Connected cars offer safety and efficiency for both individuals and fleets of private vehicles and public transportation companies. However, equipping vehicles with information and communication technologies raises privacy and security concerns, which significantly threaten the user's data and life. Using bot malware, a hacker may compromise a vehicle and control it remotely, for instance, he can disable breaks or start the engine remotely. In this paper, besides in-vehicle attacks existing in the literature, we consider new zeroday bot malware attacks specific to the vehicular context, WSMP-Flood, and Geo-WSMP Flood. Then, we propose AntibotV, a multilevel behaviour-based framework for vehicular botnets detection in vehicular networks. The proposed framework combines two main modules for attack detection, the first one monitors the vehicle's activity at the network level, whereas the second one monitors the in-vehicle activity. The two intrusion detection modules have been trained on a historical network and in-vehicle communication using decision tree algorithms. The experimental results showed that the proposed framework outperforms existing solutions, it achieves a detection rate higher than 97% and a false positive rate lower than 0.14%.

Automated driving systems are an integral part of the automotive industry. Tools such as Robot Operating System and simulators support their development. However, in the end, the developers must test their algorithms on a real vehicle. To better observe the difference between reality and simulation--the reality gap--digital twin technology offers real-time communication between the real vehicle and its model. We present low fidelity digital twin generator and describe situations where automatic generation is preferable to high fidelity simulation. We validated our approach of generating a virtual environment with a vehicle model by replaying the data recorded from the real vehicle.

Food production is a vital global concern and the potential for an agritech revolution through artificial intelligence (AI) remains largely unexplored. This paper presents a comprehensive review focused on the application of machine learning (ML) in agriculture, aiming to explore its transformative potential in farming practices and efficiency enhancement. To understand the extent of research activity in this field, statistical data have been gathered, revealing a substantial growth trend in recent years. This indicates that it stands out as one of the most dynamic and vibrant research domains. By introducing the concept of ML and delving into the realm of smart agriculture, including Precision Agriculture, Smart Farming, Digital Agriculture, and Agriculture 4.0, we investigate how AI can optimize crop output and minimize environmental impact. We highlight the capacity of ML to analyze and classify agricultural data, providing examples of improved productivity and profitability on farms. Furthermore, we discuss prominent ML models and their unique features that have shown promising results in agricultural applications. Through a systematic review of the literature, this paper addresses the existing literature gap on AI in agriculture and offers valuable information to newcomers and researchers. By shedding light on unexplored areas within this emerging field, our objective is to facilitate a deeper understanding of the significant contributions and potential of AI in agriculture, ultimately benefiting the research community.

Future SAE Level 4 and Level 5 autonomous vehicles will require novel applications of localization, perception, control and artificial intelligence technology in order to offer innovative and disruptive solutions to current mobility problems. Accurate localization is essential for self driving vehicle navigation in GPS inaccessible environments. This thesis concentrates on low speed autonomous shuttles that are mainly utilized for university campus intelligent transportation systems and presents initial results of ongoing work on developing solutions to the localization and perception challenges of a university planned pilot deployment orientated application. The paper treats autonomous driving with real time kinematics GPS (Global Positioning Systems) with an inertial measurement unit (IMU), combined with simultaneous localization and mapping (SLAM) with threedimensional light detection and ranging (LIDAR) sensor, which provides solutions to scenarios where GPS is not available or a lower cost and hence lower accuracy GPS is desirable. The in-house automated low speed electric vehicle from the Automated Driving Lab is used in experimental evaluation and verification. An improved version of Hector SLAM was implemented on ROS and compared with high resolution GPS aided localization framework in the same hardware architecture. The overall configuration that combines ROS with DSpace controller can be easily transplantable prototype in other ii hardware architectures for future similar research. Real-world experiments that are reported here have been conducted in a small test area close to the Ohio State University AV pilot test route.

Multi-step forecasting (MSF) in time-series, the ability to make predictions multiple time steps into the future, is fundamental to almost all temporal domains. To make such forecasts, one must assume the recursive complexity of the temporal dynamics. Such assumptions are referred to as the forecasting strategy used to train a predictive model. Previous work shows that it is not clear which forecasting strategy is optimal a priori to evaluating on unseen data. Furthermore, current approaches to MSF use a single (fixed) forecasting strategy. In this paper, we characterise the instance-level variance of optimal forecasting strategies and propose Dynamic Strategies (DyStrat) for MSF. We experiment using 10 datasets from different scales, domains, and lengths of multi-step horizons. When using a random-forest-based classifier, DyStrat outperforms the best fixed strategy, which is not knowable a priori, 94% of the time, with an average reduction in mean-squared error of 11%. Our approach typically triples the top-1 accuracy compared to current approaches. Notably, we show DyStrat generalises well for any MSF task.

We introduce model editing with canonical examples, a setting in which (1) a single learning example is provided per desired behavior, (2) evaluation is performed exclusively out-of-distribution, and (3) deviation from an initial model is strictly limited. A canonical example is a simple instance of good behavior, e.g., The capital of Mauritius is Port Louis) or bad behavior, e.g., An aspect of researchers is coldhearted). The evaluation set contains more complex examples of each behavior (like a paragraph in which the capital of Mauritius is called for.) We create three datasets and modify three more for model editing with canonical examples, covering knowledge-intensive improvements, social bias mitigation, and syntactic edge cases. In our experiments on Pythia language models, we find that LoRA outperforms full finetuning and MEMIT. We then turn to the Backpack language model architecture because it is intended to enable targeted improvement. The Backpack defines a large bank of sense vectors--a decomposition of the different uses of each word--which are weighted and summed to form the output logits of the model. We propose sense finetuning, which selects and finetunes a few ($\approx$ 10) sense vectors for each canonical example, and find that it outperforms other finetuning methods, e.g., 4.8% improvement vs 0.3%. Finally, we improve GPT-J-6B by an inference-time ensemble with just the changes from sense finetuning of a 35x smaller Backpack, in one setting outperforming editing GPT-J itself (4.1% vs 1.0%).

Perception and planning under occlusion is essential for safety-critical tasks. Occlusion-aware planning often requires communicating the information of the occluded object to the ego agent for safe navigation. However, communicating rich sensor information under adverse conditions during communication loss and limited bandwidth may not be always feasible. Further, in GPS denied environments and indoor navigation, localizing and sharing of occluded objects can be challenging. To overcome this, relative pose estimation between connected agents sharing a common field of view can be a computationally effective way of communicating information about surrounding objects. In this paper, we design an end-to-end network that cooperatively estimates the current states of occluded pedestrian in the reference frame of ego agent and then predicts the trajectory with safety guarantees. Experimentally, we show that the uncertainty-aware trajectory prediction of occluded pedestrian by the ego agent is almost similar to the ground truth trajectory assuming no occlusion. The current research holds promise for uncertainty-aware navigation among multiple connected agents under occlusion.

Connected vehicle (CV) technology is among the most heavily researched areas in both the academia and industry. The vehicle to vehicle (V2V), vehicle to infrastructure (V2I) and vehicle to pedestrian (V2P) communication capabilities enable critical situational awareness. In some cases, these vehicle communication safety capabilities can overcome the shortcomings of other sensor safety capabilities because of external conditions such as 'No Line of Sight' (NLOS) or very harsh weather conditions. Connected vehicles will help cities and states reduce traffic congestion, improve fuel efficiency and improve the safety of the vehicles and pedestrians. On the road, cars will be able to communicate with one another, automatically transmitting data such as speed, position, and direction, and send alerts to each other if a crash seems imminent. The main focus of this paper is the implementation of Cooperative Collision Avoidance (CCA) for connected vehicles. It leverages the Vehicle to Everything (V2X) communication technology to create a real-time implementable collision avoidance algorithm along with decision-making for a vehicle that communicates with other vehicles. Four distinct collision risk environments are simulated on a cost effective Connected Autonomous Vehicle (CAV) Hardware in the Loop (HIL) simulator to test the overall algorithm in real-time with real electronic control and communication hardware.

This paper presents an evaluation of two different Vehicle to Infrastructure (V2I) applications, namely Red Light Violation Warning (RLVW) and Green Light Optimized Speed Advisory (GLOSA). The evaluation method is to first develop and use Hardware-in-the-Loop (HIL) simulator testing, followed by extension of the HIL testing to road testing using an experimental connected vehicle. The HIL simulator used in the testing is a state-of-the-art simulator that consists of the same hardware like the road side unit and traffic cabinet as is used in real intersections and allows testing of numerous different traffic and intersection geometry and timing scenarios realistically. First, the RLVW V2I algorithm is tested in the HIL simulator and then implemented in an On-Board-Unit (OBU) in our experimental vehicle and tested at real world intersections. This same approach of HIL testing followed by testing in real intersections using our experimental vehicle is later extended to the GLOSA application. The GLOSA application that is tested in this paper has both an optimal speed advisory for passing at the green light and also includes a red light violation warning system. The paper presents the HIL and experimental vehicle evaluation systems, information about RLVW and GLOSA and HIL simulation and road testing results and their interpretations.

Low speed autonomous shuttles emulating SAE Level L4 automated driving using human driver assisted autonomy have been operating in geo-fenced areas in several cities in the US and the rest of the world. These autonomous vehicles (AV) are operated by small to mid-sized technology companies that do not have the resources of automotive OEMs for carrying out exhaustive, comprehensive testing of their AV technology solutions before public road deployment. Due to the low speed of operation and hence not operating on roads containing highways, the base vehicles of these AV shuttles are not required to go through rigorous certification tests. The way the driver assisted AV technology is tested and allowed for public road deployment is continuously evolving but is not standardized and shows differences between the different states where these vehicles operate. Currently, AVs and AV shuttles deployed on public roads are using these deployments for testing and improving their technology. However, this is not the right approach. Safe and extensive testing in a lab and controlled test environment including Model-in-the-Loop (MiL), Hardware-in-the-Loop (HiL) and Autonomous-Vehicle-in-the-Loop (AViL) testing should be the prerequisite to such public road deployments. This paper presents three dimensional virtual modeling of an AV shuttle deployment site and simulation testing in this virtual environment. We have two deployment sites in Columbus of these AV shuttles through the Department of Transportation funded Smart City Challenge project named Smart Columbus. The Linden residential area AV shuttle deployment site of Smart Columbus is used as the specific example for illustrating the AV testing method proposed in this paper.