Abstract: The curse of data labeling is a costly bottleneck in supervised deep learning, where large amounts of labeled data are needed to train intelligent systems. In onboard perception for autonomous driving, this cost corresponds to the labeling of raw data from sensors such as cameras, LiDARs, RADARs, etc. Therefore, synthetic data with automatically generated ground truth (labels) has aroused as a reliable alternative for training onboard perception models.
However, synthetic data commonly suffers from synth-to-real domain shift, i.e., models trained on the synthetic domain do not show their achievable accuracy when performing in the real world. This shift needs to be addressed by techniques falling in the realm of domain adaptation (DA).
The semi-supervised learning (SSL) paradigm can be followed to address DA. In this case, a model is trained using source data with labels (here synthetic) and leverages minimal knowledge from target data (here the real world) to generate pseudo-labels. These pseudo-labels help the training process to reduce the gap between the source and the target domains. In general, we can assume accessing both, pseudo-labels and a few amounts of human-provided labels for the target-domain data. However, the most interesting and challenging setting consists in assuming that we do not have human-provided labels at all. This setting is known as unsupervised domain adaptation (UDA). This PhD focuses on applying SSL to the UDA setting, for onboard visual tasks related to autonomous driving. We start by addressing the synth-to-real UDA problem on onboard vision-based object detection (pedestrians and cars), a critical task for autonomous driving and driving assistance. In particular, we propose to apply an SSL technique known as co-training, which we adapt to work with deep models that process a multi-modal input. The multi-modality consists of the visual appearance of the images (RGB) and their monocular depth estimation. The synthetic data we use as the source domain contains both, object bounding boxes and depth information. This prior knowledge is the
starting point for the co-training technique, which iteratively labels unlabeled real-world data and uses such pseudolabels (here bounding boxes with an assigned object class) to progressively improve the labeling results. Along this
process, two models collaborate to automatically label the images, in a way that one model compensates for the errors of the other, so avoiding error drift. While this automatic labeling process is done offline, the resulting pseudolabels can be used to train object detection models that must perform in real-time onboard a vehicle. We show that multi-modal co-training improves the labeling results compared to single-modal co-training, remaining competitive compared to human labeling.
Given the success of co-training in the context of object detection, we have also adapted this technique to a more crucial and challenging visual task, namely, onboard semantic segmentation. In fact, providing labels for a single image
can take from 30 to 90 minutes for a human labeler, depending on the content of the image. Thus, developing automatic labeling techniques for this visual task is of great interest to the automotive industry. In particular, the new co-training framework addresses synth-to-real UDA by an initial stage of self-training. Intermediate models arising from this stage are used to start the co-training procedure, for which we have elaborated an accurate collaboration policy between the two models performing the automatic labeling. Moreover, our co-training seamlessly leverages datasets from different synthetic domains. In addition, the co-training procedure is agnostic to the loss function used to train the semantic segmentation models which perform the automatic labeling. We achieve state-of-the-art results on publicly available benchmark datasets, again, remaining competitive compared to human labeling.
Finally, on the ground of our previous experience, we have designed and implemented a new SSL technique for UDA in the context of visual semantic segmentation. In this case, we mimic the labeling methodology followed by human labelers. In particular, rather than labeling full images at a time, categories of semantic classes are defined and only those are labeled in a labeling pass. In fact, different human labelers can become specialists in labeling different categories. Afterward, these per-category-labeled layers are combined to provide fully labeled images. Our technique is inspired by this methodology since we perform synth-to-real UDA per category, using the self-training stage previously developed as part of our co-training framework. The pseudo-labels obtained for each category are finally
fused to obtain fully automatically labeled images. In this context, we have also contributed to the development of a new photo-realistic synthetic dataset based on path-tracing rendering. Our new SSL technique seamlessly leverages publicly available synthetic datasets as well as this new one to obtain state-of-the-art results on synth-to-real UDA for semantic segmentation. We show that the new dataset allows us to reach better labeling accuracy than previously existing datasets, at the same time that it complements well them when combined. Moreover, we also show that the new human-inspired SSL technique outperforms co-training.

Abstract: 3D geometric information is essential for on-board perception in autonomous driving and driver assistance. Autonomous vehicles (AVs) are equipped with calibrated sensor suites. As part of these suites, we can find LiDARs, which are expensive active sensors in charge of providing the 3D geometric information. Depending on the operational conditions for the AV, calibrated stereo rigs may be also sufficient for obtaining 3D geometric information, being these rigs less expensive and easier to install than LiDARs. However, ensuring a proper maintenance and calibration of these types of sensors is not trivial. Accordingly, there is an increasing interest on performing monocular depth estimation (MDE) to obtain 3D geometric information on-board. MDE is very appealing since it allows for appearance and depth being on direct pixelwise correspondence without further calibration. Moreover, a set of single cameras with MDE capabilities would still be a cheap solution for on-board perception, relatively easy to integrate and maintain in an AV.
Best MDE models are based on Convolutional Neural Networks (CNNs) trained in a supervised manner, i.e., assuming pixelwise ground truth (GT). Accordingly, the overall goal of this PhD is to study methods for improving CNN-based MDE accuracy under different training settings. More specifically, this PhD addresses different research questions that are described below. When we started to work in this PhD, state-of-theart methods for MDE were already based on CNNs. In fact, a promising line of work consisted in using image-based semantic supervision (i.e., pixel-level class labels) while training CNNs for MDE using LiDAR-based supervision (i.e., depth). It was common practice to assume that the same raw training data are complemented by both types of supervision, i.e., with depth and semantic labels. However, in practice, it was more common to find heterogeneous datasets with either only depth supervision or only semantic supervision. Therefore, our first work was to research if we could train CNNs for MDE by leveraging depth and semantic information from heterogeneous datasets. We show that this is indeed possible, and we surpassed the state-of-the-art results on MDE at the time we did this research. To achieve our results, we proposed a particular CNN architecture and a new training protocol.
After this research, it was clear that the upper-bound setting to train CNN-based MDE models consists in using LiDAR data as supervision. However, it would be cheaper and more scalable if we would be able to train such models from monocular sequences. Obviously, this is far more challenging, but worth to research. Training MDE models using monocular sequences is possible by relying on structure-from-motion (SfM) principles to generate self-supervision. Nevertheless, problems of camouflaged objects, visibility changes, static-camera intervals, textureless areas, and scale ambiguity, diminish the usefulness of such self-supervision. To alleviate these problems, we perform MDE by virtual-world supervision and real-world SfM self-supervision. We call our proposalMonoDEVSNet. We compensate the SfM self-supervision limitations by leveraging
virtual-world images with accurate semantic and depth supervision, as well as addressing the virtual-to-real domain gap. MonoDEVSNet outperformed previous MDE CNNs trained on monocular and even stereo sequences. We have publicly released MonoDEVSNet at <https://github.com/HMRC-AEL/MonoDEVSNet>.
Finally, since MDE is performed to produce 3D information for being used in downstream tasks related to on-board perception. We also address the question of whether the standard metrics for MDE assessment are a good indicator for future MDE-based driving-related perception tasks. By using 3D object detection on point clouds as proxy of on-board perception, we conclude that, indeed, MDE evaluation metrics give rise to a ranking of methods which reflects relatively well the 3D object detection results we may expect.

Abstract: Manually annotating images to develop vision models has been a major bottleneck
since computer vision and machine learning started to walk together. This has
been more evident since computer vision falls on the shoulders of data-hungry
deep learning techniques. When addressing on-board perception for autonomous
driving, the curse of data annotation is exacerbated due to the use of additional
sensors such as LiDAR. Therefore, any approach aiming at reducing such a timeconsuming and costly work is of high interest for addressing autonomous driving
and, in fact, for any application requiring some sort of artificial perception. In the
last decade, it has been shown that leveraging from synthetic data is a paradigm
worth to pursue in order to minimizing manual data annotation. The reason is
that the automatic process of generating synthetic data can also produce different
types of associated annotations (e.g. object bounding boxes for synthetic images
and LiDAR pointclouds, pixel/point-wise semantic information, etc.). Directly
using synthetic data for training deep perception models may not be the definitive
solution in all circumstances since it can appear a synth-to-real domain shift. In
this context, this work focuses on leveraging synthetic data to alleviate manual
annotation for three perception tasks related to driving assistance and autonomous
driving. In all cases, we assume the use of deep convolutional neural networks
(CNNs) to develop our perception models.
The first task addresses traffic sign recognition (TSR), a kind of multi-class
classification problem. We assume that the number of sign classes to be recognized
must be suddenly increased without having annotated samples to perform the
corresponding TSR CNN re-training. We show that leveraging synthetic samples of
such new classes and transforming them by a generative adversarial network (GAN)
trained on the known classes (i.e. without using samples from the new classes), it is
possible to re-train the TSR CNN to properly classify all the signs for a ∼ 1/4 ratio of
new/known sign classes. The second task addresses on-board 2D object detection,
focusing on vehicles and pedestrians. In this case, we assume that we receive a set
of images without the annotations required to train an object detector, i.e. without
object bounding boxes. Therefore, our goal is to self-annotate these images so
that they can later be used to train the desired object detector. In order to reach
this goal, we leverage from synthetic data and propose a semi-supervised learning
approach based on the co-training idea. In fact, we use a GAN to reduce the synthto-real domain shift before applying co-training. Our quantitative results show
that co-training and GAN-based image-to-image translation complement each
other up to allow the training of object detectors without manual annotation, and still almost reaching the upper-bound performances of the detectors trained from
human annotations. While in previous tasks we focus on vision-based perception,
the third task we address focuses on LiDAR pointclouds. Our initial goal was to
develop a 3D object detector trained on synthetic LiDAR-style pointclouds. While
for images we may expect synth/real-to-real domain shift due to differences in
their appearance (e.g. when source and target images come from different camera
sensors), we did not expect so for LiDAR pointclouds since these active sensors
factor out appearance and provide sampled shapes. However, in practice, we have
seen that it can be domain shift even among real-world LiDAR pointclouds. Factors
such as the sampling parameters of the LiDARs, the sensor suite configuration onboard the ego-vehicle, and the human annotation of 3D bounding boxes, do induce
a domain shift. We show it through comprehensive experiments with different
publicly available datasets and 3D detectors. This redirected our goal towards the
design of a GAN for pointcloud-to-pointcloud translation, a relatively unexplored
topic.
Finally, it is worth to mention that all the synthetic datasets used for these three
tasks, have been designed and generated in the context of this PhD work and will
be publicly released. Overall, we think this PhD presents several steps forward to
encourage leveraging synthetic data for developing deep perception models in the
field of driving assistance and autonomous driving.

Abstract: Autonomous vehicles are now considered as an assured asset in the future. Literally, all the relevant car-markers are now in a race to produce fully autonomous vehicles. These car-makers usually make use of modular pipelines for designing autonomous vehicles. This strategy decomposes the problem in a variety of tasks such as object detection and recognition, semantic and instance segmentation, depth estimation, SLAM and place recognition, as well as planning and control. Each module requires a separate set of expert algorithms, which are costly specially in the amount of human labor and necessity of data labelling. An alternative, that recently has driven considerable interest, is the end-to-end driving. In the end-to-end driving paradigm, perception and control are learned simultaneously using a deep network. These sensorimotor models are typically obtained by imitation learning fromhuman demonstrations. The main advantage is that this approach can directly learn from large fleets of human-driven vehicles without requiring a fixed ontology and extensive amounts of labeling. However, scaling end-to-end driving methods to behaviors more complex than simple lane keeping or lead vehicle following remains an open problem. On this thesis, in order to achieve more complex behaviours, we
address some issues when creating end-to-end driving system through imitation
learning. The first of themis a necessity of an environment for algorithm evaluation and collection of driving demonstrations. On this matter, we participated on the creation of the CARLA simulator, an open source platformbuilt from ground up for autonomous driving validation and prototyping. Since the end-to-end approach is purely reactive, there is also the necessity to provide an interface with a global planning system. With this, we propose the conditional imitation learning that conditions the actions produced into some high level command. Evaluation is also a concern and is commonly performed by comparing the end-to-end network output to some pre-collected driving dataset. We show that this is surprisingly weakly correlated to the actual driving and propose strategies on how to better acquire data and a better comparison strategy. Finally, we confirmwell-known generalization issues
(due to dataset bias and overfitting), new ones (due to dynamic objects and the
lack of a causal model), and training instability; problems requiring further research before end-to-end driving through imitation can scale to real-world driving.

Abstract: Pedestrian detection is a highly relevant topic for both advanced driver assistance systems (ADAS) and autonomous driving. In this entry, we review the ideas behind pedestrian detection systems from the point of view of perception based on computer vision and machine learning.