Autonomous race cars, such as in Formula Student Driverless, operate close to their physical handling limits. The resulting highly nonlinear vehicle behavior increases the path tracking complexity, especially on narrow tracks. Model Predictive Control (MPC) is commonly used to address this issue, a method whose performance is closely tied to the accuracy of the underlying prediction model. This paper presents a novel, real-time capable prediction model for autonomous race cars that adjusts to changing conditions by combining information from past runs and the current driving situation. Our model is divided into three consecutive submodels: a nominal Kinematic Bicycle Model, an offline Bayesian Linear Regression (BLR) model, and an online Sparse Gaussian Process Regression (SGPR) model. The proposed approach enables efficient integration of all available data without significantly increasing computational cost, ensuring high prediction accuracy and a quantitative uncertainty assessment right from the start of the run. Compared to existing approaches, an improvement in prediction accuracy of up to 57% was achieved. Further, we successfully demonstrated the practical applicability of
In autonomous racing, especially in competitions such as Formula Student Driverless, precise planning of the target velocity of a race car is crucial for competitive lap times and stable driving behavior. Especially at high speeds, Velocity Planning (VP) is a significant challenge as it has to be performed in real time, taking into account track layouts, environmental influences, mechanical tolerances, and the resulting control inaccuracies. In this paper, we present a novel approach to VP that dynamically adapts to such changing conditions. Instead of estimating the physical Tire-Road Friction Coefficient (TRFC), a continuous scaling factor is inferred indirectly from vehicle stability. This factor not only reflects the effective tire-road interaction but also captures effects of control inaccuracies. From this, we generate a continuous friction map, which serves as a robust, adaptive basis for computing the optimal target speed, accounting for both vehicle and environmental limits. Our proposed approach was evaluated on a real Formula Student race car, showing a lap time improvement of 35 % over ten laps and an average increase of 8 % compared to a non-adaptive approach.
Points 2.1.4(b), 2.4.2(b) and 2.4.3(b) in Annex I of Implementing Regulation (EU) No. 402/2013 allow a simplified approach for the safety approval of computer vision systems for driverless trains, if they have 'similar' functions and interfaces as the replaced human driver. The human driver is not replaced one-to-one by a technical system - only a limited set of cognitive functions are replaced. However, performance in the most challenging function, obstacle detection, is difficult to quantify due to the deficiency of published measurement results. This article summarizes the data published so far. This article also goes a long way to remedy this situation by providing a new public and anonymized dataset of 711 train driver performance measurements from controlled experiments. The measurements are made for different speeds, obstacle sizes, train protection systems and obstacle color contrasts respectively. The measured values are reaction time and distance to the obstacle. The goal of this paper is an unbiased and exhaustive description of the presented dataset for research, standardization and regulation. The dataset with supplementing information and literature is published on ht
Driverless vehicle as a taxi is gaining more attention due to its potential to enhance urban transportation efficiency. However, both unforeseen incidents led by unsupervised physical users' driverless taxi (DT) rides and personalized needs of users when riding in a DT necessitate the authentication of user identity and attributes. Moreover, safeguarding user identity privacy and quickly tracing malicious users if necessary to enhance the adoption of DTs remains a challenge. This paper proposes a novel Attribute-based Anonymity Enhanced (A2E) authentication scheme for users to access DT service. From the security aspect, A2E has attribute verifiability, which is achieved by designing a user attribute credential based on redactable signature. Meanwhile, this attribute credential also satisfies unlinkability and unforgeability. In addition, A2E has enhanced anonymity, which is achieved by designing a decentralized credential issuance mechanism utilizing ring signature and secret sharing, safeguarding user attributes from association with anonymous identities. Moreover, this mechanism provides traceability and non-frameability to users. From the performance aspect, A2E causes low over
Self driving cars has been the biggest innovation in the automotive industry, but to achieve human level accuracy or near human level accuracy is the biggest challenge that research scientists are facing today. Unlike humans autonomous vehicles do not work on instincts rather they make a decision based on the training data that has been fed to them using machine learning models using which they can make decisions in different conditions they face in the real world. With the advancements in machine learning especially deep learning the self driving car research skyrocketed. In this project we have presented multiple ways to predict acceleration of the autonomous vehicle using Waymo's open dataset. Our main approach was to using CNN to mimic human action and LSTM to treat this as a time series problem.
Data provision, referring to the data upload and data access, is one key phase in vehicular digital forensics. The unique features of Driverless Taxi (DT) bring new issues to this phase: 1) efficient verification of data integrity when diverse Data Providers (DPs) upload data; 2) DP privacy preservation during data upload; and 3) privacy preservation of both data and INvestigator (IN) under complex data ownership when accessing data. To this end, we propose a novel Lightweight and Privacy-preserving Data Provision (LPDP) approach consisting of three mechanisms: 1) the Privacy-friendly Batch Verification Mechanism (PBVm) based on elliptic curve cryptography, 2) Data Access Control Mechanism (DACm) based on ciphertext-policy attribute-based encryption, and 3) Decentralized IN Warrant Issuance Mechanism (DIWIm) based on secret sharing. Privacy preservation of data provision is achieved through: 1) ensuring the DP privacy preservation in terms of the location privacy and unlinkability of data upload requests by PBVm, 2) ensuring data privacy preservation by DACm and DIWIm, and 3) ensuring the identity privacy of IN in terms of the anonymity and unlinkability of data access requests wit
As driverless automated driving systems (ADS) start to operate on public roads, there is an urgent need to understand how safely these systems are managing real-world traffic conditions. With data from the California Public Utilities Commission (CPUC) becoming available for Transportation Network Companies (TNCs) operating in California with and without human drivers, there is an initial basis for comparing ADS and human driving safety. This paper analyzes the crash rates and characteristics for three types of driving: Uber ridesharing trips from the CPUC TNC Annual Report in 2020, supervised autonomous vehicles (AV) driving from the California Department of Motor Vehicles (DMV) between December 2020 and November 2022, driverless ADS pilot (testing) and deployment (revenue service) program from Waymo and Cruise between March 2022 and August 2023. All of the driving was done within the city of San Francisco, excluding freeways. The same geographical confinement allows for controlling the exposure to vulnerable road users, population density, speed limit, and other external factors such as weather and road conditions. The study finds that supervised AV has almost equivalent crashes p
As automated vehicles (AVs) become increasingly popular, the question arises as to how cyclists will interact with such vehicles. This study investigated (1) whether cyclists spontaneously notice if a vehicle is driverless, (2) how well they perform a driver-detection task when explicitly instructed, and (3) how they carry out these tasks. Using a Wizard-of-Oz method, 37 participants cycled a designated route and encountered an AV multiple times in two experimental sessions. In Session 1, participants cycled the route uninstructed, while in Session 2, they were instructed to verbally report whether they detected the presence or absence of a driver. Additionally, we recorded participants' gaze behaviour with eye-tracking and their responses in post-session interviews. The interviews revealed that 30% of the cyclists spontaneously mentioned the absence of a driver (Session 1), and when instructed (Session 2), they detected the absence and presence of the driver with 93% accuracy. The eye-tracking data showed that cyclists looked more frequently and for longer at the vehicle in Session 2 compared to Session 1. Additionally, participants exhibited intermittent sampling of the vehicle,
Lane detection is a fundamental task in autonomous driving. While the problem is typically formulated as the detection of continuous boundaries, we study the problem of detecting lane boundaries that are sparsely marked by 2D points with many false positives. This problem arises in the Formula Student Driverless (FSD) competition and is challenging due to its inherent ambiguity. Previous methods are inefficient and unable to find long-horizon solutions. We propose a deterministic algorithm called CLC that uses backtracking graph search with a learned likelihood function to overcome these limitations. We impose geometric constraints on the lane candidates to guarantee a geometrically sound lane. Our exhaustive search leads to finding the global optimum in 45% of instances, and the algorithm is overall robust to up to 50% false positives. Our algorithm runs in less than 15 ms on a single CPU core, meeting the low latency requirements of autonomous racing. We extensively evaluate our method on real data and realistic racetrack layouts, and show that it outperforms the state-of-the-art by detecting long lanes over 100 m with few (0.6%) critical failures. This allows our autonomous race
Autonomous Vehicles (AVs) can potentially improve urban living by reducing accidents, increasing transportation accessibility and equity, and decreasing emissions. Realizing these promises requires the innovations of AV driving behaviors, city plans and infrastructure, and traffic and transportation policies to join forces. However, the complex interdependencies among AV, city, and policy design issues can hinder their innovation. We argue the path towards better AV cities is not a process of matching city designs and policies with AVs' technological innovations, but a process of iterative prototyping of all three simultaneously: Innovations can happen step-wise as the knot of AV, city, and policy design loosens and tightens, unwinds and reties. In this paper, we ask: How can innovators innovate AVs, city environments, and policies simultaneously and productively toward better AV cities? The paper has two parts. First, we map out the interconnections among the many AV, city, and policy design decisions, based on a literature review spanning HCI/HRI, transportation science, urban studies, law and policy, operations research, economy, and philosophy. This map can help innovators iden
The development of driverless vehicles has spurred the need to predict human driving behavior to facilitate interaction between driverless and human-driven vehicles. Predicting human driving movements can be challenging, and poor prediction models can lead to accidents between the driverless and human-driven vehicles. We used the vehicle speed obtained from a naturalistic driving dataset to predict whether a human-driven vehicle would stop before executing a left turn. In a preliminary analysis, we found that BART produced less variable and higher AUC values compared to a variety of other state-of-the-art binary predictor methods. However, BART assumes independent observations, but our dataset consists of multiple observations clustered by driver. Although methods extending BART to clustered or longitudinal data are available, they lack readily available software and can only be applied to clustered continuous outcomes. We extend BART to handle correlated binary observations by adding a random intercept and used a simulation study to determine bias, root mean squared error, 95% coverage, and average length of 95% credible interval in a correlated data setting. We then successfully
Driverless road maintenance could potentially be highly beneficial to all its stakeholders, with the key goals being increased safety for all road participants, more efficient traffic management, and reduced road maintenance costs such that the standard of the road infrastructure is sufficient for it to be used in Automated Driving (AD). This paper addresses how the current state of technology could be expanded to reach those goals. Within the project 'System for Teleoperated Road-marking' (SToRM), using the road-marking machine as the system, different operation modes based on teleoperation were discussed and developed. Furthermore, a functional system overview considering both hardware and software elements was experimentally validated with an actual road-marking machine and should serve as a baseline for future efforts in this and similar areas.
Driverless vehicles are expected to form the foundation of future connected transport infrastructure. A key weakness of connected vehicles is their vulnerability to physical-proximity attacks such as sensor saturation attacks. It is natural to study whether such attacks can be used to disrupt swarms of autonomous vehicles used as part of a large fleet providing taxi and courier delivery services. In this paper, we start to examine the strategic options available to attackers and defenders (autonomous-fleet operators) in such conflicts. We find that attackers have the upper hand in most cases and are able to carry out crippling denial-of-service attacks on fleets, by leveraging the inherent deficiencies of road networks identified by techniques from graph analysis. Experimental results on ten cities using real-world courier traces shows that most cities will require upgraded infrastructure to defend driverless vehicles against denial-of-service attacks. We found several hidden costs that impact equipment designers and operators of driverless vehicles - not least, that road-networks need to be redesigned for robustness against attacks thus raising some fundamental questions about the
This report describes our approach to design and evaluate a software stack for a race car capable of achieving competitive driving performance in the different disciplines of the Formula Student Driverless. By using a 360° LiDAR and optionally three cameras, we reliably recognize the plastic cones that mark the track boundaries at distances of around 35 m, enabling us to drive at the physical limits of the car. Using a GraphSLAM algorithm, we are able to map these cones with a root-mean-square error of less than 15 cm while driving at speeds of over 70 kph on a narrow track. The high-precision map is used in the trajectory planning to detect the lane boundaries using Delaunay triangulation and a parametric cubic spline. We calculate an optimized trajectory using a minimum curvature approach together with a GGS-diagram that takes the aerodynamics at different velocities into account. To track the target path with accelerations of up to 1.6 g, the control system is split into a PI controller for longitudinal control and model predictive controller for lateral control. Additionally, a low-level optimal control allocation is used. The software is realized in ROS C++ and tested in a cus
The complex functional structure of driverless vehicles induces a multitude of potential malfunctions. Established approaches for a systematic hazard identification generate individual potentially hazardous scenarios for each identified malfunction. This leads to inefficiencies in a purely expert-based hazard analysis process, as each of the many scenarios has to be examined individually. In this contribution, we propose an adaptation of the strategy for hazard identification for the development of automated vehicles. Instead of focusing on malfunctions, we base our process on deviations from desired vehicle behavior in selected operational scenarios analyzed in the concept phase. By evaluating externally observable deviations from a desired behavior, we encapsulate individual malfunctions and reduce the amount of generated potentially hazardous scenarios. After introducing our hazard identification strategy, we illustrate its application on one of the operational scenarios used in the research project UNICAR$agil$.
In-vehicle human object identification plays an important role in vision-based automated vehicle driving systems while objects such as pedestrians and vehicles on roads or streets are the primary targets to protect from driverless vehicles. A challenge is the difficulty to detect objects in moving under the wild conditions, while illumination and image quality could drastically vary. In this work, to address this challenge, we exploit Deep Convolutional Generative Adversarial Networks (DCGANs) with Single Shot Detector (SSD) to handle with the wild conditions. In our work, a GAN was trained with low-quality images to handle with the challenges arising from the wild conditions in smart cities, while a cascaded SSD is employed as the object detector to perform with the GAN. We used tested our approach under wild conditions using taxi driver videos on London street in both daylight and night times, and the tests from in-vehicle videos demonstrate that this strategy can drastically achieve a better detection rate under the wild conditions.
Driverless train operation for open tracks on urban guided transport and mainline railways requires, among other things automatic detection of actual and potential obstacles, especially humans, in the danger zone of the train's path. Machine learning algorithms have proven to be powerful state-of-the-art tools for this task. However, these algorithms require large amounts of high-quality annotated data containing human beings in railway-specific environments as training data. Unfortunately, the amount of publicly available datasets is not yet sufficient and is significantly inferior to the datasets in the road domain. Therefore, this paper presents RailGoerl24, an on-board visual light Full HD camera dataset of 12205 frames recorded in a railway test center of TÜV SÜD Rail, in Görlitz, Germany. Its main purpose is to support the development of driverless train operation for guided transport. RailGoerl24 also includes a terrestrial LiDAR scan covering parts of the area used to acquire the RGB data. In addition to the raw data, the dataset contains 33556 boxwise annotations in total for the object class 'person'. The faces of recorded actors are not blurred or altered in any other wa
Driverless vehicles are complex systems operating in constantly changing environments. Automated driving is achieved by controlling the coupled longitudinal and lateral vehicle dynamics. Model predictive control is one of the most promising tools for this type of application due to its optimal performance and ability to handle constraints. This paper addresses autonomous driving with an adaptive linear parameter varying model predictive controller (LPV-MPC), which is adapted by a neural network and optimized by an improved Genetic Algorithm. The proposed controller is evaluated on a challenging track under variable wind disturbance. Code can be found here: https://github.com/yassinekebbati/GA-optimized-MLP-based-LPV_MPC
With the continued introduction of driverless events to Formula:Society of Automotive Engineers (F:SAE) competitions around the world, teams are investigating all aspects of the autonomous vehicle stack. This paper presents the use of Deep Reinforcement Learning (DRL) and Inverse Reinforcement Learning (IRL) to map locally-observed cone positions to a desired steering angle for race track following. Two state-of-the-art algorithms not previously tested in this context: soft actor critic (SAC) and adversarial inverse reinforcement learning (AIRL), are used to train models in a representative simulation. Three novel reward functions for use by RL algorithms in an autonomous racing context are also discussed. Tests performed in simulation and the real world suggest that both algorithms can successfully train models for local path following. Suggestions for future work are presented to allow these models to scale to a full F:SAE vehicle.
This paper presents the design of an autonomous race car that is self-designed, self-developed, and self-built by the Elefant Racing team at the University of Bayreuth. The system is created to compete in the Formula Student Driverless competition. Its primary focus is on the Acceleration track, a straight 75-meter-long course, and the Skidpad track, which comprises two circles forming an eight. Additionally, it is experimentally capable of competing in the Autocross and Trackdrive events, which feature tracks with previously unknown straights and curves. The paper details the hardware, software and sensor setup employed during the 2020/2021 season. Despite being developed by a small team with limited computer science expertise, the design won the Formula Student East Engineering Design award. Emphasizing simplicity and efficiency, the team employed streamlined techniques to achieve their success.