The Experts below are selected from a list of 306 Experts worldwide ranked by ideXlab platform
Brittany A Duncan - One of the best experts on this subject based on the ideXlab platform.
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investigation of communicative Flight Paths for small unmanned aerial systems this work was supported by nsf nri 1638099
International Conference on Robotics and Automation, 2018Co-Authors: Brittany A Duncan, Evan Beachly, Alisha Bevins, Sebasitan Elbaum, Carrick DetweilerAbstract:This project seeks to generate small Unmanned Aerial System (sUAS) Flight Paths that are broadly understood by the general population and can communicate states about both the sUAS and its understanding of the world. Previous work in sUAS Flight Paths has sought to communicate intent, destination, or emotion of the system without focusing on concrete states (e.g., low battery, landing, etc.). This work leverages biologically-based Flight Paths and experimental methodologies from human-human and human-humanoid robot interactions to assess the understanding of avian Flight Paths to communicate sUAS states to novice users. If successful, this work should inform: the human-robot interaction community about the perception of Flight Paths, sUAS manufacturers on how their systems could communicate with both operators and bystanders, and end users on ways to communicate with others when flying systems in public spaces. General design implications and future directions of work are suggested to build on the results here, which suggest that novice users gravitate towards labels they understand (draw attention and landing) while avoiding more technical labels (lost sensor).
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ICRA - Investigation of Communicative Flight Paths for Small Unmanned Aerial Systems * This work was supported by NSF NRI 1638099
2018 IEEE International Conference on Robotics and Automation (ICRA), 2018Co-Authors: Brittany A Duncan, Evan Beachly, Alisha Bevins, Sebasitan Elbaum, Carrick DetweilerAbstract:This project seeks to generate small Unmanned Aerial System (sUAS) Flight Paths that are broadly understood by the general population and can communicate states about both the sUAS and its understanding of the world. Previous work in sUAS Flight Paths has sought to communicate intent, destination, or emotion of the system without focusing on concrete states (e.g., low battery, landing, etc.). This work leverages biologically-based Flight Paths and experimental methodologies from human-human and human-humanoid robot interactions to assess the understanding of avian Flight Paths to communicate sUAS states to novice users. If successful, this work should inform: the human-robot interaction community about the perception of Flight Paths, sUAS manufacturers on how their systems could communicate with both operators and bystanders, and end users on ways to communicate with others when flying systems in public spaces. General design implications and future directions of work are suggested to build on the results here, which suggest that novice users gravitate towards labels they understand (draw attention and landing) while avoiding more technical labels (lost sensor).
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comparison of Flight Paths from fixed wing and rotorcraft small unmanned aerial systems at sr530 mudslide washington state
International Conference on Robotics and Automation, 2015Co-Authors: Brittany A Duncan, Robin R MurphyAbstract:This work provides a case study of both fixed-wing and rotorcraft small unmanned aerial systems (SUAS) used in a deployment at the SR530 mudslides in Washington state and compares the types of Flight Paths used by each vehicle type. Previously aerial imagery from SUAS have produced 2D and 3D reconstructions of simple terrain, but have not been used in complex terrain which encompasses both flat areas and drastic changes in the height of ground level, such as a mudslide. In this deployment, both types of SUAS platforms were used to collect imagery over terrain varied nearly 200m in elevation but different Paths were used due to the complexity of the terrain, safety, privacy, and platform-specific limitations. The deployment found that Paths with fixed-wing platforms can be thought of as stacked horizontal planes while rotorcraft can cover complex terrain with a set of vertical planes. The different Paths contribute to autonomous path planning, particularly to accommodate vertical planes, and to general understanding of how different SUAS can be applied to challenging terrains. Future work in path planning should incorporate Geographic Information Systems (GIS) information to facilitate Flight Paths in vertical planes and to maintain altitude restrictions relative to radically changing elevations of a landscape.
Carrick Detweiler - One of the best experts on this subject based on the ideXlab platform.
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investigation of communicative Flight Paths for small unmanned aerial systems this work was supported by nsf nri 1638099
International Conference on Robotics and Automation, 2018Co-Authors: Brittany A Duncan, Evan Beachly, Alisha Bevins, Sebasitan Elbaum, Carrick DetweilerAbstract:This project seeks to generate small Unmanned Aerial System (sUAS) Flight Paths that are broadly understood by the general population and can communicate states about both the sUAS and its understanding of the world. Previous work in sUAS Flight Paths has sought to communicate intent, destination, or emotion of the system without focusing on concrete states (e.g., low battery, landing, etc.). This work leverages biologically-based Flight Paths and experimental methodologies from human-human and human-humanoid robot interactions to assess the understanding of avian Flight Paths to communicate sUAS states to novice users. If successful, this work should inform: the human-robot interaction community about the perception of Flight Paths, sUAS manufacturers on how their systems could communicate with both operators and bystanders, and end users on ways to communicate with others when flying systems in public spaces. General design implications and future directions of work are suggested to build on the results here, which suggest that novice users gravitate towards labels they understand (draw attention and landing) while avoiding more technical labels (lost sensor).
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ICRA - Investigation of Communicative Flight Paths for Small Unmanned Aerial Systems * This work was supported by NSF NRI 1638099
2018 IEEE International Conference on Robotics and Automation (ICRA), 2018Co-Authors: Brittany A Duncan, Evan Beachly, Alisha Bevins, Sebasitan Elbaum, Carrick DetweilerAbstract:This project seeks to generate small Unmanned Aerial System (sUAS) Flight Paths that are broadly understood by the general population and can communicate states about both the sUAS and its understanding of the world. Previous work in sUAS Flight Paths has sought to communicate intent, destination, or emotion of the system without focusing on concrete states (e.g., low battery, landing, etc.). This work leverages biologically-based Flight Paths and experimental methodologies from human-human and human-humanoid robot interactions to assess the understanding of avian Flight Paths to communicate sUAS states to novice users. If successful, this work should inform: the human-robot interaction community about the perception of Flight Paths, sUAS manufacturers on how their systems could communicate with both operators and bystanders, and end users on ways to communicate with others when flying systems in public spaces. General design implications and future directions of work are suggested to build on the results here, which suggest that novice users gravitate towards labels they understand (draw attention and landing) while avoiding more technical labels (lost sensor).
Vance A Tucker - One of the best experts on this subject based on the ideXlab platform.
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the deep fovea sideways vision and spiral Flight Paths in raptors
The Journal of Experimental Biology, 2000Co-Authors: Vance A TuckerAbstract:Raptors - falcons, hawks and eagles in this study - have two regions of the retina in each eye that are specialized for acute vision: the deep fovea and the shallow fovea. The line of sight of the deep fovea points forwards and approximately 45 degrees to the right or left of the head axis, while that of the shallow fovea also points forwards but approximately 15 degrees to the right or left of the head axis. The anatomy of the foveae suggests that the deep fovea has the higher acuity. Several species of raptors in this study repeatedly moved their heads among three positions while looking at an object: straight, with the head axis pointing towards the object; or sideways to the right or left, with the head axis pointing approximately 40 degrees to the side of the object. Since raptors do not rotate their eyes noticeably in the sockets, these movements presumably cause the image of the object to fall on the shallow and deep foveae. The movements occurred approximately every 2 s on average in hawks and falcons, and approximately every 5 s in bald eagles. The proportion of time that the raptors spent looking straight or sideways at an object depended on how far away the object was. At a distances closer than 8 m, they spent more time looking at the object straight, but as the distance increased to 21 m, they spent more time looking at it sideways. At distances of 40 m or more, raptors looked sideways at the object 80 % or more of the time. This dependence of head position on distance suggests that raptors use their more acute sideways vision to look at distant objects and sacrifice acuity for stereoscopic binocular vision to look at close objects. Having their most acute vision towards the side causes a conflict in raptors such as falcons, which dive at prey from great distances at high speeds: at a speed of 70 m s(−)(1), turning their head sideways to view the prey straight ahead with high visual acuity may increase aerodynamic drag by a factor of 2 or more and slow the raptor down. Raptors could resolve this conflict by diving along a logarithmic spiral path with their head straight and one eye looking sideways at the prey, rather than following the straight path to the prey with their head turned sideways. Although the spiral path is longer than the straight path, a mathematical model for an ‘ideal falcon’ shows that the falcon could reach the prey more quickly along the spiral path because the speed advantage of a straight head more than compensates for the longer path.
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curved Flight Paths and sideways vision in peregrine falcons falco peregrinus
The Journal of Experimental Biology, 2000Co-Authors: Vance A Tucker, A E Tucker, K Akers, J H EndersonAbstract:When diving at prey straight ahead from great distances at high speeds, a peregrine has a conflict between vision and aerodynamics: it must turn its head approximately 40 degrees to one side to see the prey with maximum visual acuity at the deep fovea of one eye, but the head in this position increases aerodynamic drag and slows the falcon down. The falcon could resolve this conflict by holding its head straight and flying along a logarithmic spiral path that keeps the line of sight of the deep fovea pointed sideways at the prey. Wild peregrines, observed with binoculars, telescopes and a tracking device, did approach prey the size of American robins (Turdus migratorius) and smaller birds from distances of up to 1500 m by holding their heads straight and flying along curved Paths that resembled the logarithmic spiral.
Margaret Cheney - One of the best experts on this subject based on the ideXlab platform.
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synthetic aperture inversion for arbitrary Flight Paths and nonflat topography
IEEE Transactions on Image Processing, 2003Co-Authors: Clifford J. Nolan, Margaret CheneyAbstract:The paper considers synthetic aperture radar (SAR) and other synthetic aperture imaging systems in which a backscattered wave is measured from positions along an arbitrary (known) Flight path. The received backscattered signals are used to produce an image of the terrain. We assume a single-scattering model for the radar data, and we assume that the ground topography is known but not necessarily flat. We focus on cases in which the antenna footprint is so large that the standard narrow-beam algorithms are not useful. We show that certain artifacts can be avoided if the antenna and antenna footprint avoid particular relationships with the ground topography. We give an explicit backprojection imaging algorithm that corrects for the ground topography, Flight path, antenna beam pattern, source waveform, and other geometrical factors. For the case of a non-directional antenna, the image produced by the above algorithm contains artifacts. For this case, we analyze the strength of the artifacts relative to the strength of the true image. The analysis shows that the artifacts can be somewhat suppressed by increasing the frequency, integration time, and the curvature of the Flight path.
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Synthetic aperture inversion for arbitrary Flight Paths and nonflat topography
IEEE transactions on image processing : a publication of the IEEE Signal Processing Society, 2003Co-Authors: Clifford J. Nolan, Margaret CheneyAbstract:This paper considers synthetic aperture radar (SAR) and other synthetic aperture imaging systems in which a backscattered wave is measured from positions along an arbitrary (known) Flight path. The received backscattered signals are used to produce an image of the terrain. We assume a single-scattering model for the radar data, and we assume that the ground topography is known but not necessarily flat. We focus on cases in which the antenna footprint is so large that the standard narrow-beam algorithms are not useful. We show that certain artifacts can be avoided if the antenna and antenna footprint avoid particular relationships with the ground topography. We give an explicit backprojection imaging algorithm that corrects for the ground topography, Flight path, antenna beam pattern, source waveform, and other geometrical factors. For the case of a non-directional antenna, the image produced by the above algorithm contains artifacts. For this case, we analyze the strength of the artifacts relative to the strength of the true image. The analysis shows that the artifacts can be somewhat suppressed by increasing the frequency, integration time, and the curvature of the Flight path.
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Synthetic aperture inversion for arbitrary Flight Paths in the presence of noise and clutter
IEEE International Radar Conference 2005., 1Co-Authors: Birsen Yazici, Margaret CheneyAbstract:This paper considers synthetic aperture radar and other synthetic aperture imaging systems from an arbitrary (known) Flight path. We assume a single-scattering model for the radar data, and we assume that the ground topography is known but not necessarily flat. We focus on cases in which the antenna footprint is so large that the standard narrow-beam algorithms are not useful. For this case, (Nohan, CJ and Cheney, M, 2003) gave an explicit backprojection imaging formula that corrects for the ground topography, Flight path, antenna beam pattern, source waveform, and other geometrical factors. In this paper, we show how to modify the backprojection algorithm to account for statistical information about noise and clutter.
Robin R Murphy - One of the best experts on this subject based on the ideXlab platform.
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comparison of Flight Paths from fixed wing and rotorcraft small unmanned aerial systems at sr530 mudslide washington state
International Conference on Robotics and Automation, 2015Co-Authors: Brittany A Duncan, Robin R MurphyAbstract:This work provides a case study of both fixed-wing and rotorcraft small unmanned aerial systems (SUAS) used in a deployment at the SR530 mudslides in Washington state and compares the types of Flight Paths used by each vehicle type. Previously aerial imagery from SUAS have produced 2D and 3D reconstructions of simple terrain, but have not been used in complex terrain which encompasses both flat areas and drastic changes in the height of ground level, such as a mudslide. In this deployment, both types of SUAS platforms were used to collect imagery over terrain varied nearly 200m in elevation but different Paths were used due to the complexity of the terrain, safety, privacy, and platform-specific limitations. The deployment found that Paths with fixed-wing platforms can be thought of as stacked horizontal planes while rotorcraft can cover complex terrain with a set of vertical planes. The different Paths contribute to autonomous path planning, particularly to accommodate vertical planes, and to general understanding of how different SUAS can be applied to challenging terrains. Future work in path planning should incorporate Geographic Information Systems (GIS) information to facilitate Flight Paths in vertical planes and to maintain altitude restrictions relative to radically changing elevations of a landscape.