This paper describes the architecture and implementation of an autonomous passenger vehicle designed to navigate using locally perceived information in preference to potentially inaccurate or incomplete map data. The vehicle architecture was designed to handle the original DARPA Urban Challenge requirements of perceiving and navigating a road network with segments defined by sparse waypoints. The vehicle implementation includes many heterogeneous sensors with significant communications and computation bandwidth to capture and process high-resolution, high-rate sensor data. The output of the comprehensive environmental sensing subsystem is fed into a kinodynamic motion planning algorithm to generate all vehicle motion. The requirements of driving in lanes, three-point turns, parking, and maneuvering through obstacle fields are all generated with a unified planner. A key aspect of the planner is its use of closed-loop simulation in a rapidly exploring randomized trees algorithm, which can randomly explore the space while efficiently generating smooth trajectories in a dynamic and uncertain environment. The overall system was realized through the creation of a powerful new suite of software tools for message passing, logging, and visualization. These innovations provide a strong platform for future research in autonomous driving in global positioning system-denied and highly dynamic environments with poor a priori information. C 2008 Wiley Periodicals, Inc.

This paper describes the architecture and implementation of an autonomous passenger vehicle designed to navigate using locally perceived information in preference to potentially inaccurate or incomplete map data. The vehicle architecture was designed to handle the original DARPA Urban Challenge requirements of perceiving and navigating a road network with segments defined by sparse waypoints. The vehicle implementation includes many heterogeneous sensors with significant communications and computation bandwidth to capture and process high-resolution, high-rate sensor data. The output of the comprehensive environmental sensing subsystem is fed into a kino-dynamic motion planning algorithm to generate all vehicle motion. The requirements of driving in lanes, three-point turns, parking, and maneuvering through obstacle fields are all generated with a unified planner. A key aspect of the planner is its use of closed-loop simulation in a Rapidly-exploring Randomized Trees (RRT) algorithm, which can randomly explore the space while efficiently generating smooth trajectories in a dynamic and uncertain environment. The overall system was realized through the creation of a powerful new suite of software tools for message-passing, logging, and visualization. These innovations provide a strong platform for future research in autonomous driving in GPS-denied and highly dynamic environments with poor a priori information.

Reconstructing a 3D model of a human face from a video sequence is an important problem in computer vision, with applications to recognition, surveillance, multimedia etc. However, the quality of 3D reconstructions using structure from motion (SfM) algorithms is often not satisfactory. One common method of overcoming this problem is to use a generic model of a face. Existing work using this approach initializes the reconstruction algorithm with this generic model. The problem with this approach is that the algorithm can converge to a solution very close to this initial value, resulting in a reconstruction which resembles the generic model rather than the particular face in the video which needs to be modeled. In this paper, we propose a method of 3D reconstruction of a human face from video in which the 3D reconstruction algorithm and the generic model are handled separately. A 3D estimate is obtained purely from the video sequence using SfM algorithms without use of the generic model. The final 3D model is obtained after combining the SfM estimate and the generic model using an energy function that corrects for the errors in the estimate by comparing local regions in the two models. The optimization is done using a Markov Chain Monte Carlo (MCMC) sampling strategy. The main advantage of our algorithm over others is that it is able to retain the specific features of the face in the video sequence even when these features are different from those of the generic model. The evolution of the 3D model through the various stages of the algorithm is presented.

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It is hypothesized that sound quality metrics, particularly loudness, sharpness, tonality, impulsiveness, fluctuation strength, and roughness, could all be possible indicators of the reported annoyance to helicopter noise. To test this hypothesis, a psychoacoustic test was recently conducted in which subjects rated their annoyance levels to synthesized helicopter sounds [Krishnamurthy, InterNoise2018, Paper 1338]. After controlling for loudness, linear regression identified sharpness and tonality as important factors in predicting annoyance, followed by fluctuation strength. Current work focuses on multilevel regression techniques in which the regression slopes and intercepts are assumed to take on normal distributions across subjects. The importance of each metric is evaluated one-by-one, and the variation among subjects is evaluated using simple models. Then, more complete models are investigated, which include the combination of selected metrics and random effects. While the conclusions from linear regression analysis are affirmed by multilevel analysis, other important effects emerge. In particular, a random intercept is shown to be more important than a random slope. In this framework, the relative importance of sound quality metrics is re-examined, and the potential for the modeling of human annoyance to helicopter noise based on sound quality metrics is explored.