Recent developments in sensor technologies such as Global Navigation Satellite Systems (GNSS), Inertial Measurement Unit (IMU), Light Detection and Ranging (LiDAR), radar, and camera have led to emerging state-of-the-art autonomous systems, such as driverless vehicles or UAS (Unmanned Airborne Systems) swarms. These technologies necessitate the use of accurate object space information about the physical environment around the platform. This information can be generally provided by the suitable selection of the sensors, including sensor types and capabilities, the number of sensors, and their spatial arrangement. Since all these sensor technologies have different error sources and characteristics, rigorous sensor modeling is needed to eliminate/mitigate errors to obtain an accurate, reliable, and robust integrated solution. Mobile mapping systems are very similar to autonomous vehicles in terms of being able to reconstruct the environment around the platforms. However, they differ a lot in operations and objectives. Mobile mapping vehicles use professional grade sensors, such as geodetic grade GNSS, tactical grade IMU, mobile LiDAR, and metric cameras, and the solution is created in post-processing. In contrast, autonomous vehicles use simple/inexpensive sensors, require real-time operations, and are primarily interested in identifying and tracking moving objects. In this study, the main objective was to assess the performance potential of autonomous vehicle sensor systems to obtain high-definition maps based on only using Velodyne sensor data for creating accurate point clouds. In other words, no other sensor data were considered in this investigation. The results have confirmed that cm-level accuracy can be achieved.

Camera–inertial measurement unit (IMU) sensor fusion has been extensively studied in recent decades. Numerous observability analysis and fusion schemes for motion estimation with self-calibration have been presented. However, it has been uncertain whether the intrinsic parameters of both the camera and the IMU are observable under general motion. To answer this question, by using the Lie derivatives, we first prove that for a rolling shutter (RS) camera–IMU system, all the intrinsic and extrinsic parameters, camera time offset, and readout time of the RS camera are observable with an unknown landmark. To our knowledge, we are the first to present such a proof. Next, to validate this analysis and to solve the drift issue of a structureless filter during standstills, we develop a keyframe-based sliding window filter (KSWF) for odometry and self-calibration, which works with a monocular RS camera or stereo RS cameras. Though the keyframe concept is widely used in vision-based sensor fusion, to our knowledge, the KSWF is the first of its kind to support self-calibration. Our simulation and real data tests have validated that it is possible to fully calibrate the camera–IMU system using the observations of opportunistic landmarks under diverse motion. Real data tests confirmed previous allusions that keeping landmarks in the state vector can remedy the drift in standstill and showed that the keyframe-based scheme is an alternative solution.

Remote sensing technologies have seen extraordinary improvements in both spatial resolution and accuracy recently. In particular, airborne laser scanning systems can now provide data for surface modeling with unprecedented resolution and accuracy, which can effectively support the detection of sub-meter surface features, vital for landslide mapping. Also, the easy repeatability of data acquisition offers the opportunity to monitor temporal surface changes, which are essential to identifying developing or active slides. Specific methods are needed to detect and map surface changes due to landslide activities. In this paper, we present a methodology that is based on fusing probabilistic change detection and landslide surface feature extraction utilizing multi-temporal Light Detection and Ranging (LiDAR) derived Digital Elevation Models (DEMs) to map surface changes demonstrating landslide activity. The proposed method was tested in an area with numerous slides ranging from 200 m² to 27,000 m² in area under low vegetation and tree cover, Zanesville, Ohio, USA. The surface changes observed are probabilistically evaluated to determine the likelihood of the changes being landslide activity related. Next, based on surface features, a Support Vector Machine (SVM) quantifies and maps the topographic signatures of landslides in the entire area. Finally, these two processes are fused to detect landslide prone changes. The results demonstrate that 53 out of 80 inventory mapped landslides were identified using this method. Additionally, some areas that were not mapped in the inventory map displayed changes that are likely to be developing landslides.

The availability of global navigation satellite systems (GNSS) on consumer devices has caused a dramatic change in every-day life and human behaviour globally. Although GNSS generally performs well outdoors, unavailability, intentional and unintentional threats, and reliability issues still remain. This has motivated the deployment of other complementary sensors in such a way that enables reliable positioning, even in GNSS-challenged environments. Besides sensor integration on a single platform to remedy the lack of GNSS, data sharing between platforms, such as in collaborative positioning, offers further performance improvements for positioning. An essential element of this approach is the availability of internode measurements, which brings in the strength of a geometric network. There are many sensors that can support ranging between platforms, such as LiDAR, camera, radar, and many RF technologies, including UWB, LoRA, 5G, etc. In this paper, to demonstrate the potential of the collaborative positioning technique, we use ultra-wide band (UWB) transceivers and vision data to compensate for the unavailability of GNSS in a terrestrial vehicle urban scenario. In particular, a cooperative positioning approach exploiting both vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) UWB measurements have been developed and tested in an experiment involving four cars. The results show that UWB ranging can be effectively used to determine distances between vehicles (at sub-meter level), and their relative positions, especially when vision data or a sufficient number of V2V ranges are available. The presence of NLOS observations is one of the principal factors causing a decrease in the UWB ranging performance, but modern machine learning tools have shown to be effective in partially eliminating NLOS observations. According to the obtained results, UWB V2I can achieve sub-meter level of accuracy in 2D positioning when GNSS is not available. Combining UWB V2I and GNSS as well V2V ranging may lead to similar results in cooperative positioning. Absolute cooperative positioning of a group of vehicles requires stable V2V ranging and that a certain number of vehicles in the group are provided with V2I ranging data. Results show that meter-level accuracy is achieved when at least two vehicles in the network have V2I data or reliable GNSS measurements, and usually when vehicles lack V2I data but receive V2V ranging to 2–3 vehicles. These working conditions typically ensure the robustness of the solution against undefined rotations. The integration of UWB with vision led to relative positioning results at sub-meter level of accuracy, an improvement of the absolute positioning cooperative results, and a reduction in the number of vehicles required to be provided with V2I or GNSS data to one.

Monitoring vehicular road traffic is a key component of any autonomous driving platform. Detecting moving objects, and tracking them, is crucial to navigating around objects and predicting their locations and trajectories. Laser sensors provide an excellent observation of the area around vehicles, but the point cloud of objects may be noisy, occluded, and prone to different errors. Consequently, object tracking is an open problem, especially for low-quality point clouds. This paper describes a pipeline to integrate various sensor data and prior information, such as a Geospatial Information System (GIS) map, to segment and track moving objects in a scene. We show that even a low-quality GIS map, such as OpenStreetMap (OSM), can improve the tracking accuracy, as well as decrease processing time. A bank of Kalman filters is used to track moving objects in a scene. In addition, we apply non-holonomic constraint to provide a better orientation estimation of moving objects. The results show that moving objects can be correctly detected, and accurately tracked, over time, based on modest quality Light Detection And Ranging (LiDAR) data, a coarse GIS map, and a fairly accurate Global Positioning System (GPS) and Inertial Measurement Unit (IMU) navigation solution.

The precise extraction of road boundaries is an essential task to obtain road infrastructure data that can support various applications, such as maintenance, autonomous driving, vehicle navigation, and the generation of high-definition maps (HD map). Despite promising outcomes in prior studies, challenges persist in road extraction, particularly in discerning diverse road types. The proposed methodology integrates state-of-the-art techniques like DBSCAN and RANSAC, aiming to establish a universally applicable approach for diverse mobile mapping systems. This effort represents a pioneering step in extracting road information from image-based point cloud data. To assess the efficacy of the proposed method, we conducted experiments using a large-scale dataset acquired by two mobile mapping systems on the Yıldız Technical University campus; one system was configured as a mobile LiDAR system (MLS), while the other was equipped with cameras to operate as a photogrammetry-based mobile mapping system (MMS). Using manually measured reference road boundary data, we evaluated the completeness, correctness, and quality parameters of the road extraction performance of our proposed method based on two datasets. The completeness rates were 93.2% and 84.5%, while the correctness rates were 98.6% and 93.6%, respectively. The overall quality of the road curb extraction was 93.9% and 84.5% for the two datasets. Our proposed algorithm is capable of accurately extracting straight or curved road boundaries and curbs from complex point cloud data that includes vehicles, pedestrians, and other obstacles in urban environment. Furthermore, our experiments demonstrate that the algorithm can be applied to point cloud data acquired from different systems, such as MLS and MMS, with varying spatial resolutions and accuracy levels.