Motion planning of autonomous vehicles in a non-autonomous vehicle environment without speed lanes

Planning is one of the key problems for autonomous vehicles operating in road scenarios. Present planning algorithms operate with the assumption that traffic is organised in predefined speed lanes, which makes it impossible to allow autonomous vehicles in countries with unorganised traffic. Unorganised traffic is though capable of higher traffic bandwidths when constituting vehicles vary in their speed capabilities and sizes. Diverse vehicles in an unorganised exhibit unique driving behaviours which are analysed in this paper by a simulation study. The aim of the work reported here is to create a planning algorithm for mixed traffic consisting of both autonomous and non-autonomous vehicles without any inter-vehicle communication. The awareness (e.g. vision) of every vehicle is restricted to nearby vehicles only and a straight infinite road is assumed for decision making regarding navigation in the presence of multiple vehicles. Exhibited behaviours include obstacle avoidance, overtaking, giving way for vehicles to overtake from behind, vehicle following, adjusting the lateral lane position and so on. A conflict of plans is a major issue which will almost certainly arise in the absence of inter-vehicle communication. Hence each vehicle needs to continuously track other vehicles and rectify plans whenever a collision seems likely. Further it is observed here that driver aggression plays a vital role in overall traffic dynamics, hence this has also been factored in accordingly. This work is hence a step forward towards achieving autonomous vehicles in unorganised traffic, while similar effort would be required for planning problems such as intersections, mergers, diversions and other modules like localisation.

Planning autonomous vehicles in the absence of speed lanes using lateral potentials

Chaotic traffic, prevalent in many countries, is marked by a large number of vehicles driving with different speeds without following any predefined speed lanes. Such traffic rules out using any planning algorithm for these vehicles which is based upon the maintenance of speed lanes and lane changes. The absence of speed lanes may imply more bandwidth and easier overtaking in cases where vehicles vary considerably in both their size and speed. Inspired by the performance of artificial potential fields in the planning of mobile robots, we propose here lateral potentials as measures to enable vehicles to decide about their lateral positions on the road. Each vehicle is subjected to a potential from obstacles and vehicles in front, road boundaries, obstacles and vehicles to the side and higher speed vehicles to the rear. All these potentials are lateral and only govern steering the vehicle. A speed control mechanism is also used for longitudinal control of vehicle. The proposed system is shown to perform well for obstacle avoidance, vehicle following and overtaking behaviors.

Noise propagation from a cutting of arbitrary cross-section and impedance

A boundary integral equation is described for the prediction of acoustic propagation from a monofrequency coherent line source in a cutting with impedance boundary conditions onto surrounding flat impedance ground. The problem is stated as a boundary value problem for the Helmholtz equation and is subsequently reformulated as a system of boundary integral equations via Green's theorem. It is shown that the integral equation formulation has a unique solution at all wavenumbers. The numerical solution of the coupled boundary integral equations by a simple boundary element method is then described. The convergence of the numerical scheme is demonstrated experimentally. Predictions of A-weighted excess attenuation for a traffic noise spectrum are made illustrating the effects of varying the depth of the cutting and the absorbency of the surrounding ground surface.

Default perception of high-speed motion

When human observers are exposed to even slight motion signals followed by brief visual transients—stimuli containing no detectable coherent motion signals—they perceive large and salient illusory jumps. This novel effect, which we call “high phi”, challenges well-entrenched assumptions about the perception of motion, namely the minimal-motion principle and the breakdown of coherent motion perception with steps above an upper limit. Our experiments with transients such as texture randomization or contrast reversal show that the magnitude of the jump depends on spatial frequency and transient duration, but not on the speed of the inducing motion signals, and the direction of the jump depends on the duration of the inducer. Jump magnitude is robust across jump directions and different types of transient. In addition, when a texture is actually displaced by a large step beyond dmax, a breakdown of coherent motion perception is expected, but in the presence of an inducer observers again perceive coherent displacements at or just above dmax. In sum, across a large variety of stimuli, we find that when incoherent motion noise is preceded by a small bias, instead of perceiving little or no motion, as suggested by the minimal-motion principle, observers perceive jumps whose amplitude closely follows their own dmax limits.

Planning autonomous vehicles in the absence of speed lanes using an elastic strip

Planning of autonomous vehicles in the absence of speed lanes is a less-researched problem. However, it is an important step toward extending the possibility of autonomous vehicles to countries where speed lanes are not followed. The advantages of having nonlane-oriented traffic include larger traffic bandwidth and more overtaking, which are features that are highlighted when vehicles vary in terms of speed and size. In the most general case, the road would be filled with a complex grid of static obstacles and vehicles of varying speeds. The optimal travel plan consists of a set of maneuvers that enables a vehicle to avoid obstacles and to overtake vehicles in an optimal manner and, in turn, enable other vehicles to overtake. The desired characteristics of this planning scenario include near completeness and near optimality in real time with an unstructured environment, with vehicles essentially displaying a high degree of cooperation and enabling every possible(safe) overtaking procedure to be completed as soon as possible. Challenges addressed in this paper include a (fast) method for initial path generation using an elastic strip, (re-)defining the notion of completeness specific to the problem, and inducing the notion of cooperation in the elastic strip. Using this approach, vehicular behaviors of overtaking, cooperation, vehicle following,obstacle avoidance, etc., are demonstrated.

An analytical method for capacity dimensioning of WCDMA with high speed wireless link

Capacity dimensioning is one of the key problems in wireless network planning. Analytical and simulation methods are usually used to pursue the accurate capacity dimensioning of wireless network. In this paper, an analytical capacity dimensioning method for WCDMA with high speed wireless link is proposed based on the analysis on relations among system performance and high speed wireless transmission technologies, such as H-ARQ, AMC and fast scheduling. It evaluates system capacity in closed-form expressions from link level and system level. Numerical results show that the proposed method can calculate link level and system level capacity for WCDMA system with HSDPA and HSUPA.

Observations of wind speed profiles over Greater London, UK, using a Doppler lidar

To calculate the potential wind loading on a tall building in an urban area, an accurate representation of the wind speed profile is required. However, due to a lack of observations, wind engineers typically estimate the characteristics of the urban boundary layer by translating the measurements from a nearby reference rural site. This study presents wind speed profile data obtained from a Doppler lidar in central London, UK, during an 8 month observation period. Used in conjunction with wind speed data measured at a nearby airport, the data have been used to assess the accuracy of the predictions made by the wind engineering tools currently available. When applied to multiple changes in surface roughness identified from morphological parameters, the non-equilibrium wind speed profile model developed by Deaves (1981) provides a good representation of the urban wind speed profile. For heights below 500 m, the predicted wind speed remains within the 95% confidence interval of the measured data. However, when the surface roughness is estimated using land use as a proxy, the model tends to overestimate the wind speed, particularly for very high wind speed periods. These results highlight the importance of a detailed assessment of the nature of the surface when estimating the wind speed above an urban surface.

High-speed Keck spectroscopy of flares and oscillations in AE Aquarii

Using high-time-resolution (72 ms) spectroscopy of AE Aqr obtained with LRIS on Keck II we have determined the spectrum and spectral evolution of a small flare. Continuum and integrated line fluxes in the flare spectrum are measured, and the evolution of the flare is parametrized for future comparison with detailed models of the flares. We find that the velocities of the flaring components are consistent with those previously reported for AE Aqr by Welsh, Horne & Gomer and Horne. The characteristics of the 33-s oscillations are investigated: we derive the oscillation amplitude spectrum, and from that determine the spectrum of the heated regions on the rotating white dwarf. Blackbody fits to the major and minor pulse spectra and an analysis of the emission-line oscillation properties highlight the shortfalls in the simple hotspot model for the oscillations.

High speed keck spectroscopy of flickering in AM Her

We present fast (72 ms) spectroscopy of AM Her obtained at an intermediate brightness state just before a rise to high state. Interesting features in the line behaviour of AM Her are noted and the variability spectrum is presented and compared to that of SS Cyg.

Reconstruction of geomagnetic activity and near-Earth interplanetary conditions over the past 167 yr - Part 4: Near-Earth solar wind speed, IMF, and open solar flux

In the concluding paper of this tetralogy, we here use the different geomagnetic activity indices to reconstruct the near-Earth interplanetary magnetic field (IMF) and solar wind flow speed, as well as the open solar flux (OSF) from 1845 to the present day. The differences in how the various indices vary with near-Earth interplanetary parameters, which are here exploited to separate the effects of the IMF and solar wind speed, are shown to be statistically significant at the 93% level or above. Reconstructions are made using four combinations of different indices, compiled using different data and different algorithms, and the results are almost identical for all parameters. The correction to the aa index required is discussed by comparison with the Ap index from a more extensive network of mid-latitude stations. Data from the Helsinki magnetometer station is used to extend the aa index back to 1845 and the results confirmed by comparison with the nearby St Petersburg observatory. The optimum variations, using all available long-term geomagnetic indices, of the near-Earth IMF and solar wind speed, and of the open solar flux, are presented; all with ±2sigma� uncertainties computed using the Monte Carlo technique outlined in the earlier papers. The open solar flux variation derived is shown to be very similar indeed to that obtained using the method of Lockwood et al. (1999).

Heuristic based evolution for the coordination of autonomous vehicles in the absence of speed lanes

The current state of the art in the planning and coordination of autonomous vehicles is based upon the presence of speed lanes. In a traffic scenario where there is a large diversity between vehicles the removal of speed lanes can generate a significantly higher traffic bandwidth. Vehicle navigation in such unorganized traffic is considered. An evolutionary based trajectory planning technique has the advantages of making driving efficient and safe, however it also has to surpass the hurdle of computational cost. In this paper, we propose a real time genetic algorithm with Bezier curves for trajectory planning. The main contribution is the integration of vehicle following and overtaking behaviour for general traffic as heuristics for the coordination between vehicles. The resultant coordination strategy is fast and near-optimal. As the vehicles move, uncertainties may arise which are constantly adapted to, and may even lead to either the cancellation of an overtaking procedure or the initiation of one. Higher level planning is performed by Dijkstra's algorithm which indicates the route to be followed by the vehicle in a road network. Re-planning is carried out when a road blockage or obstacle is detected. Experimental results confirm the success of the algorithm subject to optimal high and low-level planning, re-planning and overtaking.

Verification of European subseasonal wind speed forecasts

Analysis of the forecasts and hindcasts from the ECMWF 32-day forecast model reveals that there is statistically significant skill in predicting weekly mean wind speeds over areas of Europe at lead times of at least 14–20 days. Previous research on wind speed predictability has focused on the short- to medium-range time scales, typically finding that forecasts lose all skill by the later part of the medium-range forecast. To the authors’ knowledge, this research is the first to look beyond the medium-range time scale by taking weekly mean wind speeds, instead of averages at hourly or daily resolution, for the ECMWF monthly forecasting system. It is shown that the operational forecasts have high levels of correlation (~0.6) between the forecasts and observations over the winters of 2008–12 for some areas of Europe. Hindcasts covering 20 winters show a more modest level of correlation but are still skillful. Additional analysis examines the probabilistic skill for the United Kingdom with the application of wind power forecasting in mind. It is also shown that there is forecast “value” for end users (operating in a simple cost/loss ratio decision-making framework). End users that are sensitive to winter wind speed variability over the United Kingdom, Germany, and some other areas of Europe should therefore consider forecasts beyond the medium-range time scale as it is clear there is useful information contained within the forecast.

Centennial changes in the solar wind speed and in the open solar flux

We use combinations of geomagnetic indices, based on both variation range and hourly means, to derive the solar wind flow speed, the interplanetary magnetic field strength at 1 AU and the total open solar flux between 1895 and the present. We analyze the effects of the regression procedure and geomagnetic indices used by adopting four analysis methods. These give a mean interplanetary magnetic field strength increase of 45.1 ± 4.5% between 1903 and 1956, associated with a 14.4 ± 0.7% rise in the solar wind speed. We use averaging timescales of 1 and 2 days to allow for the difference between the magnetic fluxes threading the coronal source surface and the heliocentric sphere at 1 AU. The largest uncertainties originate from the choice of regression procedure: the average of all eight estimates of the rise in open solar flux is 73.0 ± 5.0%, but the best procedure, giving the narrowest and most symmetric distribution of fit residuals, yields 87.3 ± 3.9%.

Short-term variability of solar wind number density, speed and dynamic pressure as a function of the interplanetary magnetic field components: A survey over two solar cycles

The variability of hourly values of solar wind number density, number density variation, speed, speed variation and dynamic pressure with IMF Bz and magnitude |B| has been examined for the period 1965–1986. We wish to draw attention to a strong correlation in number density and number density fluctuation with IMF Bz characterised by a symmetric increasing trend in these quantities away from Bz = 0 nT. The fluctuation level in solar wind speed is found to be relatively independent of Bz. We infer that number density and number density variability dominate in controlling solar wind dynamic pressure and dynamic pressure variability. It is also found that dynamic pressure is correlated with each component of IMF and that there is evidence of morphological differences between the variation with each component. Finally, we examine the variation of number density, speed, dynamic pressure and fluctuation level in number density and speed with IMF magnitude |B|. Again we find that number density variation dominates over solar wind speed in controlling dynamic pressure.