arXiv subjects

Siddharth Agarwal

Publications and source records attributed to Siddharth Agarwal.

22 records · Page 2Linked to original sources

arXiv2020

Ford Multi-AV Seasonal Dataset

This paper presents a challenging multi-agent seasonal dataset collected by a fleet of Ford autonomous vehicles at different days and times during 2017-18. The vehicles traversed an average route of 66 km in Michigan that included a mix of driving scenarios such as the Detroit Airport, freeways, city-centers, university campus and suburban neighbourhoods, etc. Each vehicle used in this data collection is a Ford Fusion outfitted with an Applanix POS-LV GNSS system, four HDL-32E Velodyne 3D-lidar scanners, 6 Point Grey 1.3 MP Cameras arranged on the rooftop for 360-degree coverage and 1 Pointgrey 5 MP camera mounted behind the windshield for the forward field of view. We present the seasonal variation in weather, lighting, construction and traffic conditions experienced in dynamic urban environments. This dataset can help design robust algorithms for autonomous vehicles and multi-agent systems. Each log in the dataset is time-stamped and contains raw data from all the sensors, calibration values, pose trajectory, ground truth pose, and 3D maps. All data is available in Rosbag format that can be visualized, modified and applied using the open-source Robot Operating System (ROS). We also provide the output of state-of-the-art reflectivity-based localization for bench-marking purposes. The dataset can be freely downloaded at our website.

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arXiv2020

Localization in Autonomous Vehicles Using a Generalized Inner Product

Fine localization in autonomous driving platforms is a task of broad interest, receiving much attention in recent years. Some localization algorithms use the Euclidean distance as a similarity measure between the local image acquired by a camera and a global map, which acts as side information. The global map is typically expressed in terms of the coordinate system of the road plane. Yet, a road image captured by a camera is subject to distortion in that nearby features on the road have much larger footprints on the focal plane of the camera compared with those of equally-sized features that lie farther ahead of the vehicle. Using commodity computational tools, it is straightforward to execute a transformation and, thereby, bring the distorted image into the frame of reference of the global map. However, this nonlinear transformation results in unequal noise amplification. The noise profile induced by this transformation should be accounted for when trying to match an acquired image to a global map, with more reliable regions being given more weight in the process. This physical reality presents an algorithmic opportunity to improve existing localization algorithms, especially in harsh conditions. This article reviews the physics of road feature acquisition through a camera, and it proposes an improved matching method rooted in statistical analysis. Findings are supported by numerical simulations.

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arXiv2019

Localization Requirements for Autonomous Vehicles

Autonomous vehicles require precise knowledge of their position and orientation in all weather and traffic conditions for path planning, perception, control, and general safe operation. Here we derive these requirements for autonomous vehicles based on first principles. We begin with the safety integrity level, defining the allowable probability of failure per hour of operation based on desired improvements on road safety today. This draws comparisons with the localization integrity levels required in aviation and rail where similar numbers are derived at 10^-8 probability of failure per hour of operation. We then define the geometry of the problem, where the aim is to maintain knowledge that the vehicle is within its lane and to determine what road level it is on. Longitudinal, lateral, and vertical localization error bounds (alert limits) and 95% accuracy requirements are derived based on US road geometry standards (lane width, curvature, and vertical clearance) and allowable vehicle dimensions. For passenger vehicles operating on freeway roads, the result is a required lateral error bound of 0.57 m (0.20 m, 95%), a longitudinal bound of 1.40 m (0.48 m, 95%), a vertical bound of 1.30 m (0.43 m, 95%), and an attitude bound in each direction of 1.50 deg (0.51 deg, 95%). On local streets, the road geometry makes requirements more stringent where lateral and longitudinal error bounds of 0.29 m (0.10 m, 95%) are needed with an orientation requirement of 0.50 deg (0.17 deg, 95%).

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arXiv2017

Ground Edge based LIDAR Localization without a Reflectivity Calibration for Autonomous Driving

In this work we propose an alternative formulation to the problem of ground reflectivity grid based localization involving laser scanned data from multiple LIDARs mounted on autonomous vehicles. The driving idea of our localization formulation is an alternative edge reflectivity grid representation which is invariant to laser source, angle of incidence, range and robot surveying motion. Such property eliminates the need of the post-factory reflectivity calibration whose time requirements are infeasible in mass produced robots/vehicles. Our experiments demonstrate that we can achieve better performance than state of the art on ground reflectivity inference-map based localization at no additional computational burden.

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