子格式微型航空车（MAV）中的准确而敏捷的轨迹跟踪是具有挑战性的，因为机器人的小规模会引起大型模型不确定性，要求强大的反馈控制器，而快速的动力学和计算约束则阻止了计算上昂贵的策略的部署。在这项工作中，我们提出了一种在MIT SoftFly（一个子）MAV（0.7克）上进行敏捷和计算有效轨迹跟踪的方法。我们的策略采用了级联的控制方案，在该方案中，自适应态度控制器与受过训练的神经网络政策相结合，以模仿轨迹跟踪可靠的管模型模型预测控制器（RTMPC）。神经网络政策是使用我们最近的工作获得的，这使该政策能够保留RTMPC的稳健性，但以其计算成本的一小部分。我们通过实验评估我们的方法，即使在更具挑战性的操作中，达到均方根误差也低于1.8 cm，与我们先前的工作相比，最大位置误差减少了60％，并证明了对大型外部干扰的稳健性

自动化数据驱动的建模，直接发现系统的管理方程的过程越来越多地用于科学界。 Pysindy是一个Python包，提供用于应用非线性动力学（SINDY）方法的稀疏识别到数据驱动模型发现的工具。在Pysindy的这一主要更新中，我们实现了几种高级功能，使得能够从嘈杂和有限的数据中发现更一般的微分方程。延长候选术语库，用于识别致动系统，部分微分方程（PDE）和隐式差分方程。还实施了包括Sindy和合奏技术的整体形式的强大配方，以提高现实世界数据的性能。最后，我们提供了一系列新的优化算法，包括多元稀疏的回归技术和算法来强制执行和促进不等式约束和稳定性。这些更新在一起，可以在文献中尚未报告的全新SINDY模型发现能力，例如约束PDE识别和使用不同稀疏的回归优化器合并。

Reinforcement Learning (RL) is currently one of the most commonly used techniques for traffic signal control (TSC), which can adaptively adjusted traffic signal phase and duration according to real-time traffic data. However, a fully centralized RL approach is beset with difficulties in a multi-network scenario because of exponential growth in state-action space with increasing intersections. Multi-agent reinforcement learning (MARL) can overcome the high-dimension problem by employing the global control of each local RL agent, but it also brings new challenges, such as the failure of convergence caused by the non-stationary Markov Decision Process (MDP). In this paper, we introduce an off-policy nash deep Q-Network (OPNDQN) algorithm, which mitigates the weakness of both fully centralized and MARL approaches. The OPNDQN algorithm solves the problem that traditional algorithms cannot be used in large state-action space traffic models by utilizing a fictitious game approach at each iteration to find the nash equilibrium among neighboring intersections, from which no intersection has incentive to unilaterally deviate. One of main advantages of OPNDQN is to mitigate the non-stationarity of multi-agent Markov process because it considers the mutual influence among neighboring intersections by sharing their actions. On the other hand, for training a large traffic network, the convergence rate of OPNDQN is higher than that of existing MARL approaches because it does not incorporate all state information of each agent. We conduct an extensive experiments by using Simulation of Urban MObility simulator (SUMO), and show the dominant superiority of OPNDQN over several existing MARL approaches in terms of average queue length, episode training reward and average waiting time.

The visual dimension of cities has been a fundamental subject in urban studies, since the pioneering work of scholars such as Sitte, Lynch, Arnheim, and Jacobs. Several decades later, big data and artificial intelligence (AI) are revolutionizing how people move, sense, and interact with cities. This paper reviews the literature on the appearance and function of cities to illustrate how visual information has been used to understand them. A conceptual framework, Urban Visual Intelligence, is introduced to systematically elaborate on how new image data sources and AI techniques are reshaping the way researchers perceive and measure cities, enabling the study of the physical environment and its interactions with socioeconomic environments at various scales. The paper argues that these new approaches enable researchers to revisit the classic urban theories and themes, and potentially help cities create environments that are more in line with human behaviors and aspirations in the digital age.

Representing and synthesizing novel views in real-world dynamic scenes from casual monocular videos is a long-standing problem. Existing solutions typically approach dynamic scenes by applying geometry techniques or utilizing temporal information between several adjacent frames without considering the underlying background distribution in the entire scene or the transmittance over the ray dimension, limiting their performance on static and occlusion areas. Our approach $\textbf{D}$istribution-$\textbf{D}$riven neural radiance fields offers high-quality view synthesis and a 3D solution to $\textbf{D}$etach the background from the entire $\textbf{D}$ynamic scene, which is called $\text{D}^4$NeRF. Specifically, it employs a neural representation to capture the scene distribution in the static background and a 6D-input NeRF to represent dynamic objects, respectively. Each ray sample is given an additional occlusion weight to indicate the transmittance lying in the static and dynamic components. We evaluate $\text{D}^4$NeRF on public dynamic scenes and our urban driving scenes acquired from an autonomous-driving dataset. Extensive experiments demonstrate that our approach outperforms previous methods in rendering texture details and motion areas while also producing a clean static background. Our code will be released at https://github.com/Luciferbobo/D4NeRF.

In this paper, we present a novel visual SLAM and long-term localization benchmark for autonomous driving in challenging conditions based on the large-scale 4Seasons dataset. The proposed benchmark provides drastic appearance variations caused by seasonal changes and diverse weather and illumination conditions. While significant progress has been made in advancing visual SLAM on small-scale datasets with similar conditions, there is still a lack of unified benchmarks representative of real-world scenarios for autonomous driving. We introduce a new unified benchmark for jointly evaluating visual odometry, global place recognition, and map-based visual localization performance which is crucial to successfully enable autonomous driving in any condition. The data has been collected for more than one year, resulting in more than 300 km of recordings in nine different environments ranging from a multi-level parking garage to urban (including tunnels) to countryside and highway. We provide globally consistent reference poses with up to centimeter-level accuracy obtained from the fusion of direct stereo-inertial odometry with RTK GNSS. We evaluate the performance of several state-of-the-art visual odometry and visual localization baseline approaches on the benchmark and analyze their properties. The experimental results provide new insights into current approaches and show promising potential for future research. Our benchmark and evaluation protocols will be available at https://www.4seasons-dataset.com/.

The node-place model has been widely used to classify and evaluate transit stations, which sheds light on individual travel behaviors and supports urban planning through effectively integrating land use and transportation development. This article adapts this model to investigate whether and how node, place, and mobility would be associated with the transmission risks and presences of the local COVID-19 cases in a city. Similar studies on the model and its relevance to COVID-19, according to our knowledge, have not been undertaken before. Moreover, the unique metric drawn from detailed visit history of the infected, i.e., the COVID-19 footprints, is proposed and exploited. This study then empirically uses the adapted model to examine the station-level factors affecting the local COVID-19 footprints. The model accounts for traditional measures of the node and place as well as actual human mobility patterns associated with the node and place. It finds that stations with high node, place, and human mobility indices normally have more COVID-19 footprints in proximity. A multivariate regression is fitted to see whether and to what degree different indices and indicators can predict the COVID-19 footprints. The results indicate that many of the place, node, and human mobility indicators significantly impact the concentration of COVID-19 footprints. These are useful for policy-makers to predict and monitor hotspots for COVID-19 and other pandemics transmission.

Accurate and smooth global navigation satellite system (GNSS) positioning for pedestrians in urban canyons is still a challenge due to the multipath effects and the non-light-of-sight (NLOS) receptions caused by the reflections from surrounding buildings. The recently developed factor graph optimization (FGO) based GNSS positioning method opened a new window for improving urban GNSS positioning by effectively exploiting the measurement redundancy from the historical information to resist the outlier measurements. Unfortunately, the FGO-based GNSS standalone positioning is still challenged in highly urbanized areas. As an extension of the previous FGO-based GNSS positioning method, this paper exploits the potential of the pedestrian dead reckoning (PDR) model in FGO to improve the GNSS standalone positioning performance in urban canyons. Specifically, the relative motion of the pedestrian is estimated based on the raw acceleration measurements from the onboard smartphone inertial measurement unit (IMU) via the PDR algorithm. Then the raw GNSS pseudorange, Doppler measurements, and relative motion from PDR are integrated using the FGO. Given the context of pedestrian navigation with a small acceleration most of the time, a novel soft motion model is proposed to smooth the states involved in the factor graph model. The effectiveness of the proposed method is verified step-by-step through two datasets collected in dense urban canyons of Hong Kong using smartphone-level GNSS receivers. The comparison between the conventional extended Kalman filter, several existing methods, and FGO-based integration is presented. The results reveal that the existing FGO-based GNSS standalone positioning is highly complementary to the PDR's relative motion estimation. Both improved positioning accuracy and trajectory smoothness are obtained with the help of the proposed method.

This paper presents a novel framework for planning in unknown and occluded urban spaces. We specifically focus on turns and intersections where occlusions significantly impact navigability. Our approach uses an inpainting model to fill in a sparse, occluded, semantic lidar point cloud and plans dynamically feasible paths for a vehicle to traverse through the open and inpainted spaces. We demonstrate our approach using a car's lidar data with real-time occlusions, and show that by inpainting occluded areas, we can plan longer paths, with more turn options compared to without inpainting; in addition, our approach more closely follows paths derived from a planner with no occlusions (called the ground truth) compared to other state of the art approaches.

Urban traffic speed prediction aims to estimate the future traffic speed for improving the urban transportation services. Enormous efforts have been made on exploiting spatial correlations and temporal dependencies of traffic speed evolving patterns by leveraging explicit spatial relations (geographical proximity) through pre-defined geographical structures ({\it e.g.}, region grids or road networks). While achieving promising results, current traffic speed prediction methods still suffer from ignoring implicit spatial correlations (interactions), which cannot be captured by grid/graph convolutions. To tackle the challenge, we propose a generic model for enabling the current traffic speed prediction methods to preserve implicit spatial correlations. Specifically, we first develop a Dual-Transformer architecture, including a Spatial Transformer and a Temporal Transformer. The Spatial Transformer automatically learns the implicit spatial correlations across the road segments beyond the boundary of geographical structures, while the Temporal Transformer aims to capture the dynamic changing patterns of the implicit spatial correlations. Then, to further integrate both explicit and implicit spatial correlations, we propose a distillation-style learning framework, in which the existing traffic speed prediction methods are considered as the teacher model, and the proposed Dual-Transformer architectures are considered as the student model. The extensive experiments over three real-world datasets indicate significant improvements of our proposed framework over the existing methods.