Making the right decision in traffic is a challenging task that is highly dependent on individual preferences as well as the surrounding environment. Therefore it is hard to model solely based on expert knowledge. In this work we use Deep Reinforcement Learning to learn maneuver decisions based on a compact semantic state representation. This ensures a consistent model of the environment across scenarios as well as a behavior adaptation function, enabling on-line changes of desired behaviors without re-training. The input for the neural network is a simulated object list similar to that of Radar or Lidar sensors, superimposed by a relational semantic scene description. The state as well as the reward are extended by a behavior adaptation function and a parameterization respectively. With little expert knowledge and a set of mid-level actions, it can be seen that the agent is capable to adhere to traffic rules and learns to drive safely in a variety of situations.
Initially most behavior planners were handcrafted state machines, made up by a variety of modules to handle different tasks of driving. During the DARPA Urban Challenge Boss (CMU) for example used five different modules to conduct on road driving. The responsibilities of the modules ranged from lane selection, merge planning to distance keeping @cite_10 . Other participants such as Odin (Virginia Tech) or Talos (MIT) developed very similar behavior generators @cite_1 @cite_27 .
@cite_1 @cite_27 @cite_10
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Boss is an autonomous vehicle that uses on-board sensors (global positioning system, lasers, radars, and cameras) to track other vehicles, detect static obstacles, and localize itself relative to a road model. A three-layer planning system combines mission, behavioral, and motion planning to drive in urban environments. The mission planning layer considers which street to take to achieve a mission goal. The behavioral layer determines when to change lanes and precedence at intersections and performs error recovery maneuvers. The motion planning layer selects actions to avoid obstacles while making progress toward local goals. The system was developed from the ground up to address the requirements of the DARPA Urban Challenge using a spiral system development process with a heavy emphasis on regular, regressive system testing. During the National Qualification Event and the 85-km Urban Challenge Final Event, Boss demonstrated some of its capabilities, qualifying first and winning the challenge. © 2008 Wiley Periodicals, Inc. The DARPA Urban Challenge required robotic vehicles to travel more than 90 km through an urban environment without human intervention and included situations such as stop intersections, traffic merges, parking, and roadblocks. Team VictorTango separated the problem into three parts: base vehicle, perception, and planning. A Ford Escape outfitted with a custom drive-by-wire system and computers formed the basis for Odin. Perception used laser scanners, global positioning system, and a priori knowledge to identify obstacles, cars, and roads. Planning relied on a hybrid deliberative-reactive architecture to analyze the situation, select the appropriate behavior, and plan a safe path. All vehicle modules communicated using the JAUS (Joint Architecture for Unmanned Systems) standard. The performance of these components in the Urban Challenge is discussed and successes noted. The result of VictorTango's work was successful completion of the Urban Challenge and a third-place finish. © 2008 Wiley Periodicals, Inc. Recently, automated driving has more and more been transformed from an exciting vision into hands on reality by prototypes. While drivers are used to assistance and maybe even automation for driving within a lane, it is exciting to dare a step ahead: Deciding and executing tactical maneuvers like lane changes in automated vehicles without any human interaction. In this paper, we present our approach for tactical behavior planning for lane changes. We present a way to tackle perception uncertainties and how to achieve provident, prediction-based behavior planning. For this, we introduce a novel framework to plan in high-dimensional, mixed-integer state spaces in real-time. Our approach is evaluated not only in simulation, but also in real traffic. The implementation has recently been demonstrated to the public in the Audi A7 piloted driving concept vehicle, driving from Stanford to the Consumer Electronics Show (CES) 2015 in Las Vegas. Automated driving within a lane is a fascinating experience already. However, more exiting but also technically more challenging is to dare the next step of automating tactical behavior decisions for lane changes, as well. In this paper, we present our approach for situation assessment in tactical behavior planning for lane changes, whether lane changes are beneficial and or possible. We present a way to tackle perception uncertainties and how to monitor the system's abilities and current skills. This is achieved by a dynamic Bayesian network and an unscented variance transform. Our approach is evaluated not only in a simulation, but also in real traffic. Our implementation has recently been demonstrated to the public in the Audi A7 piloted driving concept vehicle, driving 550 miles from Stanford to Las Vegas to the Consumer Electronics Show (CES) 2015. When driving in urban environments, an autonomous vehicle must account for the interaction with other traffic participants. It must reason about their future behavior, how its actions affect their future behavior, and potentially consider multiple motion hypothesis. In this paper we introduce a method for joint behavior estimation and trajectory planning that models interaction and multi-policy decision-making. The method leverages Partially Observable Markov Decision Processes to estimate the behavior of other traffic participants given the planned trajectory for the ego-vehicle, and Receding-Horizon Control for generating safe trajectories for the ego-vehicle. To achieve safe navigation we introduce chance constraints over multiple motion policies in the receding-horizon planner. These constraints account for uncertainty over the behavior of other traffic participants. The method is capable of running in real-time and we show its performance and good scalability in simulated multi-vehicle intersection scenarios. Predicting driver behavior is a key component for Advanced Driver Assistance Systems (ADAS). In this paper, a novel approach based on Support Vector Machine and Bayesian filtering is proposed for online lane change intention prediction. The approach uses the multiclass probabilistic outputs of the Support Vector Machine as an input to the Bayesian filter, and the output of the Bayesian filter is used for the final prediction of lane changes. A lane tracker integrated in a passenger vehicle is used for real-world data collection for the purpose of training and testing. Data from different drivers on different highways were used to evaluate the robustness of the approach. The results demonstrate that the proposed approach is able to predict driver intention to change lanes on average 1.3 seconds in advance, with a maximum prediction horizon of 3.29 seconds. Inspired by how humans learn dynamic motor skills through a progressive process of coaching and practices, we introduce an intuitive and interactive framework for developing dynamic controllers. The user only needs to provide a primitive initial controller and high-level, human-readable instructions as if s he is coaching a human trainee, while the character has the ability to interpret the abstract instructions, accumulate the knowledge from the coach, and improve its skill iteratively. We introduce “control rigs” as an intermediate layer of control module to facilitate the mapping between high-level instructions and low-level control variables. Control rigs also utilize the human coach's knowledge to reduce the search space for control optimization. In addition, we develop a new sampling-based optimization method, Covariance Matrix Adaptation with Classification (CMA-C), to efficiently compute-control rig parameters. Based on the observation of human ability to “learn from failure”, CMA-C utilizes the failed simulation trials to approximate an infeasible region in the space of control rig parameters, resulting a faster convergence for the CMA optimization. We demonstrate the design process of complex dynamic controllers using our framework, including precision jumps, turnaround jumps, monkey vaults, drop-and-rolls, and wall-backflips. Imitation learning of sequential, goal-directed behavior by standard supervised techniques is often difficult. We frame learning such behaviors as a maximum margin structured prediction problem over a space of policies. In this approach, we learn mappings from features to cost so an optimal policy in an MDP with these cost mimics the expert's behavior. Further, we demonstrate a simple, provably efficient approach to structured maximum margin learning, based on the subgradient method, that leverages existing fast algorithms for inference. Although the technique is general, it is particularly relevant in problems where A* and dynamic programming approaches make learning policies tractable in problems beyond the limitations of a QP formulation. We demonstrate our approach applied to route planning for outdoor mobile robots, where the behavior a designer wishes a planner to execute is often clear, while specifying cost functions that engender this behavior is a much more difficult task. A framework for modeling driver behavior within driving simulators is described in this paper. This framework serves as a basis for building human- like driving behavior models for autonomous vehicles operating within the virtual environment of a driving simulator. The framework consists of four units, the Perception Unit, the Emotions Unit, the Decision- making Unit (DMU), and the Decision- implementation Unit (DIU). The Perception Unit defines how the model perceives its environment in local and global terms. The Emotions Unit defines how the model responds emotionally to its environment. The DMU investigates the environment for possible actions that might potentially serve the model's emotional demands. And finally the DIU tries to implement these decisions when a traffic condition, perceived as safe enough for such an implementation, emerges. Each of these units has its own set of fuzzy variables and fuzzy ifthen rules. Any driving model, that is based on this framework, should provide membership function parameters for these fuzzy variables in accordance with the category of human driving behavior this model is targeting. Our framework addresses decision making and implementation at the maneuvering and operational levels of the driving task. Decisions at the planning level are addressed through a script- based traffic controller. The present model is limited to simulating human behaviors when driving in a two- lane rural environment. Abstract : Persistent controversies about human multiple task performance suggest that research on it will benefit from increased use of precise computational models. Toward this objective, the present report outlines a comprehensive theoretical framework for understanding and predicting the performance of concurrent perceptual motor and cognitive tasks. The framework involves an Executive Process Interactive Control (EPIC) architecture, which has component modules that process information at perceptual, cognitive, and motor levels. On the basis of EPIC, computational models that use a production system formalism may be constructed to simulate multiple task performance under a variety of conditions. These models account well for reaction time data from representative paradigms such as the psychological refractory period (PRP) procedure. With modest numbers of parameters, good fits between empirical and simulated reaction times support several key conclusions: (1) at a cognitive level, people can apply distinct sets of production rules simultaneously for executing the procedures of multiple tasks; (2) there is no immutable central response selection or decision bottleneck; (3) people's capacity to process information and take action at peripheral perceptual motor levels is limited; (4) to cope with such limits and to satisfy task priorities, flexible scheduling strategies are used; (5) these strategies are mediated by executive cognitive processes that coordinate concurrent tasks adaptively. The initial success of EPIC and models based on it suggest that they may help characterize multiple task performance across many domains, including ones that have substantial practical relevance. We consider the problem of navigating a mobile robot through dense human crowds. We begin by exploring a fundamental impediment to classical motion planning algorithms called the âfreezing robot problemâ: once the environment surpasses a certain level of dynamic complexity, the planner decides that all forward paths are unsafe, and the robot freezes in place or performs unnecessary maneuvers to avoid collisions. We argue that this problem can be avoided if the robot anticipates human cooperation, and accordingly we develop interacting Gaussian processes, a prediction density that captures cooperative collision avoidance, and a âmultiple goalâ extension that models the goal-driven nature of human decision making. We validate this model with an empirical study of robot navigation in dense human crowds 488 runs, specifically testing how cooperation models effect navigation performance. The multiple goal interacting Gaussian processes algorithm performs comparably with human teleoperators in crowd densities nearing 0.8 humans m2, while a state-of-the-art non-cooperative planner exhibits unsafe behavior more than three times as often as the multiple goal extension, and twice as often as the basic interacting Gaussian process approach. Furthermore, a reactive planner based on the widely used dynamic window approach proves insufficient for crowd densities above 0.55 people m2. We also show that our non-cooperative planner or our reactive planner capture the salient characteristics of nearly any dynamic navigation algorithm. Based on these experimental results and theoretical observations, we conclude that a cooperation model is critical for safe and efficient robot navigation in dense human crowds. A longstanding goal of behavior-based robotics is to solve high-level navigation tasks using end to end navigation behaviors that directly map sensors to actions. Navigation behaviors, such as reaching a goal or following a path without collisions, can be learned from exploration and interaction with the environment, but are constrained by the type and quality of a robot's sensors, dynamics, and actuators. Traditional motion planning handles varied robot geometry and dynamics, but typically assumes high-quality observations. Modern vision-based navigation typically considers imperfect or partial observations, but simplifies the robot action space. With both approaches, the transition from simulation to reality can be difficult. Here, we learn two end to end navigation behaviors that avoid moving obstacles: point to point and path following. These policies receive noisy lidar observations and output robot linear and angular velocities. We train these policies in small, static environments with Shaped-DDPG, an adaptation of the Deep Deterministic Policy Gradient (DDPG) reinforcement learning method which optimizes reward and network architecture. Over 500 meters of on-robot experiments show , these policies generalize to new environments and moving obstacles, are robust to sensor, actuator, and localization noise, and can serve as robust building blocks for larger navigation tasks. The path following and point and point policies are 83 and 56 more successful than the baseline, respectively. We present a motion planner for autonomous highway driving that adapts the state lattice framework pioneered for planetary rover navigation to the structured environment of public roadways. The main contribution of this paper is a search space representation that allows the search algorithm to systematically and efficiently explore both spatial and temporal dimensions in real time. This allows the low-level trajectory planner to assume greater responsibility in planning to follow a leading vehicle, perform lane changes, and merge between other vehicles. We show that our algorithm can readily be accelerated on a GPU, and demonstrate it on an autonomous passenger vehicle. Describes experiments with a probabilistic roadmap planner (PRM) on a spot-welding station with 2 to 6 robot manipulators combining 12 to 36 degrees of freedom. When performing centralized planning, the planner has proven to be reliable and fast. When performing decoupled planning, it was not significantly faster, but it was much less reliable, failing to find a solution 30 to 75 of the times in 6-robot examples. This is an important result as it invalidates the assumption that the loss of completeness in performing decoupled planning is not very substantial in practice and indicates that centralized planning is a more desirable approach-at least in applications like spot-welding, which requires rather tight robot coordination. We describe an autonomous robotic software subsystem for managing mission execution and discrete traffic interaction in the 2007 DARPA Urban Challenge. Its role is reviewed in the context of the software system that controls ldquoBossrdquo, Tartan Racingpsilas winning entry in the competition. Design criteria are presented, followed by the application of software design principles to derive an architecture well suited to the rigors of developing complex robotic systems. Combined with a discussion of robust behavioral algorithms, the designpsilas effectiveness is highlighted in its ability to manage complex autonomous driving behaviors while remaining adaptable to the systempsilas evolving capabilities. The ability to accurately predict and simulate human driving behavior is critical for the development of intelligent transportation systems. Traditional modeling methods have employed simple parametric models and behavioral cloning. This paper adopts a method for overcoming the problem of cascading errors inherent in prior approaches, resulting in realistic behavior that is robust to trajectory perturbations. We extend Generative Adversarial Imitation Learning to the training of recurrent policies, and we demonstrate that our model rivals rule-based controllers and maximum likelihood models in realistic highway simulations. Our model both reproduces emergent behavior of human drivers, such as lane change rate, while maintaining realistic control over long time horizons. The approach of inferring user's intended task and optimizing low-level robot motions has promise for making robot teleoperation interfaces more intuitive and responsive. But most existing methods assume a finite set of candidate tasks, which limits a robot's functionality. This paper proposes the notion of freeform tasks that encode an infinite number of possible goals (e.g., desired target positions) within a finite set of types (e.g., reach, orient, pick up). It also presents two technical contributions to help make freeform UIs possible. First, an intent predictor estimates the user's desired task, and accepts freeform tasks that include both discrete types and continuous parameters. Second, a cooperative motion planner continuously updates the robot's trajectories to achieve the inferred tasks by repeatedly solving optimal control problems. The planner is designed to respond interactively to changes in the indicated task, avoid collisions in cluttered environments, handle time-varying objective functions, and achieve high-quality motions using a hybrid of numerical and sampling-based techniques. The system is applied to the problem of controlling a 6D robot manipulator using 2D mouse input in the context of two tasks: static target reaching and dynamic trajectory tracking. Simulations suggest that it enables the robot to reach intended targets faster and to track intended trajectories more closely than comparable techniques. We consider planning problems, that often arise in autonomous driving applications, in which an agent should decide on immediate actions so as to optimize a long term objective. For example, when a car tries to merge in a roundabout it should decide on an immediate acceleration braking command, while the long term effect of the command is the success failure of the merge. Such problems are characterized by continuous state and action spaces, and by interaction with multiple agents, whose behavior can be adversarial. We argue that dual versions of the MDP framework (that depend on the value function and the @math function) are problematic for autonomous driving applications due to the non Markovian of the natural state space representation, and due to the continuous state and action spaces. We propose to tackle the planning task by decomposing the problem into two phases: First, we apply supervised learning for predicting the near future based on the present. We require that the predictor will be differentiable with respect to the representation of the present. Second, we model a full trajectory of the agent using a recurrent neural network, where unexplained factors are modeled as (additive) input nodes. This allows us to solve the long-term planning problem using supervised learning techniques and direct optimization over the recurrent neural network. Our approach enables us to learn robust policies by incorporating adversarial elements to the environment. This paper presents a novel randomized motion planner for robots that must achieve a specified goal under kinematic and or dynamic motion constraints while avoiding collision with moving obstacles with known trajectories. The planner encodes the motion constraints on the robot with a control system and samples the robot's state × time space by picking control inputs at random and integrating its equations of motion. The result is a probabilistic roadmap of sampled state ×time points, called milestones, connected by short admissible trajectories. The planner does not precompute the roadmap; instead, for each planning query, it generates a new roadmap to connect an initial and a goal state×time point. The paper presents a detailed analysis of the planner's convergence rate. It shows that, if the state×time space satisfies a geometric property called expansiveness, then a slightly idealized version of our implemented planner is guaranteed to find a trajectory when one exists, with probability quickly converg... We present a motion planning approach for per- forming a learned task while avoiding obstacles and reacting to the movement of task-relevant objects. We employ a closed-loop sampling-based motion planner that acquires new sensor infor- mation, generates new collision-free plans that are based on a learned task model, and replans at an average rate of more than 10 times per second for a 7-DOF manipulator. The task model is learned from expert demonstrations prior to task execution and is represented as a hidden Markov model. During task execution, our motion planner quickly searches in the Cartesian product of the task model and a probabilistic roadmap for a plan with features most similar to the demonstrations given the locations of the task-relevant objects. We improve the replan rate by using a fast bidirectional search and by biasing the sampling distribution using information from the learned task model to construct high-quality roadmaps. We illustrate the efficacy of our approach by performing a simulated navigation task with a 2D point robot and a physical powder transfer task with the Baxter robot.