LiDAR simultaneous localization and mapping (SLAM) is widely used in positioning and navigation. By illuminating a series of light spots on the surface of an object, orientation and pose information is obtained. However, improving the accuracy of the pose optimization algorithm without affecting the position information is difficult. Therefore, this study combines the graph optimization algorithm and the Global Navigation Satellite System (GNSS) to optimize the coordinates of the target object in the LiDAR SLAM pose. A GNSS pose estimation algorithm is proposed to show the relationship between positioning algorithms with and without GNSS pose optimization by analyzing the deviation of the distance, level, and height laser point cloud coordinates. The results show that with GNSS pose optimization, the deviations in distance, level, and height are 99% smaller than those without GNSS pose optimization. Furthermore, we demonstrate the effectiveness of the proposed graph optimization algorithm and GNSS optimization of LiDAR SLAM. Finally, this study highlights the directions for the application of wireless communication technology in the field of LiDAR SLAM.

Unmanned aerial vehicle (UAV) imagery detection faces challenges in preserving small object features during multi-level downsampling, handling angle and altitude-dependent variations in aerial scenes, achieving accurate localization in dense environments, and performing real-time detection. To address these limitations, we propose HSF-DETR, a lightweight transformer-based detector specifically designed for UAV imagery. First, we design a hybrid progressive fusion network (HPFNet) as the backbone, which adaptively modulates receptive fields to capture multi-scale information while preserving fine-grained details critical for small object detection. Second, building upon features extracted by HPFNet, we develop MultiScaleNet, which enhances feature representation through dual-layer optimization and cross-domain feature learning, significantly improving the model’s capability to handle complex aerial scenarios with diverse object orientations. Finally, to address spatial–semantic alignment challenges, we devise a position-aware align context and spatial tuning (PACST) module that ensures effective feature calibration through precise alignment and adaptive fusion across scales. This hierarchical architecture is complemented by our novel AdaptDist-IoU loss with dynamic weight allocation, which enhances localization accuracy, particularly in dense environments. Extensive experiments using standard detection metrics (mAP50 and mAP50:95) on the VisDrone2019 test dataset demonstrate that HSF-DETR achieves superior performance with 0.428 mAP50 (+5.4%) and 0.253 mAP50:95 (+4%) when compared with RT-DETR, while maintaining real-time inference (69.3 FPS) on an NVIDIA RTX 4090D GPU with only 15.24M parameters and 63.6 GFLOPs. Further validation across multiple public remote sensing datasets confirms the robust generalization capability of HSF-DETR in diverse aerial scenarios, offering a practical solution for resource-constrained UAV applications where both detection quality and processing speed are crucial.

It is well known that vehicles highly rely on satellite navigation in an open intelligent traffic environment. However, satellite navigation cannot obtain accurate positioning information for vehicles in the interior of underground garage, as they comprise a semienclosed navigation space, worse light than outdoors in a special traffic environment. To address this problem in this research, the Lidar‐binocular camera‐integrated navigation system (LBCINS) is established for underground parking indoor environment. The obtained Lidar data from the simulation experiment are preprocessed, and the matching results of the inertial navigation system (INS) under the normal distributions transform (NDT) algorithm and the iterative closest point (ICP) algorithm are compared. The simulation experiment results show that in the complex underground parking environment, the INS under Lidar‐NDT algorithm with binocular camera achieves a better performance. Then, in the field experiment, the 3D cloud point data were collected by the test vehicle that equipped with the proposed navigation system from an underground parking and obtained 199 pairs of feature points’ distances. Finally, four different statistical methods were used to analyze the calculated distance errors. Results show that under different error statistical methods, the distance error values of the proposed navigation system are 0.00901, 0.059, 0.00766, and 0.087 m, respectively which present a much higher precision than 5.0 m in the specification requested for inertial‐integrated navigation terminal.