if the base station includes a display, be presented in real time as a graphically overlaid map to an operator/user. During operation, such map may provide insight for navigating a mobile platform or positioning a mobile platform for stationary observation, for example, or, if operation is to be undertaken in the same area at a future time, such map may provide information for route planning of future operations. 
       FIG. 1  illustrates a block diagram of multispectral navigation system  100  in accordance with an embodiment of the disclosure. In some embodiments, system  100  may be configured to fly over a scene, through a structure, or approach a target and image or sense the scene, structure, or target, or portions thereof, using gimbal system  122  to aim multispectral imaging system/sensor payload  140  and/or sensor cradle  128  to aim environmental sensor  160  at the scene, structure, or target, or portions thereof. Resulting imagery and/or other sensor data may be processed (e.g., by sensor payload  140 , platform  110 , and/or base station  130 ) and displayed to a user through use of user interface  132  (e.g., one or more displays such as a multi-function display (MFD), a portable electronic device such as a tablet, laptop, or smart phone, or other appropriate interface) and/or stored in memory for later viewing and/or analysis. In some embodiments, system  100  may be configured to use such imagery and/or other sensor data to control operation of platform  110 , sensor payload  140 , and/or environmental sensor  160 , as described herein, such as controlling gimbal system  122  to aim sensor payload  140  towards a particular direction or controlling propulsion system  124  to move and/or orient platform  110  to a desired position/orientation in a scene or structure or relative to a target. 
     In additional embodiments, system  100  may be configured to use platform  110  and/or sensor cradle  128  to position and/or orient environmental sensor  160  at or relative to the scene, structure, or target, or portions thereof. Resulting sensor data may be processed (e.g., by environmental sensor  160 , platform  110 , and/or base station  130 ) and displayed to a user through use of user interface  132  (e.g., one or more displays such as a multi-function display (MFD), a portable electronic device such as a tablet, laptop, or smart phone, or other appropriate interface) and/or stored in memory for later viewing and/or analysis. In some embodiments, system  100  may be configured to use such sensor data to control operation of platform  110  and/or environmental sensor  160 , as described herein, such as controlling propulsion system  124  to move and/or orient platform  110  to a desired position in a scene or structure or relative to a target. 
     In the embodiment shown in  FIG. 1 , multispectral navigation system  100  includes platform  110 , optional base station  130 , and at least one multispectral imaging system  140 . Platform  110  may be a mobile platform configured to move or fly and position multispectral imaging system  140  and/or environmental sensor  160  (e.g., relative to a designated or detected target). As shown in  FIG. 1 , platform  110  may include one or more of a controller  112 , an orientation sensor  114 , a gyroscope/accelerometer  116 , a global navigation satellite system (GNSS)  118 , a communication module  120 , a gimbal system  122 , a propulsion system  124 , a sensor cradle  128 , and other modules  126 . Operation of platform  110  may be substantially autonomous and/or partially or completely controlled by optional base station  130 , which may include one or more of a user interface  132 , a communication module  134 , and other modules  136 . In other embodiments, platform  110  may include one or more of the elements of base station  130 , such as with various types of manned aircraft, terrestrial vehicles, and/or surface or subsurface watercraft. 
     Sensor payload  140  and/or environmental sensor  160  may be physically coupled to platform  110  and be configured to capture sensor data (e.g., visible spectrum images, infrared images, ultraviolet images, narrow aperture radar data, analyte sensor data, directional radiation data, and/or other sensor data) of a target position, area, and/or object(s) as selected and/or framed by operation of platform  110  and/or base station  130 . In some embodiments, one or more of the elements of system  100  may be implemented in a combined housing or structure that can be coupled to or within platform  110  and/or held or carried by a user of system  100 . 
     Controller  112  may be implemented as any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a control loop for controlling various operations of platform  110  and/or other elements of system  100 , for example. Such software instructions may also implement methods for processing infrared images and/or other sensor signals, determining sensor information, providing user feedback (e.g., through user interface  132 ), querying devices for operational parameters, selecting operational parameters for devices, or performing any of the various operations described herein (e.g., operations performed by logic devices of various devices of system  100 ). 
     In addition, a non-transitory medium may be provided for storing machine readable instructions for loading into and execution by controller  112 . In these and other embodiments, controller  112  may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, one or more interfaces, and/or various analog and/or digital components for interfacing with devices of system  100 . For example, controller  112  may be adapted to store sensor signals, sensor information, parameters for coordinate frame transformations, calibration parameters, sets of calibration points, and/or other operational parameters, over time, for example, and provide such stored data to a user using user interface  132 . In some embodiments, controller  112  may be integrated with one or more other elements of platform  110 , for example, or distributed as multiple logic devices within platform  110 , base station  130 , and/or sensor payload  140 . 
     In some embodiments, controller  112  may be configured to substantially continuously monitor and/or store the status of and/or sensor data provided by one or more elements of platform  110 , sensor payload  140 , environmental sensor  160 , and/or base station  130 , such as the position and/or orientation of platform  110 , sensor payload  140 , and/or base station  130 , for example, and the status of a communication link established between platform  110 , sensor payload  140 , environmental sensor  160 , and/or base station  130 . Such communication links may be configured to be established and then transmit data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data. 
     Orientation sensor  114  may be implemented as one or more of a compass, float, accelerometer, and/or other device capable of measuring an orientation of platform  110  (e.g., magnitude and direction of roll, pitch, and/or yaw, relative to one or more reference orientations such as gravity and/or Magnetic North), gimbal system  122 , imaging system/sensor payload  140 , and/or other elements of system  100 , and providing such measurements as sensor signals and/or data that may be communicated to various devices of system  100 . Gyroscope/accelerometer  116  may be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocities/accelerations and/or linear accelerations (e.g., direction and magnitude) of platform  110  and/or other elements of system  100  and providing such measurements as sensor signals and/or data that may be communicated to other devices of system  100  (e.g., user interface  132 , controller  112 ). 
     GNSS  118  may be implemented according to any global navigation satellite system, including a GPS, GLONASS, and/or Galileo based receiver and/or other device capable of determining absolute and/or relative position of platform  110  (e.g., or an element of platform  110 ) based on wireless signals received from space-born and/or terrestrial sources (e.g., eLoran, and/or other at least partially terrestrial systems), for example, and capable of providing such measurements as sensor signals and/or data (e.g., coordinates) that may be communicated to various devices of system  100 . In some embodiments, GNSS  118  may include an altimeter, for example, or may be used to provide an absolute altitude. 
     Communication module  120  may be implemented as any wired and/or wireless communication module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, communication module  120  may be configured to receive flight control signals and/or data from base station  130  and provide them to controller  112  and/or propulsion system  124 . In other embodiments, communication module  120  may be configured to receive images and/or other sensor information (e.g., visible spectrum, infrared, and/or ultraviolet still images or video images) from sensor payload  140  and relay the sensor data to controller  112  and/or base station  130 . In further embodiments, communication module  120  may be configured to receive sensor data and/or other sensor information from environmental sensor  160  and relay the sensor data to controller  112  and/or base station  130 . In some embodiments, communication module  120  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . Wireless communication links may include one or more analog and/or digital radio communication links, such as WiFi and others, as described herein, and may be direct communication links established between elements of system  100 , for example, or may be relayed through one or more wireless relay stations configured to receive and retransmit wireless communications. 
     In some embodiments, communication module  120  may be configured to monitor the status of a communication link established between platform  110 , sensor payload  140 , and/or base station  130 . Such status information may be provided to controller  112 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. Communication links established by communication module  120  may be configured to transmit data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data, as described herein. 
     In some embodiments, gimbal system  122  may be implemented as an actuated gimbal mount, for example, that may be controlled by controller  112  to stabilize sensor payload  140  relative to a target or to aim sensor payload  140  according to a desired direction and/or relative position. As such, gimbal system  122  may be configured to provide a relative orientation of sensor payload  140  (e.g., relative to an orientation of platform  110 ) to controller  112  and/or communication module  120  (e.g., gimbal system  122  may include its own orientation sensor  114 ). In other embodiments, gimbal system  122  may be implemented as a gravity driven mount (e.g., non-actuated). In various embodiments, gimbal system  122  may be configured to provide power, support wired communications, and/or otherwise facilitate operation of articulated sensor/sensor payload  140 . In further embodiments, gimbal system  122  may be configured to couple to a laser pointer, range finder, and/or other device, for example, to support, stabilize, power, and/or aim multiple devices (e.g., sensor payload  140  and one or more other devices) substantially simultaneously. In alternative embodiments, multispectral imaging system/sensor payload  140  may be fixed to mobile platform  110  such that gimbal system  122  is implemented as a fixed perspective mounting system for sensor payload  140 . 
     Propulsion system  124  may be implemented as one or more propellers, turbines, or other thrust-based propulsion systems, and/or other types of propulsion systems that can be used to provide motive force and/or lift to platform  110  and/or to steer platform  110 . In some embodiments, propulsion system  124  may include multiple propellers (e.g., a tri, quad, hex, oct, or other type “copter”) that can be controlled (e.g., by controller  112 ) to provide lift and motion for platform  110  and to provide an orientation for platform  110 . In other embodiments, propulsion system  124  may be configured primarily to provide thrust while other structures of platform  110  provide lift, such as in a fixed wing embodiment (e.g., where wings provide the lift) and/or an aerostat embodiment (e.g., balloons, airships, hybrid aerostats). 
     In various embodiments, propulsion system  124  may be implemented with a portable power supply, such as a battery and/or a combustion engine/generator and fuel supply, for example, that may be coupled to a transmission and/or drive train for propulsion system  124  and/or platform  110 . In further embodiments, propulsion system  124  may be implemented with braking system  125 , for example, which may be used or controlled to damp or eliminate motion of platform  110 , such as an electromechanically controlled disk or drum based braking system for use with terrestrial vehicles, including passenger vehicles. 
     Other modules  126  may include other and/or additional sensors, actuators, communication modules/nodes, and/or user interfaces/interface devices, for example, and may be used to provide additional environmental information related to operation of platform  110 , for example. In some embodiments, other modules  126  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, an altimeter, an analyte detection system, a radar system, a proximity sensor, a visible spectrum camera or infrared/thermal camera (with an additional mount), an irradiance detector, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of platform  110  and/or system  100 . 
     In some embodiments, other modules  126  may include one or more actuated and/or articulated devices (e.g., multi-spectrum active illuminators, visible and/or IR cameras, radars, sonars, and/or other actuated devices) coupled to platform  110 , where each actuated device includes one or more actuators adapted to adjust an orientation of the device, relative to platform  110 , in response to one or more control signals (e.g., provided by controller  112 ). In particular, other modules  126  may include a stereo vision system configured to provide image data that may be used to calculate or estimate a position of platform  110 , for example, or to calculate or estimate a relative position of a navigational hazard in proximity to platform  110 . In various embodiments, controller  130  may be configured to use such proximity and/or position information to help safely pilot platform  110  and/or monitor communication link quality, as described herein. 
     Ranging sensor system  127  may be implemented as a radar, sonar, lidar, and/or other ranging sensor system fixed relative to platform  110 , imaging system  140 , and/or environmental sensor  160 , and be configured to provide two and/or three dimensional ranging sensor data corresponding to a depth map overlapping a field of view of imaging system  140  and/or environmental sensor  160  and/or substantially centered about the optical axis of imaging system  140  and/or environmental sensor  160 . 
     In embodiments where ranging sensor system  127  is implemented as a radar system, ranging sensor system  127  may be implemented as one or more electrically and/or mechanically coupled controllers, transmitters, receivers, transceivers, signal processing logic devices, various electrical components, antenna elements of various shapes and sizes, multichannel antennas/antenna modules, radar assemblies, assembly brackets, and/or various actuators adapted to adjust orientations of any of the components ranging sensor system  127 , as described herein. For example, in various embodiments, ranging sensor system  127  may be implemented according to various radar system arrangements that can be used to detect features of and objects on or above a terrestrial surface or a surface of a body of water, for instance, and/or their relative velocities (e.g., their Doppler velocities). 
     More generally, ranging sensor system  127  may be configured to emit one, multiple, or a series of radar beams (e.g., remote sensor beams), receive corresponding radar returns (e.g., remote sensor returns), and convert the radar returns into radar data and/or imagery (e.g., remote sensor image data), such as one or more intensity plots and/or aggregation of intensity plots indicating a relative position, orientation, and/or other characteristics of structures, weather phenomena, waves, other mobile structures, surface boundaries, and/or other maneuvering obstacles and/or objects reflecting the radar beams back at ranging sensor system  127 . Ranging sensor system  127  may be configured to provide such data and/or imagery to a user interface of platform  110  and/or base station  130  for display to a user, for example, or to controller  112  for additional processing, as described herein. Moreover, such data may be used to generate one or more charts corresponding to AIS data, ARPA data, MARPA data, and or one or more other target tracking and/or identification protocols. 
     In some embodiments, ranging sensor system  127  may be implemented using a compact design, where multiple radar antennas, sensors, and/or associated processing devices are located within a single radar assembly housing that is configured to interface with the rest of system  100  through a single cable providing both power and communications to and from ranging sensor system  127 . In some embodiments, ranging sensor system  127  may include orientation and/or position sensors configured to help provide two or three-dimensional waypoints, increase radar data and/or imagery quality, and/or provide highly accurate radar image data, as described herein. 
     Conventional radar systems can be expensive and bulky and typically cannot be used to provide relatively accurate and/or distortion free radar image data. Embodiments of ranging sensor system  127  include low cost single, dual, and/or multichannel (e.g., synthetic aperture) radar systems that can be configured to produce detailed two and three-dimensional radar data and/or imagery. In some embodiments, ranging sensor system  127  may consolidate electronics and transducers into a single waterproof package to reduce size and cost, for example, and may be implemented with a single connection to other devices of system  100  (e.g., via an Ethernet cable with power over Ethernet, an integral power cable, and/or other communication and/or power transmission conduits integrated into a single interface cable). 
     In various embodiments, ranging sensor system  127  may be implemented with its own dedicated orientation and/or position sensors (e.g., similar to orientation sensor  114 , gyroscope/accelerometer  116 , and/or GNSS  118 ) that may be incorporated within a radar assembly housing to provide three dimensional orientations and/or positions of the radar assembly and/or antenna(s) for use when processing or post processing radar data for display. The sensor information can be used to correct for movement of the radar assembly during and/or between beam emissions to provide improved alignment of corresponding radar returns/samples, for example, and/or to generate imagery based on the measured orientations and/or positions of the radar assembly/antenna. In other embodiments, an external orientation and/or position sensor can be used alone or in combination with an integrated sensor or sensors. 
     In embodiments where ranging sensor system  127  is implemented with one or more position sensors, ranging sensor system  127  may be configured to provide a variety of radar data and/or imagery enhancements. For example, ranging sensor system  127  may be configured to provide accurate positioning and/or orienting of radar data and/or user-defined waypoints remote from platform  110 . Similarly, ranging sensor system  127  may be configured to provide accurate two and/or three-dimensional aggregation and/or display of a series of radar data; without either orientation data or position data to help determine a track or heading, a radar system typically assumes a straight track, which can cause image artifacts and/or other inaccuracies in corresponding radar data and/or imagery. Additionally, when implemented with a position sensor, ranging sensor system  127  may be configured to generate accurate and detailed intensity plots of maneuvering obstacles without access to a magnetometer. 
     In embodiments where ranging sensor system  127  is implemented with an orientation and/or position sensor, ranging sensor system  127  may be configured to store such location/position information along with other sensor information (radar returns, temperature measurements, text descriptions, altitude, platform speed, and/or other sensor and/or control information) available to system  100 . In some embodiments, controller  112  may be configured to generate a look up table so that a user can select desired configurations of ranging sensor system  127  for a particular location or to coordinate with some other sensor information. Alternatively, an automated adjustment algorithm can be used to select optimum configurations based on the sensor information. 
     In various embodiments, ranging sensor system  127  may also be implemented with a colocated imaging system (e.g., imaging system  140 ), which may include one or more various types of imaging modules that may be incorporated within the radar assembly housing to provide image data substantially contemporaneous with radar data for use when processing or post processing radar data for display. The image data can be used to improve operator understanding of the radar data and to increase the overall functionality of system  100 . For example, embodiments may include one or multiple imaging modules such that the imaging modules rotate with a radar antenna of ranging sensor system  127  to generate a panorama corresponding to a radar plan position indicator (PPI) display view. Embodiments provide methods of data processing, data fusion, and displaying the data and user interaction, as described herein. In further embodiments, ranging sensor system  127  may be implemented as a radar system implemented as and/or configured to operate similar to embodiments described in U.S. patent application Ser. No. 16/0007,908 filed Jun. 13, 2018 and entitled “VEHICLE BASED RADAR UPSAMPLING,” now U.S. Pat. No. 10,928,512, which are hereby incorporated by reference in their entirety. 
     In various embodiments, sensor cradle  128  may be implemented as a latching mechanism that may be permanently mounted to platform  110  to provide a mounting position and/or orientation for environmental sensor  160  relative to a center of gravity of platform  110 , relative to propulsion system  124 , and/or relative to other elements of platform  110 . In addition, sensor cradle  128  may be configured to provide power, support wired communications, and/or otherwise facilitate operation of environmental sensor  160 , as described herein. As such, sensor cradle  128  may be configured to provide a power, telemetry, and/or other sensor data interface between platform  110  and environmental sensor  160 . In some embodiments, gimbal system  122  may be implemented similarly to sensor cradle  128 , and vice versa. 
     For example, sensor cradle  128  may be implemented as an actuated gimbal mount, for example, that may be controlled by controller  112  to stabilize environmental sensor  160  relative to a target or to aim environmental sensor  160  according to a desired direction and/or relative position. As such, sensor cradle  128  may be configured to provide a relative orientation of environmental sensor  160  (e.g., relative to an orientation of platform  110 ) to controller  112  and/or communication module  120  (e.g., sensor cradle  128  may include its own orientation sensor  114 ). In other embodiments, sensor cradle  128  may be implemented as a gravity driven mount (e.g., non-actuated). In further embodiments, sensor cradle  128  may be configured to couple to a laser pointer, range finder, and/or other device, for example, to support, stabilize, power, and/or aim multiple devices (e.g., environmental sensor  160  and one or more other devices) substantially simultaneously. 
     User interface  132  of base station  130  may be implemented as one or more of a display, a touch screen, a keyboard, a mouse, a joystick, a knob, a steering wheel, a yoke, and/or any other device capable of accepting user input and/or providing feedback to a user. In various embodiments, user interface  132  may be adapted to provide user input (e.g., as a type of signal and/or sensor information transmitted by communication module  134  of base station  130 ) to other devices of system  100 , such as controller  112 . User interface  132  may also be implemented with one or more logic devices (e.g., similar to controller  112 ) that may be adapted to store and/or execute instructions, such as software instructions, implementing any of the various processes and/or methods described herein. For example, user interface  132  may be adapted to form communication links, transmit and/or receive communications (e.g., infrared images and/or other sensor signals, control signals, sensor information, user input, and/or other information), for example, or to perform various other processes and/or methods described herein. 
     In one embodiment, user interface  132  may be adapted to display a time series of various sensor information and/or other parameters as part of or overlaid on a graph or map, which may be referenced to a position and/or orientation of platform  110  and/or other elements of system  100 . For example, user interface  132  may be adapted to display a time series of positions, headings, and/or orientations of platform  110  and/or other elements of system  100  overlaid on a geographical map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and/or other sensor and/or control signals. 
     In some embodiments, user interface  132  may be adapted to accept user input including a user-defined target destination, heading, waypoint, route, and/or orientation for an element of system  100 , for example, and to generate control signals to cause platform  110  to move according to the target destination, heading, route, and/or orientation, or to aim sensor payload  140  or environmental sensor  160  accordingly. In other embodiments, user interface  132  may be adapted to accept user input modifying a control loop parameter of controller  112 , for example. 
     In further embodiments, user interface  132  may be adapted to accept user input including a user-defined target attitude, orientation, and/or position for an actuated or articulated device (e.g., sensor payload  140  or environmental sensor  160 ) associated with platform  110 , for example, and to generate control signals for adjusting an orientation and/or position of the actuated device according to the target attitude, orientation, and/or position. Such control signals may be transmitted to controller  112  (e.g., using communication modules  134  and  120 ), which may then control platform  110  accordingly. 
     Communication module  134  may be implemented as any wired and/or wireless communication module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, communication module  134  may be configured to transmit flight control signals from user interface  132  to communication module  120  or  144 . In other embodiments, communication module  134  may be configured to receive sensor data (e.g., visible spectrum, infrared, and/or ultraviolet still images or video images, or other sensor data) from sensor payload  140 . In some embodiments, communication module  134  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . In various embodiments, communication module  134  may be configured to monitor the status of a communication link established between base station  130 , sensor payload  140 , and/or platform  110  (e.g., including packet loss of transmitted and received data between elements of system  100 , such as with digital communication links), as described herein. Such status information may be provided to user interface  132 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. 
     Other modules  136  of base station  130  may include other and/or additional sensors, actuators, communication modules/nodes, and/or user interface devices used to provide additional environmental information associated with base station  130 , for example. In some embodiments, other modules  136  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, a radar system, a visible spectrum camera, an infrared or thermal camera, a GNSS, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of platform  110  and/or system  100  or to process sensor data to compensate for environmental conditions, such as an water content in the atmosphere approximately at the same altitude and/or within the same area as platform  110  and/or base station  130 , for example. In some embodiments, other modules  136  may include one or more actuated and/or articulated devices (e.g., multi-spectrum active illuminators, visible and/or IR cameras, radars, sonars, and/or other actuated devices), where each actuated device includes one or more actuators adapted to adjust an orientation of the device in response to one or more control signals (e.g., provided by user interface  132 ). 
     In embodiments where imaging system/sensor payload  140  is implemented as an imaging device, imaging system/sensor payload  140  may include imaging module  142 , which may be implemented as a cooled and/or uncooled array of detector elements, such as visible spectrum, infrared, and/or ultraviolet sensitive detector elements, including quantum well infrared photodetector elements, bolometer or microbolometer based detector elements, type II superlattice based detector elements, and/or other infrared spectrum detector elements that can be arranged in a focal plane array (FPA) (e.g., along with other detector elements sensitive to other spectrums). In various embodiments, imaging module  142  may be implemented with a complementary metal oxide semiconductor (CMOS) based FPA of detector elements that are sensitive to portions of the visible, near-infrared (NIR), and long wave ultraviolet (LWUV) spectrums simultaneously. In various embodiments, imaging module  142  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of imaging module  142  before providing the imagery to memory  146  or communication module  144 . More generally, imaging module  142  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  112  and/or user interface  132 . 
     In some embodiments, sensor payload  140  may be implemented with a second or additional imaging modules similar to imaging module  142 , for example, that may include detector elements configured to detect other electromagnetic spectrums, such as visible light, thermal, ultraviolet, and/or other electromagnetic spectrums or subsets of such spectrums. In various embodiments, such additional imaging modules may be calibrated or registered to imaging module  142  such that images captured by each imaging module occupy a known and at least partially overlapping field of view of the other imaging modules, thereby allowing different spectrum images to be geometrically registered to each other (e.g., by scaling and/or positioning). In some embodiments, different spectrum images may be registered to each other using pattern recognition processing in addition or as an alternative to reliance on a known overlapping field of view. 
     Communication module  144  of sensor payload  140  may be implemented as any wired and/or wireless communication module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, communication module  144  may be configured to transmit images from imaging module  142  to communication module  120  or  134 . In other embodiments, communication module  144  may be configured to receive control signals (e.g., control signals directing capture, focus, selective filtering, and/or other operation of sensor payload  140 ) from controller  112  and/or user interface  132 . In some embodiments, communication module  144  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . In various embodiments, communication module  144  may be configured to monitor the status of a communication link established between sensor payload  140 , base station  130 , and/or platform  110  (e.g., including packet loss of transmitted and received data between elements of system  100 , such as with digital communication links), as described herein. Such status information may be provided to imaging module  142 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. 
     Memory  146  may be implemented as one or more machine readable mediums and/or logic devices configured to store software instructions, sensor signals, control signals, operational parameters, calibration parameters, infrared images, and/or other data facilitating operation of system  100 , for example, and provide it to various elements of system  100 . Memory  146  may also be implemented, at least in part, as removable memory, such as a secure digital memory card for example including an interface for such memory. 
     Orientation sensor  148  of sensor payload  140  may be implemented similar to orientation sensor  114  or gyroscope/accelerometer  116 , and/or any other device capable of measuring an orientation of sensor payload  140 , imaging module  142 , and/or other elements of sensor payload  140  (e.g., magnitude and direction of roll, pitch, and/or yaw, relative to one or more reference orientations such as gravity and/or Magnetic North) and providing such measurements as sensor signals that may be communicated to various devices of system  100 . Gyroscope/accelerometer (e.g., angular motion sensor)  150  of sensor payload  140  may be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocities/accelerations (e.g., angular motion) and/or linear accelerations (e.g., direction and magnitude) of sensor payload  140  and/or various elements of sensor payload  140  and providing such measurements as sensor signals that may be communicated to various devices of system  100 . GNSS  149  may be implemented similar to GNSS  118  and/or any other device capable of measuring a position of sensor payload  140 , imaging module  142 , and/or other elements of sensor payload  140  and providing such measurements as sensor signals that may be communicated to various devices of system  100 . 
     Other modules  152  of sensor payload  140  may include other and/or additional sensors, actuators, communication modules/nodes, cooled or uncooled optical filters, and/or user interface devices used to provide additional environmental information associated with sensor payload  140 , for example. In some embodiments, other modules  152  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, a radar system, a visible spectrum camera, an infrared camera, a GNSS, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by imaging module  142  or other devices of system  100  (e.g., controller  112 ) to provide operational control of platform  110  and/or system  100  or to process imagery to compensate for environmental conditions. 
     In various embodiments, environmental sensor/sensor payload  160  may be implemented as an environmental sensor configured to generate environmental sensor data corresponding to the environment surrounding platform  110 . In the embodiment shown in  FIG. 1 , environmental sensor  160  includes sensor controller  162 , memory  163 , communication module  164 , sensor assembly  166 , orientation and/or position sensor (OPS)  167 , power supply  168 , and other modules  170 . In various embodiments, sensor assembly  166  may be implemented with sensor elements configured to detect the presence of and/or generate sensor data corresponding to hazardous analytes, ionizing radiation, emissivities, thermal radiation, radio frequency signals, and/or other environmental conditions proximate to or in view of platform  110  and/or environmental sensor  160 . 
     Sensor controller  162  may be implemented as one or more of any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a control loop for controlling various operations of environmental sensor  160  and/or other elements of environmental sensor  160 , for example. Such software instructions may also implement methods for processing sensor signals, determining sensor information, providing user feedback (e.g., through user interface  132 ), querying devices for operational parameters, selecting operational parameters for devices, or performing any of the various operations described herein. 
     In addition, a non-transitory medium may be provided for storing machine readable instructions for loading into and execution by sensor controller  162 . In these and other embodiments, sensor controller  162  may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, one or more interfaces, and/or various analog and/or digital components for interfacing with modules of environmental sensor  160  and/or devices of system  100 . For example, sensor controller  162  may be adapted to store sensor signals, sensor information, parameters for coordinate frame transformations, calibration parameters, sets of calibration points, and/or other operational parameters, over time, for example, and provide such stored data to a user using user interface  132 . In some embodiments, sensor controller  162  may be integrated with one or more other elements of environmental sensor  160 , for example, or distributed as multiple logic devices within platform  110 , base station  130 , and/or environmental sensor  160 . 
     In some embodiments, sensor controller  162  may be configured to substantially continuously monitor and/or store the status of and/or store sensor data provided by one or more elements of sensor assembly  166  of environmental sensor  160 , such as the position and/or orientation of platform  110 , environmental sensor  160 , and/or base station  130 , for example, and the status of a communication link established between platform  110 , environmental sensor  160 , and/or base station  130 . Such communication links may be configured to be established and then transmit data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data. 
     Memory  163  may be implemented as one or more machine readable mediums and/or logic devices configured to store software instructions, sensor signals, control signals, operational parameters, calibration parameters, sensor data, and/or other data facilitating operation of environmental sensor  160  and/or other elements of system  100 , for example, and provide it to various elements of system  100 . Memory  163  may also be implemented, at least in part, as removable memory, such as a secure digital memory card for example including an interface for such memory. 
     Communication module  164  of environmental sensor  160  may be implemented as any wired and/or wireless communication module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, communication module  164  may be configured to transmit sensor data from environmental sensor  160  and/or sensor assembly  166  to communication module  120  of platform  110  (e.g., for further transmission to base station  130 ) or directly to communication module  134  of base station  130 . In other embodiments, communication module  164  may be configured to receive control signals (e.g., control signals directing operation of environmental sensor  160 ) from controller  112  and/or user interface  132 . In some embodiments, communication module  164  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . 
     Sensor assembly  166  may be implemented with one or more sensor element supports (e.g., printed circuit boards “PCBs”), connectors, sensor elements, and/or other modules configured to facilitate operation of environmental sensor  160 . In a particular embodiment, environmental sensor  160  may be implemented as a relatively high resolution visible spectrum camera (e.g., an HD or 2K or 4K visible spectrum camera) and sensor assembly  166  may be implemented as a relatively high resolution FPA of visible spectrum sensitive detector elements configured to generate relatively high resolution imagery and/or video of a scene imaged substantially simultaneously by multispectral imaging system  140 . 
     Orientation and/or position sensor (OPS)  167  of environmental sensor  160  may be implemented similar to orientation sensor  114 , gyroscope/accelerometer  116 , GNSS  118 , and/or any other device capable of measuring an orientation and/or position of environmental sensor  160 , sensor assembly  166 , and/or other elements of environmental sensor  160  (e.g., magnitude and direction of roll, pitch, and/or yaw, relative to one or more reference orientations such as gravity and/or Magnetic North, along with an absolute or relative position) and providing such measurements as sensor signals that may be communicated to various devices of system  100 . 
     Power supply  168  may be implemented as any power storage device configured to provide enough power to each sensor element of sensor assembly  166  to keep all such sensor elements active and able to generate sensor data while environmental sensor  160  is otherwise disconnected from external power (e.g., provided by platform  110  and/or base station  130 ). In various embodiments, power supply  168  may be implemented by a supercapacitor so as to be relatively lightweight and facilitate flight of platform  110  and/or relatively easy handheld operation of platform  110  (e.g., where platform  110  is implemented as a handheld sensor platform). 
     Other modules  170  of environmental sensor  160  may include other and/or additional sensors, actuators, communication modules/nodes, and/or user interface devices used to provide additional environmental information associated with environmental sensor  160 , for example. In some embodiments, other modules  170  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, a GNSS, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by sensor controller  162  or other devices of system  100  (e.g., controller  112 ) to provide operational control of platform  110  and/or system  100  or to process sensor data to compensate for environmental conditions, as described herein. 
     In general, each of the elements of system  100  may be implemented with any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a method for providing sensor data and/or imagery, for example, or for transmitting and/or receiving communications, such as sensor signals, sensor information, and/or control signals, between one or more devices of system  100 . 
     In addition, one or more non-transitory mediums may be provided for storing machine readable instructions for loading into and execution by any logic device implemented with one or more of the devices of system  100 . In these and other embodiments, the logic devices may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, and/or one or more interfaces (e.g., inter-integrated circuit (I2C) interfaces, mobile industry processor interfaces (MIPI), joint test action group (JTAG) interfaces (e.g., IEEE 1149.1 standard test access port and boundary-scan architecture), and/or other interfaces, such as an interface for one or more antennas, or an interface for a particular type of sensor). 
     Sensor signals, control signals, and other signals may be communicated among elements of system  100  using a variety of wired and/or wireless communication techniques, including voltage signaling, Ethernet, WiFi, Bluetooth, Zigbee, Xbee, Micronet, or other medium and/or short range wired and/or wireless networking protocols and/or implementations, for example. In such embodiments, each element of system  100  may include one or more modules supporting wired, wireless, and/or a combination of wired and wireless communication techniques. In some embodiments, various elements or portions of elements of system  100  may be integrated with each other, for example, or may be integrated onto a single printed circuit board (PCB) to reduce system complexity, manufacturing costs, power requirements, coordinate frame errors, and/or timing errors between the various sensor measurements. 
     Each element of system  100  may include one or more batteries, capacitors, or other electrical power storage devices, for example, and may include one or more solar cell modules or other electrical power generating devices. In some embodiments, one or more of the devices may be powered by a power source for platform  110 , using one or more power leads. Such power leads may also be used to support one or more communication techniques between elements of system  100 . 
       FIG. 2  illustrates a diagram of mobile platforms  110 A and  110 B of multispectral navigation system  200  including embodiments of environmental sensor  160  and associated sensor cradle  128  in accordance with an embodiment of the disclosure. In the embodiment shown in  FIG. 2 , multispectral navigation system  200  includes base station  130 , optional co-pilot station  230 , mobile platform  110 A with articulated imaging system/sensor payload  140 , gimbal system  122 , environmental sensor  160 , and sensor cradle  128 , and mobile platform  110 B with articulated imaging system/sensor payload  140 , gimbal system  122 , environmental sensor  160 , and sensor cradle  128 , where base station  130  and/or optional co-pilot station  230  may be configured to control motion, position, orientation, and/or general operation of platform  110 A, platform  110 B, sensor payloads  140 , and/or environmental sensors  160 . 
     In various embodiments, co-pilot station  230  may be implemented similarly relative to base station  130 , such as including similar elements and/or being capable of similar functionality. In some embodiments, co-pilot station  230  may include a number of displays so as to facilitate operation of environmental sensor  160  and/or various imaging and/or sensor payloads of mobile platforms  110 A-B, generally separate from piloting mobile platforms  110 A-B, and to facilitate substantially real time analysis, visualization, and communication of sensor data and corresponding directives, such as to first responders in contact with a co-pilot or user of system  200 . For example, base station  130  and co-pilot station  230  may each be configured to render any of the display views described herein. 
     As described herein, embodiments of multispectral navigation system  100  may be implemented with a relatively compact, low weight, and low power multispectral imaging system (e.g., multispectral imaging system  140 ) that can be used to help operate a mobile platform, such as through assisted navigation, where processed imagery and/or display views are provided to an operator to help the operator pilot the mobile platform, or through autopilot navigation, where such imagery is used to autopilot the mobile platform according to a desired route, destination, or other operational parameters. 
     In some embodiments, a multispectral imaging system may include an imaging module implemented by a CMOS based FPA formed, fabricated, assembled, and/or otherwise configured to have sensitivity in the IR, VIS, and UV spectrums/bands. Such imaging module may include a Bayer filter configured to generate a mosaic or pattern of IR, VIS, and UV pixels in the FPA such that each image captured by the multispectral imaging module includes IR, VIS, and UV information about each scene imaged by the multispectral imaging module. In particular embodiments, such FPA may be sensitive to portions of the NIR, VIS, and LWUV spectrums, including at least 400-750 nm (VIS), 750-1100 nm (NIR), and 330-400 nm (LWUV), and the Bayer filter may be configured to selectively pass such bands according to a particular mosaic or pattern. 
     In some embodiments, such Bayer filter may be deposited directly onto the FPA, for example, and/or may form a checkerboard-like mosaic similar to mosaics used for RGB VIS imaging. Any one of the VIS, NIR, or LWUV spectrums may be emphasized or deemphasized relative to the other two spectrums in resulting imagery according to a particular mosaic selected for the Bayer filter and/or according to a particular demosaicing algorithm (e.g., based on one or more of interpolation, spectral correlation, spatial correlation, and/or other demosaicing technique). 
     In some embodiments, a particular demosaicing algorithm may be selected based on one or more environmental conditions associated with an imaged scene or object, for example, or associated with an operational state, position, or orientation of mobile platform  110  and/or imaging module  142  of multispectral imaging system  140 . For example, a particular demosaicing algorithm may be configured to deemphasize horizon-aligned polarized VIS, NIR, and/or LWUV contributions to a captured image based on a time of day (e.g., a position of the sun in the sky), a position of mobile platform  110 , and/or an orientation of mobile platform  110  and/or multispectral imaging system  140 , so as to reduce image artifacts (e.g., pixel saturation artifacts) caused by relatively strong reflections of ambient light from horizon-aligned surfaces. In another example, a particular demosaicing algorithm may be configured to emphasize UV contributions to a captured image based on a time of day (e.g., a level of natural ambient light provided by the sun) a position of mobile platform  110  (e.g., geographical position and altitude to place mobile platform  110  within a topographical map of the horizon), and/or an orientation of mobile platform  110  and/or multispectral imaging system  140 , when the UV contribution is expected to relatively low (e.g., while the sun is below the horizon). 
     Such Bayer filter may be implemented as a mosaic of single band pass filters (e.g., each pixel receiving only one of the passed IR, VIS, UV bands), for example, or may be implemented as a mosaic of notched broadband transmission filters (e.g., each pixel receiving all but one of the notched/filtered IR, VIS, UV bands). In embodiments where the Bayer filter is implemented as a mosaic of notched broadband transmission filters, the selected principal bands may be synthesized from linear combinations of two or more pixels receiving differentiated spectrums (e.g., associated with spectrally differentiated notched broadband transmission filters). In various embodiments, such synthesis may be implemented within/included as part of a demosaicing algorithm, as described herein. Such techniques can provide increased signal to noise characteristics relative to filter implemented by mosaics of single band pass filters. 
     In various embodiments, multispectral imaging system  140  is capable of operating at reasonably high frame rates so that resulting image streams are contemporaneous enough to be useful for navigation of a mobile platform (e.g., where an operator or autopilot often needs to make time-critical maneuvering decisions). For example, embodiments are able to operate (e.g., capture and process imagery) at frame rates approaching approximately 100 frames/second or higher. 
     In particular embodiments, multispectral imaging system  140  is capable of cycling an integration time associated with an FPA of imaging module  142  over two or more preset values so that multispectral imaging system  140  can produce high dynamic range (HDR) imagery in all imaged bands. Such HDR mode may be used to provide midwell exposure values over a variety of lighting conditions, for example, and in some embodiments, the integration times may be determined and/or adjusted by multispectral imaging system  140  based on ambient light level (e.g., in one or more spectrums), contrast levels in prior captured multispectral images, and/or other environmental sensor data and/or derived or processed sensor data and/or imagery. This can be particularly important where, for example, the solar spectrum has very different scene brightnesses in IR, VIS, and UV, and the scene spectrum varies with the diurnal cycle. 
     A midwell exposure value refers to an exposure event where the integration capacitor for a sensor element in a CMOS based embodiment of an FPA of imaging module  142  (e.g., FPA  374  of multispectral imaging system  140  of  FIG. 3 ) is allowed to charge to approximately half its capacity before being read out (e.g., discharged) by module controller  372  across PCB  375  (e.g., both of imaging module  142 . For example, the readout frequency and/or the exposure time (e.g., controlled by a mechanical, electromechanical, and/or electronic, such LCD, embodiment of shutter  349 ) may be adjusted based, at least in part, on the average scene radiance (e.g., of a specific band or across multiple bands, as selected by filter system  376 ), so that a majority of the sensor elements of FPA  374  associated with one or more bands captured by FPA  374  are operating roughly at their midwell exposure values. Operating at such midwell exposure values results in image data captured within the most linear portion of the dynamic range of FPA  374  (e.g., providing a substantially linear response to photons being intercepted by sensor elements of FPA  374 ), which helps avoid image noise associated with, for example, low well charge levels. By cycling through different exposure times (e.g., integration times), embodiments are able to achieve midwell operating performance for each of the bands captured by multispectral imaging system  140 . 
     For example, VIS radiance in a scene will often be higher than the NIR or LWUV radiance in the scene. An exposure/integration time of 5 milliseconds might provide midwell exposure levels for NIR and LWUV sensor elements (e.g., as selected by filter system  376 ) but overexpose VIS sensor elements of FPA  374 . Multispectral imaging system  140  may be configured to capture a first image according to the first 5 millisecond exposure time, then capture a second image according to a second shorter exposure time, and then combine the NIR and LWUV components of the first image with the VIS component of the second image to generate an HDR image (e.g., as long the first and second images are captured one after the other and/or while multispectral imaging system  140  or at least FOV  345  is substantially stationary with respect to scene  302 ). 
     In various embodiments, multispectral imaging system  140  may be equipped with a lens system that is achromatic across the spectral bands captured by imaging module  142 . Such lens system may be implemented with a focal length chosen to provide a relatively wide field of view (FOV) that is sufficient with respect to navigation system and UAS imaging FOV requirements (e.g., mission, specification, and/or regulatory requirements). 
     In some embodiments, multispectral imaging system  140  may be configured to process captured imagery according to multispectral image analytics and/or algorithms (e.g., on-board or after transmission to other processing elements of system  100 ) configured to classify scene pixels according to their likelihood of being part of a particular class of object. For example, clear sky has a distinctive spectrum to it, being darker in the NIR and brighter in the UV. Vehicles, even those painted white, tend to have the opposite spectrum: bright in the NIR band and dark in the UV band. Both scene elements can therefore be reliably classified based, at least in part, on their spectral characteristics. In various embodiments, such multispectral image analytics and/or algorithms may be performed by a convolutional neural network (CNN) implemented within multispectral imaging system  140 , for example, or within one or more controllers associated with multispectral navigation system  100 . 
     In particular embodiments, image data provided by multispectral imaging system  140  and/or imaging module  142  may be encoded using two bytes per pixel, where 12 bits encode image data (e.g., intensity) and the remaining four bits encode information about a classification probability associated with the pixel, such as a 95% probability the pixel is sky or not sky. Such data may then be used by multispectral navigation system  100  to make maneuvering (e.g., braking and steering) decisions substantially in real time (e.g., at 100+ frames/second instances in time). 
       FIG. 3  illustrates a diagram of multispectral imaging system  140  for multispectral navigation system  100  and/or  300  in accordance with an embodiment of the disclosure. In  FIG. 3 , multispectral imaging system  140  includes imaging module  142  including multispectral FPA  374  receiving light  308  from scene  302  through filter system  376 , lens system  378 , and/or optional shutter  349  along optical axis  344  and according to FOV  345 . In various embodiments, imaging module  142  may include a printed circuit board (PCB)  375  or similar structure configured to support FPA  374  and couple FPA  374  and/or other elements of imaging module  142  to module controller  372  of imaging module  142 . As described herein, filter system  376  may in some embodiments be implemented as a Bayer filter with a selected mosaic configured to provide differentiated spectrums (e.g., portions of VIS, IR, and UV spectrums) to pixels of FPA  374 . As is also described herein, lens system  378  may be achromatic with respect to the differentiated spectrums provided to pixels of FPA  374 , for example, and be configured to provide FOV  345 . In some embodiments, lens system  378  may be actuated so as to adjust FOV  345 , a zoom level of multispectral imaging system  140 , and/or a focus of light conveyed to FPA  374 . In other embodiments, lens system  378  may be a fixed lens system. 
     Module controller  372  may be implemented as any appropriate processing device (e.g., microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), or other logic device) that may be used by imaging module  142  and/or multispectral imaging system  140  to execute appropriate instructions, such as software instructions and/or signal processing operations for, for example, capturing multispectral images of scene  302  using FPA  374 , filter system  376 , lens system  378 , and/or shutter  349 , demosaicing raw pixel data associated with such multispectral images, and/or classifying pixels in such images associated with object  304  and/or background  306  within scene  302  (e.g., using a CNN implemented within module controller  372 ). Further, module controller  372  may be implemented with various signal processing devices, such as analog to digital converters (ADCs), trigger inputs, timing circuitry, and other signal or sensor processing devices as described herein. 
     In various embodiments, FPA  374  may be implemented by a two-dimensional planar array of similarly fabricated/sized pixel structures each configured to be sensitive across the full spectral band of imaging module  142 . In other embodiments, FPA  374  may be implemented by an array of structurally differentiated pixel structure subarrays, where each subarray is sensitive to a differentiated subset of the full spectral band of imaging module  142 , for example, and/or may be non-planar (e.g., concave with respect to optical axis  344 ), three dimensional (e.g., multilayered), and/or may include size differentiated pixels (e.g., with larger surface areas as the distance to optical axis  344  increases). 
     Filter system  376  may be implemented as a static Bayer filter structure deposited or otherwise attached to an active surface of FPS  374 , for example, or may be implemented as an adjustable or controllable Bayer filter structure or other type of filter structure configured to provide pixel- or FPA-portion-differentiated spectral illumination of FPA  374 . In a specific example, such Bayer filter may be implemented with two VIS pixels for each NIR and LWUV pixel (e.g., similar to some Bayer filter patterns for color VIS cameras with green—2 pixels—and red and blue—1 pixel each). Such filters may be implemented as multilayer dielectric interference-type bandpass filters. More generally, filter system  376  may be configured to provide spatially and spectrally differentiated illumination of FPA  374  according to two or more, or three or more different spectrums, each of which may be full differentiated or may partially overlap an adjacent differentiated spectrum. In one embodiment, the characteristics of filter system  376  may include a NIR band of 780-1000 nm, a LWUV band of 370 nm with 60 nm full width half maximum (FWHM), and a typical VIS band. 
     In other embodiments, filter system  376  may be implemented at least partially by a multivariate optical element filter array (e.g., a multivariate filter or filter array). Such special interference filters are typically configured according to relatively complex engineered transmission curves that are designed to perform optical computing operations, such as operations that are analogous to a dot product between a scaled regression vector and the spectroscopic response of the scene. For example, a regression vector is commonly a consequence of the design of the filter and may be optimized for specific spectra of interest. In one embodiments, there such filter may include array with 3 or perhaps more distinct multivariate optical elements (MOEs) in a selected pattern. An MOE array designed to specifically detect scene spectra like vegetation, clear sky, overcast sky, road surfaces and vehicles may offer advantages over a simple 3-band approach. Such MOE filters can be constructed of relatively few layers than conventional bandpass filters, so they are often physically thinner than bandpass filters, which makes them an attractive choice for a filter array where the pixels of the FPA may have dimensions that are comparable to filter layer stack thicknesses. Such MOE filters may also tend to have better overall scene flux throughput (e.g., when they are composed of fewer layers than a comparable bandpass filter array). 
     Lens system  378  may be implemented with one or more lenses each configured to pass light to substantially all pixels of FPA  374 , for example, or may be implemented with an array of lenses (e.g., a microlens array) each configured to pass light to a subset of pixels of FPA  374 . In general, in embodiments where FPA is sensitive to the NIR, VIS, and LWUV bands, as described herein, each lens of lens system  378  may be configured to be color corrected or achromatic from 330-1100 nm. In some embodiments, FOV  345  may be asymmetrical (e.g., to match a corresponding FPA dimension) and be approximately 42 by 34 degrees. 
     While the embodiment depicted by  FIG. 3  shows a relatively compact multispectral imaging system  140  implemented with a single multispectral imaging module  142  capable of providing single perspective multispectral imagery of scene  302 , in other embodiments, multispectral imaging system  140  may be implemented with multiple imaging modules  142  each sensitive to individually differentiated spectrums, for example, and/or each providing different perspectives of scene  302 , such as according to different optical axes and/or different FOVs). 
     PCB  375  may be a conventional printed circuit board, for example, and be adapted to provide electrical access to FPA  374  and/or other elements of imaging module  142  (e.g., through various metal traces) as well as physical support for FPA  374  and/or other elements of imaging module  142 . In some embodiments, shutter  349  may be implemented as a mechanical or removable light shield adapted to selectively block one or more bands of light  308 . In various embodiments, shutter  349  may be actuated (e.g., opened and/or closed) electronically by module controller  372  and/or imaging system controller  312 , for example. Shutter  349  may be coupled to/supported by housing  348 , for example, and housing  348  may be adapted to protect system  300  from environmental conditions associated with space or atmospheric flight, and/or other outdoor environmental conditions, such as fixed or articulated mounting on a terrestrial vehicle, for example. In other embodiments, housing  348  may be adapted for handheld use. 
     As shown in  FIG. 3 , multispectral imaging system  140  may be implemented with a variety of other components adapted to facilitate operation of multispectral imaging system  140 , including capturing multispectral images of scene  302 , demosaicing images of scene  302 , detecting characteristics of (e.g., presence, extents, range, translucency, visible color, and/or other characteristics) and/or classifying object  304  and background  306  of scene  302  (e.g., as sky or not sky, maneuvering obstruction or not maneuvering obstruction, mobile target or not mobile target, vegetation or not vegetation, road/earth or not road/earth, water surface or not water surface, and/or likelihood thereof), and/or reporting such sensor data to other elements of system  100  as described herein. In some embodiments, system  300  may report sensor data by aggregating sensor data over time (e.g., multiple frames) to provide a time-duration-based reliability of such characteristics and/or classifications determined by system  300 , and then transmitting the sensor data to other elements of system  100 . In other embodiments, system  300  may report sensor data by energizing an LED indicator and/or transmitting an alert or notification signal to a component (e.g., an alarm, or an electrical switch or relay) of systems  300  or  100 . 
     Each of imaging sensor controller  312 , memory  146 , user interface  332 , communication module  144 , display  333 , and other modules  152 , if optionally included in multispectral imaging system  140 , may be coupled to PCB  375  or to housing  348 , for example, depending on a desired application and/or overall size of multispectral imaging system  140  and/or imaging module  142 . In other embodiments, any one or group of such components may be implemented externally to multispectral imaging system  140 , for example, and/or in a distributed or grouped manner (e.g., multiple imaging system controllers  312  operating multispectral imaging system  140 , or multiple multispectral imaging systems  140  operated by a single imaging system controller  312 ). 
     Imaging system controller  312  may be implemented as any appropriate processing device (e.g., microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), or other logic device) that may be used by system  300  to execute appropriate instructions, such as software instructions and/or signal processing operations for, for example, capturing multispectral images of scene  302  using imaging module  142 , demosaicing raw pixel data associated with such multispectral images, classifying pixels and/or elements of scene  302  in such images (e.g., using a CNN implemented within imaging system controller  312 ), and/or reporting such sensor data/information to other elements of multispectral navigation system  100  or  300 . Further, imaging system controller  312  may be implemented with various signal processing devices, such as analog to digital converters (ADCs), trigger inputs, timing circuitry, and other signal or sensor processing devices as described herein. 
     In various embodiments, at least some portion or some functionality of imaging system controller  312  may be part of or implemented with other existing controllers or logic devices of separate systems, such as a server, a personal electronic device (e.g., a mobile phone, smartphone, tablet device, laptop computer, desktop computer), and/or any other device that may be used to process, report, or act on multispectral images captured by system  300 . In other embodiments, imaging system controller  312  may be adapted to interface and communicate with various external controllers or logic devices and associated components and/or perform various operations in a distributed manner. 
     In general, imaging system controller  312  may be adapted to interface and communicate with other components of system  300  to perform the methods and processes described herein. In one embodiment, imaging system controller  312  may be adapted to use communication module  144  to report multispectral imagery and/or pixel/object classifications to display  333  and render and/or display a such information or an alert notification, for example, or render and/or display an image of a classification map corresponding to scene  302 . In another embodiment, imaging system controller  312  may be adapted to use communication module  144  to establish a wired or wireless communication link with a remote reporting system, for example, and report such sensor information. 
     Memory  146  is typically in communication with at least imaging system controller  312  and may include one or more memory devices (e.g., memory components) to store information, including image data, calibration data, other types of sensor data, and/or software instructions. Such memory devices may include various types of volatile and non-volatile information storage devices, such as RAM (Random Access Memory), ROM (Read-Only Memory), EEPROM (Electrically-Erasable Read-Only Memory), flash memory, a disk drive, and/or other types of memory. In one embodiment, memory  146  may include a portable memory device that can be removed from system  300  and used to convey stored data to other systems for further processing and inspection. 
     Communication module  144  may be configured to facilitate communication and interfacing between various components of system  300  (e.g., between imaging system controller  312  and memory  146  and/or display  333 ) and/or various external devices, such as a wireless access point, a personal electronic device, a server, and/or other detectors. For example, components such as user interface  332  and display  333  may transmit and receive data to and from imaging system controller  312  through communication module  144 , which may be adapted to manage wired and/or wireless communication links between the various components. As such, communication module  144  may support various interfaces, protocols, and standards for local system networking, such as the controller area network (CAN) bus, the local interconnect network (LIN) bus, the media oriented systems transport (MOST) network, or the ISO 11738 (or ISO bus) standard. 
     In some embodiments, imaging system controller  312  may be adapted to communicate, via communication module  144 , with a remote user interface, a notification system, or other detection systems to, for example, aggregate reports from multiple systems or sensors and/or implement a particular detection and/or notification method. As such, communication module  144  may include a wireless communication component (e.g., based on the IEEE 802.11 WiFi standards, the Bluetooth™ standard, the ZigBee™ standard, or other appropriate short range wireless communication standards), a wireless broadband component (e.g., based on WiMax technologies), a mobile cellular component, a wireless satellite component, or other appropriate wireless communication components. Communication module  144  may also be configured to interface with a wired network and/or device via a wired communication component, such as an Ethernet interface. 
     If present, user interface  332  provides for user interaction with multispectral imaging system  140  and may include one or more buttons, indicators (e.g., LEDs), keyboards, trackballs, knobs, joysticks, displays (e.g., a liquid crystal display, a touch-screen display), and/or other type of user interface adapted to accept user input and/or provide user feedback. In one embodiment, user interface  332  may include a power button, a vibration motor, an LED to indicate a maneuvering obstruction, and/or a speaker to provide an audible indication of a maneuvering obstruction (e.g., visible, tactile, and/or audible indicators). In various embodiments, user interface  332  may be used to input a variety of system configuration settings, such as integration time parameters, demosaicing algorithm selections, and/or other configuration settings, as described herein. In some embodiments, user interface  332  may be used to view one or more reports, graphs, and/or other image data captured by system  300  and/or processed according to the various operations described herein. 
     If present, display  333  may be configured to present, indicate, or otherwise convey alerts, notifications, and/or other reports of image data and/or object or pixel classifications (e.g., generated by imaging system controller  312 ). Display  333  may be implemented with an electronic display screen, such as a liquid crystal display (LCD), a cathode ray tube (CRT), or various other types of generally known video displays and monitors, including touch-sensitive displays. Display  333  may be suitable for presenting image data, graphs, video, reports, or other information as described herein. 
     Other modules  152  may include a temperature sensor/probe (e.g., a thermocouple, an infrared thermometer), an LED or laser diode, an ambient light sensor, a voltage regulator and/or filter, a variable voltage source, and/or other types of devices that can be used to facilitate operation of multispectral imaging system  140 , as described herein. In some embodiments, other modules  152  may include a GNSS, accelerometer, compass, and/or other orientation sensor capable of sensing a position and/or orientation of multispectral imaging system  140 . Other modules  152  may additionally include a power module implemented as a battery, a power adapter, a charging circuit, a power interface, a power monitor, and/or other type of power supply providing a mobile power source. 
     In accordance with embodiments described herein, multispectral navigation systems may benefit from a variety of multispectral imaging and visualization techniques configured to improve the operational flexibility, reliability, and accuracy of such systems. In particular, embodiments may be configured to provide various display views, including augmented reality views based on imagery provided by multispectral imaging system  140  and/or other imagers of system  100 , allowing a user to access and monitor such features and capabilities, for example, and may be implemented according to various processes and/or control loops configured to ease pilot burden, protect operation of mobile platforms of such systems, and qualitatively and quantitatively evaluate potential maneuvering obstructions and evasion options more quickly and more reliably than conventional navigation systems. 
     In various embodiments, system  100  may be configured to visualize and characterize a maneuvering obstruction through use of multispectral imaging system  140  and other sensors mounted to mobile platform  110 . In general, mobile platform  110  can relay sensor data to an onboard operator or remote operators at base station  130  and/or co-pilot station  230  where the sensor data can be processed or used to maneuver mobile platform  110 . Such sensor data may also be rendered on a display to help visualize and characterize the maneuvering obstacle to assist a human operator with detecting and evading a maneuvering obstruction. For example, elements of system  100  can autonomously map the extents of one or more maneuvering obstacles and overlay resulting sensor data onto a geospatial chart or imagery, such that an operator can visualize the full extent of the maneuvering obstacle(s) and proceed safely. In embodiments where system  100  or  300  includes a handheld mobile platform, elements of system  100  or  300  can aggregate various data to provide critical and timely warnings and/or safety directives to the user of the handheld platform. 
     Embodiments may overlay 2D or 3D sensor data onto geospatial maps or imagery as icons or colored highlights or blobs so that users can visualize the extent of a maneuvering obstacle. Embodiments may optionally include a second screen/additional base stations so that sensor data can be viewed/processed by a user other than a UAV/UGV pilot. 
     In some embodiments, a display view (e.g., rendered by user interface  132  and/or display  333 ) may include a geospatial chart or augmented imagery surrounded by various selector/indicator groups (e.g., a header, payload controller menus, video feed, and platform telemetry indicator) configured to visualize and/or quantify maneuvering obstacles and operate mobile platform  110  and/or elements of mobile platform  110 . For example, a header may include one or more selectors and/or indicators configured to receive user selection of a particular selector to enable, disable, or select active sensor payloads (e.g., multispectral imaging system  140 , environmental sensor  160 ) for display of corresponding georeferenced sensor data within a geospatial chart or augmented imagery, for example, or to indicate an operational status of mobile platform  110  and/or various elements of mobile platform  110 . 
     In related embodiments, a geospatial chart or augmented imagery includes a mobile platform indicator and a maneuvering obstacle overlay rendered over a base map or chart. In various embodiments, system  100  may be configured to determine a shape, extent, and/or other characteristics of a maneuvering obstacle overlay within the geospatial chart or augmented imagery based, at least in part, on sensor data provided by multispectral imaging system  140 , environmental sensor  160 , and orientation and/or position data (e.g., provided by OPS  167  and/or other orientation and/or position or motion sensors of mobile platform  110  or elements of mobile platform  110 ) as mobile platform  110  maneuvers within the area shown in the geospatial chart or augmented imagery. For example, system  100  may be configured to determine an extent associated with object  304  from the perspective of optical axis  344  based on sensor data and/or environmental conditions provided by mobile platform  110 , and render the maneuvering obstruction overlay according to a color mapping to indicate relative range or approaching velocity, such as hot colors (e.g., red) to indicate relatively close or quickly approaching maneuvering obstructions, and cold colors (e.g., blue) to indicate relatively far or quickly receding maneuvering obstructions. 
     In another embodiment, system  100  may be configured to determine multiple types of maneuvering obstacles are present within a particular survey area or scene, for example, and render each type of maneuvering obstacle according to a different overlay layer presented in a display view, each of which may be selective enabled and/or disabled by a user. 
     In various embodiments, mobile platform  110  may be configured to adjust its course based on sensor data provided by multispectral imaging system  140  and/or environmental sensor  160 , for example, and/or based on various environmental conditions measured by sensors mounted to mobile platform  110  or by external systems and communicated to system  100  (e.g., such as regional weather data provided by an online database over a wireless network linked to base station  130  or co-pilot station  230 ). As such, mobile platform  110  may be configured to autonomously avoid maneuvering obstacles or hazardous environments (e.g., significant downdrafts or otherwise undesirable environmental conditions and/or maneuvering obstacles within such undesirable environmental conditions). For example, sending a UAV/UGV into a hazardous environment can put mobile platform  110  at risk of damage. By adding intelligent maneuvering obstacle avoidance based on multispectral imagery and environmental sensors carried on-vehicle, risk of collision and/or inefficient maneuvering can be limited through automatic course adjustment, thereby protecting mobile platform  110  and it associated sensor suite. 
     Embodiments described herein may provide for autonomous reaction to maneuvering obstacles. For example, controller  112  and/or a controller of base station  130  or co-pilot station  230  may be configured to receive multispectral imagery, classification data, and/or other sensor data from mobile platform  110  and/or from sensors mounted to mobile platform  110  and to determine course adjustments to avoid detected maneuvering obstacles and/or environmental conditions. Examples of course adjustments may include halt, divert around, climb, and/or reverse course to retreat from or otherwise avoid a maneuvering obstacle or dangerous environment. Such course adjustments may be relayed to a user of base station  130 , for example, or may be implemented directly/autonomously by mobile platform  110 . Such autonomous response is intended to preserve the integrity of mobile platform  110  and facilitate reaching a desired destination. 
       FIGS. 4-6  illustrate display views  400 ,  500 , and  600  including imagery generated by multispectral imaging system  140  for multispectral navigation system  100  or  300  in accordance with embodiments of the disclosure. In  FIG. 4 , display view  400  shows a relatively high resolution visible spectrum RGB or color image  402  of a neighborhood and various scene elements (e.g., a road, sidewalk, fence, vegetation, and a structure behind the vegetation, with all scene elements beneath a cloudy sky). In  FIG. 5 , display view  500  shows a monochrome visible spectrum image  502 , a NIR image  504 , and a LWUV image  506  of the same scene depicted in visible spectrum color image  402 .  FIG. 6  shows display view  600  including multispectral image  602  including the spectral characteristics of each of monochrome visible spectrum image  502 , NIR image  504 , and LWUV image  506 , where each differentiated spectrum is mapped into the R, G, and B channels typically visible by human eyes (e.g., NIR image data is mapped to the R channel, VIS data is mapped to the G channel, and LWUV data is mapped to the Blue channel). 
     As can be seen from  FIGS. 4-6 , the daytime sky spectral signature has a relatively low spectral signature/brightness in NIR imagery, medium spectral signature/brightness in VIS imagery, and relatively very bright spectral signature/brightness in LWUV imagery. As such, objects silhouetted against the sky in LWUV imagery are much easier to segment out from the sky than when using VIS imagery, and multispectral analysis is better able to discriminate between sky and foreground objects, such as other mobile platforms. For example, it is very hard to envision a daytime scenario where both the sky and some closing object have the same apparent radiance in all three of the bands depicted in  FIG. 5 , simultaneously. Moreover, such multispectral analysis is particularly useful when an object or maneuvering obstacle is beyond a reliable LIDAR range. As such, embodiments are typically able to use simple image subtraction to segment out the sky from other objects in the scene, even when the object look similar in the visible spectrum. Furthermore, an on-board CNN or other machine vision engine (e.g., implemented within module controller  372  and/or imaging system controller  312 ) could perform pixel and/or object classification rapidly and send multispectral image data including “tagged” pixels or groups of pixels to elements of multispectral navigation system  100  and determine various maneuvering adjustments to avoid maneuvering obstacles, as described herein. 
     In the various images of  FIG. 5 , it can be seen that natural light shadows are suppressed in the UV band. For example, Rayleigh scattering typically makes the whole sky glow relatively brightly with scattered UV sunlight. Since the whole sky dome is lit, shadows are less intense in the UV band (e.g., as shown in LWUV image  506 ). Moreover, many foreground objects in LWUV imagery will tend to look dark, since UV is absorbed by many molecular surfaces. By contrast, shadows tend to be enhanced in the NIR band because there is less Rayleigh scattering (e.g., as shown in NIR image  504 ). Therefore, subtracting NIR image  504  and LWUV image  506  from each other results in a multispectral image emphasizing which pixels in the image are likely to be shadows (e.g., thereby classifying such pixels as shadow or not shadow, optionally with an associated likelihood). 
     In another example, white clothing against clean snow is typically invisible or low contrast in VIS imagery, particularly in diffuse ambient light with indistinct or absent shadowing. However, white clothing against clean snow in LWUV imagery is typically very pronounced with relatively high contrast and can be detected fairly easily with CNN analysis and/or image subtraction of the LWUV imagery from the VIS imagery. 
       FIG. 7  illustrates a flow diagram  700  of various operations to provide assisted or autopiloted navigation using a multispectral navigation system in accordance with embodiments of the disclosure. In some embodiments, the operations of  FIG. 7  may be implemented as software instructions executed by one or more logic devices or controllers associated with corresponding electronic devices, sensors, and/or structures depicted in  FIGS. 1-3 . More generally, the operations of  FIG. 7  may be implemented with any combination of software instructions, mechanical elements, and/or electronic hardware (e.g., inductors, capacitors, amplifiers, actuators, or other analog and/or digital components). 
     It should also be appreciated that any step, sub-step, sub-process, or block of process  700  may be performed in an order or arrangement different from the embodiments illustrated by  FIG. 7 . For example, in other embodiments, one or more blocks may be omitted from or added to each individual process. Furthermore, block inputs, block outputs, various sensor signals, sensor information, calibration parameters, and/or other operational parameters may be stored to one or more memories prior to moving to a following portion of a corresponding process. Although process  700  is described with reference to systems described in  FIGS. 1-3 , process  700  may be performed by other systems different from those systems and including a different selection of electronic devices, sensors, assemblies, mechanisms, platforms, and/or platform attributes. 
     Process  700  of  FIG. 7  may generally correspond to a method for navigating a survey area using multispectral navigation system  100 . 
     At block  702 , multispectral image data corresponding to a projected course for a mobile platform is received. For example, controllers  112 ,  312 , and/or  372 , communication modules  120 ,  144 , and/or  134 , user interface  132 , and/or other elements of system  100  may be configured to receive multispectral image data from multispectral imaging system  140  and/or imaging module  142  as mobile platform  110  maneuvers along a projected course (e.g., within scene  302 ). 
     In block  704 , orientation and position data corresponding to multispectral image data is received. For example, system  100  may be configured to receive orientation and/or position data (e.g., from various orientation, position, and/or other motion sensors of system  100 ) corresponding to the multispectral image data received in block  702 . 
     In block  706 , maneuvering obstacle information is generated. For example, system  100  may be configured to generate maneuvering obstacle information (e.g., indicating a position, extent, and/or other characteristics of object  304  in scene  302 ) corresponding to the projected course of mobile platform  110  (e.g., within scene  302 ) based, at least in part, on a combination of the orientation and/or position data and the multispectral image data received in blocks  702  and  704 . 
     In block  708 , a display view including maneuvering obstacle information is rendered. For example, system  100  may be configured to render a display view (e.g., display views of  FIGS. 4-6 ) including the maneuvering obstacle information generated in block  706  in a display of user interface  132  and/or in display  333  of multispectral imaging system  140 . 
     In block  710 , intersection of a projected course with a maneuvering obstacle area is determined. For example, system  100  may be configured to determine the projected course for mobile platform  110  intersects a position and/or extent of at least one object  304  in scene  302  based, at least in part, on the maneuvering obstacle information generated in block  706 . 
     In block  712 , a projected course of a mobile platform is adjusted. For example, system  100  may be configured to adjust the projected course of mobile platform  110  to avoid one or more maneuvering obstacles (e.g., multiple objects  304  in scene  302 ) intersecting the projected course for mobile platform  110  as determined in block  710 . For example, system  100  may be configured to determine an avoidance course configured to avoid all maneuvering obstacles within scene  302  and to reach a predetermined destination or traverse scene  302  generally according to a predetermined heading or approach. In other embodiments, system  100  may be configured to determine a series of avoidance courses configured to avoid individual maneuvering obstacles within scene  302  as mobile platform  110  maneuvers through scene  302 . 
     By providing such systems and techniques for multispectral navigation, embodiments of the present disclosure substantially improve the operational flexibility and reliability of manned and unmanned mobile platforms, including unmanned sensor platforms. Moreover, such systems and techniques may be used to increase the operational safety of users and operators of mobile platforms, including of unmanned mobile sensor platforms, beyond that achievable by conventional systems. As such, embodiments provide multispectral imaging systems and navigation systems with significantly increased operational convenience and performance. 
     As noted above, another important class of object in a scene that is commonly encountered by vehicles is vegetation. Healthy vegetation strongly reflects NIR radiation, especially in the 800 nm band. A camera system with the ability to measure both visible-band radiance and NIR radiance may be configured to detect the so-called Red Edge: the sharp rise in reflectivity from 700 nm to 800 nm associated with spongy mesophyll tissue in most vegetation. 
     One algorithm for identifying foliage is the normalized differential vegetative index or NDVI. This metric is used quite often in remote sensing from satellites. The traditional NDVI is most commonly defined as the normalized contrast between the NIR band and the visible red band in multispectral images. With respect to embodiments of the disclosed multispectral imaging system, there often is no separate visible red band, as distinct from visible green or blue, and so the traditional NVDI may be modified to form the mNDVI, to define it according to the contrast between NIR and full visible spectrum light: 
       mNDVI=(NIR−VIS)/(NIR+VIS)
 
     Using this definition of the mNDVI, thresholds can be identified and selected to classify pixels in a multispectral image as associated with vegetation in the imaged scene. A typical range of threshold values includes mNDVIs of 0.3-0.4. 
     Another useful metric may be referred to as the normalized differential sky index or NDSI. For example, there is often strong contrast between LWUV and NIR images of the sky because the Rayleigh scattering cross section varies very strongly with wavelength: 
       σ Rayleigh ˜Wavelength −4  
 
     The LWUV light will be scattered approximately sixteen times more than NIR light (e.g., with twice the wavelength), which makes the sky appear bright in the LWUV band and dark in the NIR band. This NDSI metric may be defined as: 
       NDSI=(LWUV−NIR)/(LWUV+NIR)
 
     Using this definition of the NDSI, thresholds can be identified and selected to classify pixels in a multispectral image as associated with sky in the imaged scene. A typical threshold value includes an NDSI of approximately 0.2. 
       FIGS. 8-10  illustrate display views  800 ,  900 , and  1000  including imagery generated by multispectral imaging system  140  for multispectral navigation system  100  or  300  in accordance with embodiments of the disclosure.  FIGS. 8-10  show three views of the same scene. In  FIG. 8 , display view  800  shows a relatively high resolution visible spectrum RGB or color image  802  of a major intersection with a highway onramp and various scene elements (e.g., streetlights, a road with painted lane and direction indicators, street signs, sidewalks, fencing, vegetation, a bridge, and a mountain range, with all scene elements beneath a clear sky). More generally,  FIG. 8  shows a full color visible-light image of a typical ADAS scene. 
     In  FIG. 9 , display view  900  shows a multispectral image  902  including the spectral characteristics of each of a VIS image, a NIR image, and a LWUV image of the same scene depicted in visible spectrum color image  802 , where each differentiated spectrum is mapped into the R, G, and B channels typically visible by human eyes (e.g., NIR image data is mapped to the R channel, VIS data is mapped to the G channel, and LWUV data is mapped to the Blue channel).  FIG. 10  shows display view  1000  including processed image or classification map  1002  that shows vegetation in red, sky in blue, and the remainder in black, as identified pixel by pixel using the mNDVI and the NDSI, along with appropriate thresholds, as described herein. For example, the specific mNDVI and NDSI thresholds used to generate classification map  1002  are 0.35 and 0.2, respectively. 
     Embodiments of the disclosed multispectral imaging system may be configured to differentiate green-colored objects, such as green road signs, from green vegetation. Such ability makes it easier for an ADAS to identify and segment out green road signs and use optical character recognition to incorporate the information in imaged text into its general data streams. Moreover, a green-colored vehicle is easier to see against green vegetation using measurements from the NIR and VIS bands. By contrast, both green signs and green-colored vehicles on a road or parked next on the side of a road may be at risk of being lost against a backdrop of green vegetation if a conventional color camera is used. 
     For example, a LWUV image of a highway may provide minimal contrast between a sign and vegetation behind it, but, in the LWUV image, there is typically relatively high contrast between the sky and everything else. A multispectral image of the same scene would therefore be able to show the sky and vegetation clearly delineated from each other. With the spectral mappings provided herein, a road might be depicted in a multispectral image with a yellow-grey color. As such, it is possible to classify the road surface (e.g., using mapped RGB color thresholds) as distinct from both vegetation and sky in the imaged scene, since the multispectral appearance of the road surface is substantially different from that of the sky and the vegetation. Selecting appropriate thresholds, structural morphologies, and/or identifying other classification processing characteristics or techniques may include implementing an appropriate CNN training and classification technique, where the CNN is trained to classify various different image features important to an ADAS. 
     Using the techniques described herein, embodiments of the multispectral navigation system described herein are able to: identify vegetation, since it is bright in the NIR band, but darker in the other two bands; identify clear sky, since it is bright in the LWUV band, but darker in the other two bands; distinguish red LED taillights from incandescent taillights with red filters; and define the location of car windows by the visible light passing through them. Embodiments are also able to: differentiate man-made surfaces from natural surfaces; differentiate green vehicles from vegetation; differentiate sky-blue vehicles from clear sky; differentiate white vehicles from overcast sky; differentiate icy roads from ice-free roads; and differentiate wet roads from dry roads. 
     In 2019, vehicle accidents in the United States killed more than 6,000 pedestrians, the highest annual total ever recorded, and sent more than 100,000 to hospitals with injuries. As the automotive industry moves towards autonomous vehicles (AV), the ability to sense, classify, and make split-second artificial intelligence (AI) based maneuvering decisions while driving becomes increasingly necessary. Advanced driver assistance systems (ADAS) and related AV systems are tasked with becoming smarter and safer quickly. Embodiments described herein offer automotive manufacturers, suppliers, regulators, automotive testing agencies, commercial vehicle operators, and consumers systems that maximize safety of drivers, pedestrians, and other vulnerable road users. 
       FIG. 11  is a diagram  1100  illustrating the functional benefits associated with thermal imaging navigation systems (e.g., embodiments of multispectral navigation system  100  in  FIG. 1 ) in accordance with an embodiment of the disclosure. In particular, diagram  1100  of  FIG. 11  shows how thermal imaging-based navigation systems can provide relatively reliable feature performance over a relatively large portion of the safety feature phase space identified in diagram  1100 . Moreover, diagram  1100  of  FIG. 11  shows that increased reliable feature performance can be achieved by combining thermal imaging with visible spectrum imaging and/or other remote sensor systems (e.g., radar), where the overlap or fusion of the different feature performances substantially fills the safety feature phase space identified in diagram  1100 . 
       FIG. 12  illustrates a diagram of a mobile platform  110  employing a thermal imaging navigation system  1200  in accordance with an embodiment of the disclosure. For example, as described herein, in some embodiments, multispectral navigation system  100  may be implemented as a thermal imaging navigation system, where sensor payload  140  may be implemented as a thermal imaging system  140  including a thermal imaging module  142 , environmental sensor  160  may be implemented as a visible spectrum imaging system  160  including a visible spectrum imaging module/sensor assembly  166 , and thermal imaging navigation system  100  may include ranging sensor system  127 , which may be implemented as a radar or other type of ranging sensor system. In such embodiments, each of thermal imaging system  140 , visible spectrum imaging system  160 , and ranging sensor system  127  may be mounted to platform  110  so as to have overlapping fields of view (e.g., overlapping sensor data of scene  302 ). 
     In particular, thermal imaging navigation system  1200  of  FIG. 12  may include one or more of controller  112 , propulsion system  124  (e.g., an electric motor or combustion engine or hybrid motor, coupled to a transmission and/or drive train), braking system  125  (e.g., one or more electromechanically controlled clamping or motion retardation devices disposed along the drivetrain of propulsion system  124 , including at or within wheels for platform/passenger vehicle  110 ), ranging sensor systems  127   a  (a grille mounted radar system),  127   b  (a front bumper mounted radar or sonar system),  127   c  (a pillar mounted radar system), and/or  127   d  (a rear bumper or trunk mounted radar or sonar system), thermal imaging systems  1240   a  (a roof mounted “shark fin” or “hat” or radio antenna-integrated thermal imaging system),  1240   b  (a pillar mounted thermal imaging system),  1240   c  (a rear windshield mounted thermal imaging system, and/or  1240   d  (a front windshield mounted thermal imaging system), and/or visible spectrum imaging system  1260   a  (a front windshield mounted visible spectrum imaging system),  1260   b  (a roof or roof-rack  1226  mounted visible spectrum imaging system),  1260   c  (a rear windshield mounted visible spectrum imaging system), and/or  1260   d  (a trunk mounted visible spectrum imaging system). 
     More generally, each of the mounting spots identified in  FIG. 12  may be used to mount any one or combination of a thermal imaging system, a visible spectrum imaging system, and/or a remote sensor system, as described herein. In various embodiments, all sensor data generated by each of the mounted systems may be used to generate display views rendered by user interface  1232  of platform  110  (e.g., a dash display for passenger vehicle  110 ). 
       FIG. 13A  illustrates a data flow diagram  1300  of mobile platform  110  employing thermal imaging navigation system  1200  in accordance with an embodiment of the disclosure. In particular, data flow diagram  1300  shows thermal imaging system  1260  and/or visible spectrum imaging system providing thermal and/or visible spectrum imagery to maneuvering obstacle detector  1340 , which may be configured to provide the received imagery and/or associated maneuvering obstacle information (e.g., tagged imagery) generated by maneuvering obstacle detector  1340  to range estimator  1342 . Range estimator  1342  may be configured to determine and provide a range estimate associated with each detected maneuvering obstacle represented in the received tagged imagery to sensor data fusor  1344 , and sensor data fusor  1344  may be configured to use ranging sensor data provided by ranging sensor system  127  and/or orientation, position, motion, and/or other registration or calibration data provided by registrator  1318  to fuse or otherwise combine the tagged imagery generated by maneuvering obstacle detector  1340  and the associated range estimates, for example, and/or the ranging sensor data provided by ranging sensor system  127 , as shown. 
     Sensor data fusor  1344  may be configured to provide the combined sensor data and/or imagery to braking planner  1346  (e.g., an automatic emergency braking planner), which may be configured to evaluate the combined sensor data and/or imagery, including a projected course of platform  110  (e.g., provided by registrator  1318 ) and selectively activate braking system  125  and/or other elements of propulsion system  124  to avoid colliding with any of the maneuvering obstacles detected by maneuvering obstacle detector  1340 . 
     In optional embodiments, maneuvering obstacle detector  1340  may be configured to generate tagged imagery based on any one or combination of thermal imagery, visible spectrum imagery, and/or ranging sensor data. Moreover, range estimator  1342  may be configured to determine and provide range estimates associated with each detected maneuvering obstacle based on the tagged imagery provided by maneuvering obstacle detector  1340  and/or ranging sensor data provided by ranging sensor system  127 . 
     In various embodiments, each of maneuvering obstacle detector  1340 , range estimator  1342 , sensor data fusor  1344 , and/or braking planner  1346  may be implemented and/or executed as individual software programs by controller  112 . In particular embodiments, maneuvering obstacle detector  1340  may be implemented as one or more CNNs configured to generate tagged thermal, visible, and/or blended imagery, such as through one or more of feature extraction, sematic segmentation, object recognition, classification, and/or other similar CNN based image and/or sensor data processing. 
     In one embodiment, maneuvering obstacle detector  1340  may be configured to apply a thermal imagery trained CNN to detect maneuvering obstacles represented in the thermal imagery provided by thermal imaging system  1240  and generate corresponding tagged thermal imagery and/or associated map scores (e.g., accuracy likelihood values) for each maneuvering obstacle detected in the thermal imagery. In a related embodiment, maneuvering obstacle detector  1340  may be configured to apply a visible spectrum imagery trained CNN to detect maneuvering obstacles represented in the visible spectrum imagery provided by visible spectrum imaging system  1260  and generate corresponding tagged visible spectrum imagery and/or associated map scores for each maneuvering obstacle detected in the visible spectrum imagery. In such embodiments, maneuvering obstacle detector  1340  may be configured to combine the two sets of tagged images according to a logic function, such as according to one or the other identifying a maneuvering obstacle with a map score above a spectrum-specific threshold value, and/or any commonly detected maneuvering obstacle with a combined map score (from each spectrum) above a combined threshold value. 
     In another embodiment, maneuvering obstacle detector  1340  may be configured to blend the thermal imagery with the visible spectrum imagery prior to applying a blended imagery trained CNN to detect maneuvering obstacles represented in the blended imagery and generate corresponding tagged blended imagery and/or associated map scores for each maneuvering obstacle detected in the blended imagery, where only maneuvering objects with map scores above a blended imagery threshold value are forwarded as tagged blended imagery to range estimator  1342 . In a further embodiment, maneuvering obstacle detector  1340  may be configured to blend the thermal imagery with the visible spectrum imagery and combine the result with ranging sensor data provided by ranging sensor system  127  prior to applying a fused sensor data trained CNN to detect maneuvering obstacles represented in the fused sensor data and generate corresponding tagged blended or spectrum-specific imagery and/or associated map scores for each maneuvering obstacle detected in the fused sensor data, where only maneuvering objects with map scores above a fused sensor data threshold value are forwarded as tagged imagery to range estimator  1342 . In various embodiments, any of the CNNs described herein may be trained via synthetic maneuvering obstacles, where computer generated animals and/or other maneuvering obstacles are added to imagery in order to train the CNNs to tag associated imagery appropriately. 
     Thermal and visible spectrum imagery blending may be performed according to a variety of metrics emphasizing one or more characteristics of one or the other spectrums. In some embodiments, color characteristics of the visible spectrum imagery may be modulated according to overlapping thermal imagery pixel values. In other embodiments, the pixel values of the visible spectrum imagery may be converted to greyscale before being blended with overlapping thermal imagery pixel values. In further embodiments, the thermal imagery pixel values may be mapped to a particular color palette before blended with overlapping visible spectrum imagery pixel values (e.g., greyscale or color pixel values). 
     In some embodiments, range estimator  1342  may be configured to generate a range and/or relative direction estimate based only on thermal or visible spectrum imagery, such as by identifying common object features with known average feature displacements (e.g., port and starboard tail lights) and determining the range estimate based on the known average feature displacement, the pixel displacement of the identified object features, and one or more displacement calibration parameters (e.g., generally specific to each imaging system). In other embodiments, range estimator  1342  may be configured to generate a range and/or relative direction estimate based on one or any combination of thermal imagery, visible spectrum imagery, or ranging sensor data provided by ranging sensor system  127 . For example, if each imaging system is known and fixed relative to ranging sensor system  127 , such range estimate may be performed without registration data provided by registrator  1318 . 
     Sensor data fusor  1344  may be configured to fuse substantially synchronous sensor data provided by any of the sensors of systems  100  and/or  1200 , for example, and/or may be configured to fuse temporally differentiated data, such as a time series of sensor data and/or tagged images, so as to facilitate accurate maneuvering obstacle tracking, as described herein. Braking planner  1346  may be configured to receive all the individual sensor data, tagged imagery, range and/or relative direction estimates, and/or fused sensor data and selective activate braking system  125  and/or other elements of propulsion system  124  to halt or reduce a speed of platform  110  to avoid potential collision with a maneuvering obstacle detected by maneuvering obstacle detector  1340 , as described herein. 
       FIG. 13B  illustrates a block diagram of an update system  1302  for mobile platforms  110  employing thermal imaging navigation systems  1200  in accordance with an embodiment of the disclosure. As can be seen in  FIG. 13B , update system  1302  may include various platforms  110  each configured to receive CNN configurations (weights) from update server  1390  via network  1320 . Each of platforms  110  (e.g., passenger vehicles) may be implemented as described with respect to platform  110  of  FIGS. 1 and/or 12 . In various embodiments, communication network  1320  may be implemented according to one or more wired and/or wireless network interfaces, protocols, topologies, and/or methodologies, as described herein, and in some embodiments may include one or more LAN and/or WAN networks, including cellular networks and/or the Internet. 
     In some embodiments, CNN maneuvering obstacle detection failures may be identified (e.g., by user override of thermal imaging navigation system  1200 ) and/or stored locally at platform  110 . In some embodiments, update server  1390  may be configured to receive CNN maneuvering obstacle detection failures and associated sensor data and generate updated CNN configurations to compensate for such edge cases/failures. For example, update server  1390  and/or a connected dedicated CNN trainer and/or an annotation feedback loop may be configured to adjust a current CNN configuration based, at least in part, on the CNN maneuvering obstacle detection failure and may store the updated CNN configuration for distribution to platforms  110 . 
     Update server  1390  may be implemented as a logic device, a tablet computer, laptop, desktop, and/or server computer that may be configured to implement a CNN configuration database that stores and manages CNN configurations associated with different platforms and provide updated CNN configurations to platforms  110  when requested by users, for example, or when pushed by a manufacturer or regulator. Although network  1320  is shown as one element in  FIG. 13B , in various embodiments, network  1320  may include multiple network infrastructures and/or combinations of infrastructures where, for example, each platform  110  may be configured to use substantially different network infrastructures to access update server  1390 . 
       FIGS. 14A-B  illustrate display views  1400 ,  1402  including imagery generated by thermal imaging system  1240  for thermal imaging navigation system  1200  in accordance with embodiments of the disclosure. For example, display view  1400  of  FIG. 14A  shows visible spectrum image  1460 , co-registered thermal image  1440  including image tagging (e.g., CNN based maneuvering obstacle image tags  1480  and radar sensor data tags  1482 ), and a top-down or birds-eye view of the tagged imagery as fused image  1427 , which includes CNN based maneuvering obstacle image tags  1480 , radar sensor data tags  1482 , and a local area image tag associated with a position of platform  110 . Display view  1402  of  FIG. 14B  shows visible spectrum image  1462  with visible spectrum imagery CNN based maneuvering obstacle tag  1486  (e.g., a person), thermal image  1442  with thermal imagery CNN based maneuvering obstacle tag  1484  (e.g., the same person), and blended image  1444  with blended imagery CNN based maneuvering obstacle tag  1488 . 
       FIG. 15  illustrates a flow diagram  1500  of various operations to provide assisted or autopiloted navigation including automated emergency breaking using a thermal imaging navigation system in accordance with embodiments of the disclosure. In some embodiments, the operations of  FIG. 15  may be implemented as software instructions executed by one or more logic devices or controllers associated with corresponding electronic devices, sensors, structures, and/or related imagery or display views depicted in  FIGS. 1-14B . More generally, the operations of  FIG. 15  may be implemented with any combination of software instructions, mechanical elements, and/or electronic hardware (e.g., inductors, capacitors, amplifiers, actuators, or other analog and/or digital components). 
     Any step, sub-step, sub-process, or block of process  1500  may be performed in an order or arrangement different from the embodiments illustrated by  FIG. 15 . For example, in other embodiments, one or more blocks may be omitted from or added to each individual process. Furthermore, block inputs, block outputs, various sensor signals, sensor information, calibration parameters, and/or other operational parameters may be stored to one or more memories prior to moving to a following portion of a corresponding process. Although process  1500  is described with reference to systems described in  FIGS. 1-14B , process  1500  may be performed by other systems different from those systems and including a different selection of electronic devices, sensors, assemblies, mechanisms, platforms, and/or platform attributes. 
     Process  1500  of  FIG. 15  may generally correspond to a method for navigating a roadway and braking to avoid maneuvering obstacles using a thermal imaging navigation system  1200  (e.g., an embodiment of multispectral navigation system  100  of  FIG. 1 ). 
     At block  1502 , thermal image data corresponding to a projected course for a mobile platform is received. For example, controllers  112 ,  312 , and/or  372 , communication modules  120 ,  144 , and/or  134 , user interfaces  1232  and/or  132 , and/or other elements of systems  100  and/or  1200  may be configured to receive thermal image data from thermal imaging system  1240  and/or imaging module  142  as mobile platform  110  maneuvers along a projected course (e.g., within scene  302 ). 
     At block  1504 , sensor data corresponding to thermal image data is received. For example, system  1200  may be configured to receive visible spectrum image data, radar data, lidar data, other ranging sensor data, and/or orientation and/or position data (e.g., from various orientation, position, and/or other motion sensors of system  100 ) corresponding to the thermal image data received in block  1502 . In some embodiments, system  1200  may be configured to blend thermal and visible spectrum imagery prior to proceeding to block  1506 , for example, or otherwise combining the thermal and visible spectrum imagery with received ranging sensor data prior to proceeding to block  1506 , as described herein. In some embodiments, system  1200  may be configured to adjust a framerate of any of the imaging systems of system  1200  based, at least in part, on a speed of platform  110 . 
     At block  1506 , maneuvering obstacle information is generated. For example, system  1200  may be configured to generate maneuvering obstacle information (e.g., indicating a position, extent, and/or other characteristics of object  304  in scene  302 ) corresponding to the projected course of mobile platform  110  (e.g., within scene  302 ) based, at least in part, on the thermal image data received in block  1502 . In other embodiments, system  1200  may be configured to generate maneuvering obstacle information corresponding to the projected course of mobile platform  110  based, at least in part, on a combination of the sensor data and the thermal image data received in blocks  1502  and  1504 , as described herein. In various embodiments, such maneuvering obstacle information may include tagged thermal, visible spectrum, and/or blended imagery, as described herein. In some embodiments, such maneuvering obstacle information may include range and/or relative direction estimates, fused sensor data corresponding to detected maneuvering obstacles, and/or other sensor data or processed sensor data, as described herein. 
     At block  1508 , a display view including maneuvering obstacle information is rendered. For example, system  1200  may be configured to render a display view (e.g., display views of  FIGS. 13A-14B ) including the maneuvering obstacle information generated in block  1506  in a display of user interface  1232  and/or in a display of user interface  132 . Such display view may include visible spectrum imagery, thermal spectrum imagery, blended imagery, and/or a fused sensor data, for example, and/or one or more types of image tagging, as described herein. 
     At block  1510 , intersection of a projected course with a maneuvering obstacle area is determined. For example, system  1200  may be configured to determine the projected course for mobile platform  110  intersects a position and/or extent of at least one object  304  in scene  302  based, at least in part, on the maneuvering obstacle information generated in block  1506 . For example, each of such determined intersections may be determined by braking planner  1346  and/or controller  112 , as described herein. 
     At block  1512 , a braking system of a mobile platform is activated. For example, system  1200  may be configured to activate braking system  125  and/or control other elements of propulsion system  124  of mobile platform  110  to halt or reduce motion of platform  110  to avoid one or more maneuvering obstacles (e.g., multiple objects  304  in scene  302 ) intersecting the projected course for mobile platform  110 , as determined in block  1510 . For example, system  1200  may be configured to determine an avoidance course configured to avoid all maneuvering obstacles within scene  302  while braking platform  110  without losing steering control of platform  110  and generally according to a predetermined heading or approach. In other embodiments, system  1200  may be configured to determine a series of avoidance courses configured to avoid individual maneuvering obstacles within scene  302  as mobile platform  110  brakes. More simply, system  1200  may be configured to determine a breaking power to be applied to braking system  125  to halt platform  110  in the least amount of linear travel possible. 
     By providing such systems and techniques for thermal image-based navigation, embodiments of the present disclosure substantially improve the operational flexibility and reliability of manned and unmanned mobile platforms, including passenger vehicles. Moreover, such systems and techniques may be used to increase the operational safety of users and operators of mobile platforms, including of manned passenger vehicles, beyond that achievable by conventional systems. As such, embodiments provide thermal imaging navigation systems with significantly increased operational convenience and performance. 
     As described herein, embodiments present an elegant software solution that combines visible spectrum imagery and/or video with thermal imagery and/or video to create a blended combination of the two. In some embodiments, such blended imagery uses partial thermal imagery and also visible spectrum imagery to provide features like color and the ability to read signs and lane markings, even in low light conditions. Examples of such blended imagery are provided herein. Embodiments described herein may be configured to uses such blended imagery as the base imagery for an AI based image processing and object detection and tracking methods. Such methods include providing dewarping and rectification of the two video streams and then runs an object detector (e.g., a CNN based object detector) and tracker on the combined video. The result is a single CNN, which results in better overall efficiency and compute performance. By contrast, existing systems currently process each video stream individually, which doubles the compute requirements on the hardware. 
     Embodiments described herein provide additional performance over conventional techniques because the CNN and tracker can leverage additional car information (e.g., speed, radar, GPS, direction) as part of the data in the capability of the AI-based processing because the blended video&#39;s weighted values of each side can be determined within the AI stack. Additionally, the CNN may use additional information from the scene temperature data provided by a radiometric thermal camera to check average temperatures of classified objects for acceptable range of temperature to help limit false positive detections. For example, pixels of an object classified as a person by the CNN all have temperature values associated with the identified person. Average temperature values may be checked against acceptable ranges for the specific type of target in the associated specific environment. 
     Night time driving can be difficult for drivers; drivers may find it difficult to see critical road obstructions and/or other objects like Vulnerable Road Users (VRUs) and animals. Embodiments described herein provide additional information to the driver so that the driver can see VRUs and animals with sufficient warning to react so that an accident can be avoided during night and other challenging lighting conditions. For example, blended video with alerts can be presented to the driver, or information from the cameras (e.g., blended, as described herein) and detection mechanism may be used to stop the vehicle using AEB (automatic emergency brakes). 
     In various embodiments, critical information from the detection of a VRU can be displayed to the driver. For example, example display views (e.g.,  FIGS. 16A-F ) highlight pedestrians and vehicles using the thermal camera, but the visible camera shows the view from the car from the driver&#39;s perspective (e.g., including what the driver&#39;s eyes can see). When using a CNN with the blended video, embodiments use information combined from thermal and visible spectrum data and reduces computation costs as compared to two separate processing stacks operated independently on the visible spectrum video and the thermal video. 
     False positive detections are possible with either or both the thermal and visible spectrum imagery. Embodiments described herein use both video channels to more accurately detect VRUs, animals, and other objects (like other vehicles) to more reliably determine the presence and type of object that is classified by the CNN. Embodiments also determine and use additional information corresponding to the average radiometric thermal values of detected objects to determine if a classified object is within expected radiometric thermal values to reduce and/or eliminate false positives in the presence and/or classification of the object. 
     Certain calibration objects in the scene can also be used as reference temperatures to help ensure the radiometric thermal values of non-calibration objects are valid/calibrated/accurate for other non-calibration objects (like VRUs) that are detected. For example, a calibration object may include a designated portion of a hood for the vehicle the thermal imaging module is attached to—that designated portion of the hood may be in the field of view of the thermal camera, and a temperature sensor may be coupled to the designated portion of the hood and provide an accurate temperature of the designated portion of the hood, which may be used to calibrate the thermal imaging module. Such calibration object may be marked by IR and/or visible spectrum visible markers (e.g., registration spots, crosses, and/or other graphics) to help identify pixels associated with the calibration object. In other embodiments, such calibration objects may be implemented by stationary structures (signs, placards) placed by a road or at an exit of a parking lot or structure that are kept at a standard temperature or are configured to communicate their temperature to system  100 , such as through IR or visible spectrum lighted text, for example, or via a wireless beacon. 
     Various embodiments include a thermal camera (e.g., a thermal imaging module) and a visible spectrum camera (e.g., a visible spectrum imaging module) with similar or at least overlapping fields of view mounted on or otherwise coupled to a vehicle. The two videos may then be scaled, dewarped, and/or rectified via a calibration process employing a registration target that both cameras can see. Such calibration process may be configured to align the pixels between the two camera systems (pixel registration). Visible and thermal lenses/lens systems may have different aspects and the calibration process may compensate for the radial and tangential aspects of each lens so that imagery from the two cameras is substantially aligned and may be superimposed on each other so that imaged objects are overlapping in each video. 
     In some embodiments, such registration calibration can be real time adjusted using objects in the scene with detectable and well-defined/sharp edges so that alignment can be maintained or corrected even after initial calibration processes are performed. Aligned imagery may then be displayed to the driver or used by an ADAS enabled vehicle, as described herein. Combined imagery (e.g., display views and/or combined image data) can include variable contributions from 100% thermal and 0% visible to 100% visible and 0% thermal or anywhere in between, for example. Such variation can be selected based on ambient lighting, weather, and/or other environmental conditions where one spectrum provides more reliable image data with respect to a particular application (e.g., object detection, classification, image registration, and/or other image processing, as described herein). 
     In various embodiments, registered multi-spectral video (thermal and visible) can be displayed to a user and/or input into an object detection algorithm, specifically a CNN based object detector. As described herein, blended video provides superior object detection/perception as compared to only visible or only thermal video. Embodiments of such CNNs may also implement a tracker that maintains a target lock between image frames and increases the reliability of detection of objects through time. Embodiments of such CNNs are relatively highly efficient in compute cost due to employing only one network as compared to conventional image processing for each sensor type. The result is a lower cost due to compute hardware and more reliable detection/classifications due to multiple simultaneous spectrums (e.g., thermal and visible). 
     Radiometric thermal values (calibrated absolute temperatures) per pixel may also be achieved with thermal imaging modules, as described herein. Such per pixel data may be used when classified objects (e.g., VRU) are detected, and the average values of the pixels associated with the VRU are combined and relative temperature values are obtained. A threshold range may be used to evaluate the object temperatures as compared to expected values for a particular scene/ambient temperature. Such processing adds confidence to the CNNs capability and helps reduce or eliminate false positives, which is particularly helpful for reliable and comfortable AEB applications. 
     In various embodiments, display views including blended spectral imagery may be generated for drivers. In some embodiments, the blended video may be configured to emphasize street signs and color (from the visible camera), and in other embodiments VRUs in thermal are emphasized. Other display views are primarily visible spectrum imagery with detected objects shown in thermal. In other embodiments, the thermal and visible blended video with CNN detection may be shown to the driver in a configurable manner so that a variety of driver scenarios are accounted for and optimized. For example, in full dark night driving the thermal image module may provide the majority of the video stream. In well lighted situations, the visible spectrum image module may provide the majority of the transparency. In further embodiments, thermal detections will be superimposed on visible spectrum video, especially in conditions where oncoming headlights of cars may glare and wash out visible spectrum imagery. 
       FIGS. 16A-B  illustrate display views  1600 - 1605  including imagery generated by thermal imaging system  1240  for thermal imaging navigation system  1200  in accordance with embodiments of the disclosure. For example, display view  1600  of  FIG. 16A  shows blended image  1610  with blended imagery CNN based maneuvering obstacle tags  1620  (oncoming traffic),  1622  (parked vehicle along lane), and  1630  (pedestrian walking across traffic in a cross walk). Each maneuvering obstacle tag in display view  1600  includes a labeled box around thermal image data representing the corresponding detected object/maneuvering obstacle. In the embodiment shown in  FIG. 16A , blended image  1610  is primarily visible spectrum imagery combined with the thermal imagery associated with maneuvering obstacle tags  1620 ,  1622 , and  1630 . 
     Display view  1601  of  FIG. 16B  shows blended image  1610  with blended imagery CNN based maneuvering obstacle tag  1620  (oncoming traffic), which is similar to display view  1600  of  FIG. 16A , but presents a different environment where the visible spectrum glare of the oncoming headlights would otherwise obscure the oncoming traffic if that portion of blended image  1610  were not overlaid or otherwise blended with the thermal imagery associated with maneuvering obstacle tag  1620 . 
     Display view  1602  of  FIG. 16C  shows blended image  1610  with blended imagery CNN based maneuvering obstacle tag  1632  (oncoming bicycle rider), which is similar to display view  1600  of  FIG. 16A , but presents a different environment where the visible spectrum imagery would otherwise not show the oncoming bicycle rider if that portion of blended image  1610  were not overlaid or otherwise blended with the thermal imagery associated with maneuvering obstacle tag  1632 . 
     Display view  1603  of  FIG. 16D  shows blended image  1612  that is primarily thermal imagery combined with visible spectrum imagery associated with various illuminated objects, such as taillight  1640 , intersection signal light  1642 , and roadside reflectors  1644  (e.g., all shown as red in blended image  1612 ). In the embodiment shown in FIG.  16 D, blended image  1612  includes detail sufficient to identify and detect pedestrian  1650  and lane markings  1660 , even in relatively low light conditions (e.g., where visible spectrum imagery might not include similar details). 
     Display view  1604  of  FIG. 16E  shows blended image  1612  that is primarily thermal imagery combined with visible spectrum imagery associated with various illuminated objects, such as crosswalk sign  1646 , lane diversion sign  1648 , corner light  1670  (with associated holiday lighting), and streetlight  1672  (e.g., all shown in visible spectrum color—white, yellow, orange—in blended image  1612 ). In the embodiment shown in  FIG. 16E , blended image  1612  includes detail sufficient to identify and detect lane markings  1660 , even in relatively low light conditions (e.g., where visible spectrum imagery might not include similar details or otherwise be overblown by glare of oncoming traffic headlights). 
     Display view  1605  of  FIG. 16F  shows blended image  1612  that is primarily thermal imagery combined with visible spectrum imagery associated with various illuminated objects, such as taillights/running lights  1640  (e.g., shown in visible spectrum color—red—in blended image  1612 ). In the embodiment shown in  FIG. 16F , blended image  1612  includes blended imagery CNN based maneuvering obstacle tags  1624  (relatively small sized traffic traveling in the same direction along the road) and  1626  (relatively large sized traffic traveling in the same direction along the lane). Each maneuvering obstacle tag in display view  1600  includes a labeled box around blended image data representing the corresponding detected object/maneuvering obstacle along with its associated illuminated features (e.g., taillights/running lights  1640 ). 
     By providing systems and techniques that include CNN based image processing on combined or multispectral imagery, embodiments of the present disclosure substantially improve the operational flexibility and reliability of manned and unmanned mobile platforms, including passenger vehicles. Moreover, such systems and techniques may be used to increase the operational safety of users and operators of mobile platforms, including of manned passenger vehicles, beyond that achievable by conventional systems. As such, embodiments provide thermal imaging navigation systems with significantly increased operational convenience and performance. 
     Air path is a significant contributor of radiometric measurement error. If a user desires to know the accurate absolute temperature of an object at a distance, it is required that they understand the amount of atmosphere that the infrared radiation is traveling through, the makeup of that atmosphere (water content, etc.), and air temperature. In an ADAS application, multiple sensors (LIDAR, Radar, stereovision) can be used to determine the distance to an object of interest. If the distance is known, an accurate estimation can be made of the signal lost in the air path between the camera and the object of interest. This can significantly improve radiometric accuracy. 
     LIDAR and RADAR are time of flight ranging sensor systems that can be used to determine depth. Stereovision camera systems can determine depth by triangulating objects common in two fields of view with a known distance between image planes. Temperature and humidity sensors in the open air can be used to estimate water content and temperature of the air path. In various embodiments, temperature and humidity data can be used to estimate the signal coming from the air path per unit length. One of the ranging sensor systems above can be used to determine the distance between the IR camera and an imaged object of interest. This distance can be multiplied against the air path per unit length to determine the amount of signal coming from the air path. 
     It is important to understand what the required range is for an automotive application to understand why infrared camera radiometric accuracy at range is required. US, Germany, and UK stopping distances are compared and a vehicle needs ˜160 meters to stop if traveling at 70 MPH. In the automotive environment, most concerning are targets that are up to ˜160 meters away assuming the vehicle is traveling at a top speed of ˜70 MPH. Therefore, embodiments should accurately classify people out to ˜160 meters. Identification of a human target can be done using contrast of target relative to background, using shape identification of the target—however, embodiments within are more focused on using the absolute temperature of the target using a radiometrically calibrated camera as a means to determine whether a target is human. 
     Measuring the absolute temperature of a target at range using an infrared camera is complicated by the air path. The atmosphere operates as a filter that absorbs energy emitted by the target, and the atmosphere itself also emits light that looks like signal from the perspective of the infrared camera. As shown in  FIG. 17A , the error components in the radiometric image due to reflectance of the atmosphere and atmospheric transmission losses may be determined analytically, as shown by diagram  1700 . Many models exist to model atmospheric transmission effects, and the impacts of humidity and ambient air temperature on atmospheric transmission can be determined, as shown in plot  1702  of  FIG. 17B . When considering ranges of air ambient temperature between 20° C. and 40° C., with relative humidity between 5% and 100%, the energy that reaches a thermal sensor is somewhere between 0.93 (93%) and 0.53 (53%) with a target out to 500 meters. Therefore, when considering stopping distances of ˜160 meters, air transmission can be between 0.95 (95%) and 0.75 (75%). 
     Considering 37° C. target (human body temperature w/˜emissivity of 1) in high humidity/high ambient conditions, a human can roughly be observed as 36.63° C. at one meter range to as low as 27.75° C. at 160 meters in the same ambient and relative humidity conditions—27.75° C. is well below a normal human body temperature and not usable for human detection. As seen in the atmospheric transmission plot  1704  of  FIG. 17C , H2O in the atmosphere can absorb a significant amount of energy, and it is variable with atmospheric conditions, which is why it is important to have an accurate estimate of humidity for radiometric accuracy. Water has an absorption band in the 8-13.5 micron band that can contribute to signal loss in the air path. Relative humidity can be used to estimate how much that water that is present in the atmosphere is blocking signal from the target down range. 
     Embodiments disclosed herein use on-board vehicle sensors (e.g., intake air temperature sensor  1810  and humidity sensor  1812  of  FIG. 18 , along with corresponding measurement data) for atmospheric humidity and temperature estimation for the purposes of correcting radiometric measurement errors in an infrared camera due to air path losses when measuring absolute temperature of a target of interest (e.g., a pedestrian) and/or detecting and classifying such target at long range (˜160 meters) for the purposes of stopping the vehicle at high speed or taking evasive action. Off-the-shelf sensors are typically integrated with vehicles already and are configured to keep track of ambient relative humidity and air temperature. Air and humidity as measured by the ECU for things such as fuel mixture optimization can be used for the alternate purpose for a radiometric flux to temperature conversion occurring on the IR camera. 
     In addition, GPS and/or a clock can also be used with an almanac—a priori knowledge about typical weather patterns in local climates—for a rough estimate of expected air humidity and air temperature. In addition to on-vehicle sensors, most vehicles employing modern sensors are also connected to the internet. Hyper-local temperature and humidity data is available to the vehicle in most locations that support internet connections. 
     One method of target depth measurement for the purpose of estimating air path losses for improving radiometric accuracy is LiDAR. LiDAR is composed of a laser source and a detector—the “time of flight” for a laser pulse is measured and from that measurement in time, distance to target can be inferred. In a sensor-fused system, the IR camera and LiDAR have overlapping fields of view—every pixel covered by IR will have a distance measured via LiDAR. Because theoretically every IR pixel in the scene has a corresponding distance to the target emitting IR energy, atmospheric transmission can be calculated on a per pixel basis for the entire scene, allowing for accurate temperature measurement for all objects in scene, including objects that are over 100 meters away in high humidity/high temperature environments. 
     Another method of target depth measurement for the purpose of estimating air path losses for improving radiometric accuracy is RADAR. RADAR is composed of a radiowave source and a detector—RADAR is a “time of flight” sensor superset which includes LiDAR. W band imaging RADAR is common in autonomous vehicle development. In a sensor-fused system, the IR camera and RADAR will have overlapping fields of view—every pixel covered by IR will have a distance measured via RADAR. Because theoretically every IR pixel in the scene has a corresponding distance to the target emitting IR energy, atmospheric transmission can be calculated on a per pixel basis for the entire scene, allowing for accurate temperature measurement for all objects in scene, including objects that are over 100 meters away in high humidity/high temperature environments. 
     Another method of target depth measurement for the purpose of estimating air path losses for improving radiometric accuracy is the use a stereo camera array. Using well known methods and two cameras in a fixed position relative to each other, with image planes that have been calibrated such that they are known to be parallel to each other and aligned in Z with known focal lengths, the distance to target can be estimated using a calculation based on equivalent triangles. In a stereo-camera based depth measurement system, two IR cameras, or two visible cameras, will have overlapping fields of view—every pixel covered by IR will have a distance measured via stereo-vision. As above, because theoretically every IR pixel in the scene has a corresponding distance to the target emitting IR energy, atmospheric transmission can be calculated on a per pixel basis anywhere that there is scene contrast, allowing for accurate temperature measurement for most objects in scene, including objects that are over 100 meters away in high humidity/high temperature environments. 
     Display view  1900  of  FIG. 19  includes left and right images  1910  and  1912  of a stereo thermal camera system, along with a rough (noisy) disparity map  1920 , where closer objects found in left and right images are shown as brighter and objects that are farther away have darker points on the disparity map. Such disparity map may be used to then determine a range to various objects (e.g., an average range if averaged across all pixels of a detected/classified object) in an imaged scene. 
     Embodiments described herein may be configured to create a thermal depth map using a single thermal camera and the reflection off of a car hood—using reflectivity in LWIR off a car hood as a source for a second image plane that can be used as a virtual camera. 
     In automotive ADAS applications like AEB, it is important to understand the distance of objects in front of the vehicle. LWIR (e.g., thermal IR) is useful for identifying objects in challenging whether conditions. Disclosed herein are techniques of determining distance to objects identified in thermal imagery using a single thermal imaging module sensor by taking advantage of the reflectivity of the car&#39;s hood. In roof-mount applications, such as that presented in system  2000  of  FIG. 20 , the car hood is in view of the thermal camera along with objects to be identified in front of the vehicle—by determining distance using a single thermal camera and reflective car hood, overall system cost can be reduced (no need to install two thermal cameras, or thermal+RADAR, or thermal+Visible). 
     In roof mounted thermal imaging applications, the hood of the vehicle can be within the field of view that includes the general navigation scene. Depending on its emissivity, the hood itself can present a reflection of the scene in front of the vehicle back at the thermal camera. Because the hood and thermal camera are fixed in space, the image reflected from the hood can be treated like a “virtual camera” and the distance between the “virtual camera” and the real camera can be used to calculate a disparity map between objects common to both images. For example, the hood image may be used to triangulate distance just as in a stereo imaging system. The hood is a known fixed distance from the thermal camera and it moves coincident with the thermal camera, so the reflection in the hood provides information as if it&#39;s a secondary camera in a stereovision system—this allows one to create a depth map from reflections off of vehicle hood. 
     In system  2000  of  FIG. 20 , a roof mounted thermal camera is shown with a vertical field of view. A portion of the field of view of the roof mounted camera intersects the vehicle hood. In data collected from thermal cameras mounted in such a manner, the hood of the vehicle can act as a mirror in the LWIR spectrum. This mirror has the effect of creating a second image plane at a different point in space, which can be viewed as a “virtual” thermal camera. Because the reflective vehicle hood and roof mounted thermal camera are fixed in space relative to each other, the “virtual” thermal camera/secondary image plane can also be treated as fixed and the real and virtual thermal cameras can be treated as a stereo pair for the purposes of depth estimation using a disparity map or other such method in the areas of the real world scene where the real thermal camera and virtual thermal camera have intersecting fields of view. 
     There is a structural dependence on curvature of the hood, detectability related to emissivity/reflectivity of the hood, and additional structural dependence upon the mounting height relative to the hood and pose of the thermal camera on the roof. A major benefit of this approach is that a single camera can be treated as two cameras with simpler calibration than a traditional stereo pair and no synchronization requirement as both views of the same scene are captured using a single sensor. 
     In diagram  2100  of  FIG. 21 , calculations are provided that show how to estimate depth in a stereo pair system. An object common to both views will have a vertical shift between both real and virtual image planes that is dependent upon the distance between both cameras from each other. In the example illustration, the mirror axis between the real thermal camera and the virtual thermal camera is about halfway between the roof and hood of the vehicle due to the hood angle. It can then be determined that the distance between the real image plane and virtual image plane is about equal to the distance between the roof and hood, or ˜1 meter. In various embodiments, distance this would be precisely measured and known. In the case where a wide-angle lens is used on the thermal camera, the focal length could be approximately 6.2 mm—because a mirror is used, the virtual thermal camera can be assumed to have the same focal length of 6.2 mm. 
     To calculate disparity, a feature of an object of interest (like a pedestrian limb or head) needs to be identified in both image planes using CNN or some other image processing technique, as described herein. Once this has been done in the real and virtual image plane, the difference between centroids of the features identified as common in the vertical orientation can be saved as the disparity of the feature as seen from two points of view. This disparity, along with known focal length and distance between real and virtual cameras can be used to estimate depth by treating the problem as one of equivalent triangles. In the example shown in  FIG. 21 , an object at 160 meters as imaged by a mirror system composed of a hood reflection and a 12 um camera with a focal length of 6.2 mm and image plane difference of 1 mm will see a vertical disparity of 3.23 pixels between both image planes. An object at 50 meters would look like a vertical disparity of 10.3 pixels between both image planes. 
       FIG. 22  illustrates a flow diagram  2200  of various operations to generate a range map using a thermal imaging navigation system in accordance with embodiments of the disclosure. More specifically, flow diagram  2200  illustrates the process to rectify and estimate target depth. The mirrored image of the scene cannot be used as is and will require at least one flip along the mirror axis such that it is oriented in the same orientation as the real image plane. Due to the hood contour and roll off towards the end of the hood, some warping will occur. This warping can be removed and should only need to be calibrated once as the hood shape and pose of the camera relative to the hood is not expected to change over time. 
     After the image is rectified, common features between the real image plane and virtual image plane will be found. The real image plane image can be cropped such that only the stereo region is analyzed before the feature detection step. One approach could be to run a CNN against both real and virtual images—the centroid of the bounding box drawn on detected objects can potentially be used for the disparity calculation. Another method is to use a Harris Corner Detector. After common features are mapped, their difference in the vertical orientation can be calculated and depth can be estimated using the equation previously detailed. 
       FIGS. 23A-C  illustrate display views including imagery generated by a thermal imaging system for a thermal imaging navigation system in accordance with embodiments of the disclosure. Display view  2300  of  FIG. 23A  shows a pedestrian in a hallway, the stereo region of the real image, and the rectified mirror image (no attempt was made here to fix warping due to hood contour). Display view  2302  of  FIG. 23B  shows a road sign on a turn, the stereo region of the real image, and the rectified mirror image (no attempt was made here to fix warping due to hood contour). Display view  2304  of  FIG. 23C  shows car headlights on the opposite side of the road, the stereo region of the real image, and the rectified mirror image (no attempt was made here to fix warping due to hood contour). Each display view may include blended thermal and visible spectrum imagery, for example, such as the visible spectrum color illuminated objects (road lights) shown in  FIG. 23C . 
     In some embodiments, the hood of the vehicle may include a radiometric calibration object, such as a portion of the hood that is marked and/or coupled to a thermal sensor so that the temperature of the portion of the hood may be provided to system  2000 / 100  and the corresponding thermal camera calibrated, as described herein. 
     Where applicable, various embodiments provided by the present disclosure can be implemented using hardware, software, or combinations of hardware and software. Also, where applicable, the various hardware components and/or software components set forth herein can be combined into composite components comprising software, hardware, and/or both without departing from the spirit of the present disclosure. Where applicable, the various hardware components and/or software components set forth herein can be separated into sub-components comprising software, hardware, or both without departing from the spirit of the present disclosure. In addition, where applicable, it is contemplated that software components can be implemented as hardware components, and vice-versa. 
     Software in accordance with the present disclosure, such as non-transitory instructions, program code, and/or data, can be stored on one or more non-transitory machine-readable mediums. It is also contemplated that software identified herein can be implemented using one or more general purpose or specific purpose computers and/or computer systems, networked and/or otherwise. Where applicable, the ordering of various steps described herein can be changed, combined into composite steps, and/or separated into sub-steps to provide features described herein. 
     Embodiments described above illustrate but do not limit the invention. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the present invention. Accordingly, the scope of the invention is defined only by the following claims.