Daily Papers

Spatial augmented reality (SAR) augments physical environments with projected content, but most systems assume that the projector pose, target region, or motion path has been fixed or specified. We instead make projected light an embodied action: given a language instruction and current visual observations, a system must decide how to move and where and at what scale to place the projection. We introduce LICOA to realize this capability. Its differential-drive chassis provides room-scale approach and repositioning, while a steerable mirror with two degrees of freedom (2DoF) and projection scale provide rapid local control of the beam. A shared interface maps synchronized external and onboard RGB cameras with robot control state to physical optical actions across pretrained action models. Because instruction-conditioned optical action lacks dedicated training data and a common evaluation protocol, we construct a matched simulation embodiment and a corpus with 150 tasks and 7,500 rendered episodes, then evaluate models trained only on this corpus in previously unseen real-world environments. Across 480 complete closed-loop real-world execution trials (rollouts) on 12 tasks, the best adapted action model achieves a 57.50% success rate and 40.64% success weighted by path length, compared with 8.33% and 5.15% for the same architecture trained from scratch. A further 150 real-world ablation rollouts support the need for both camera views and coordinated control of the chassis and mirror. These results establish a physical platform, shared perception and optical action interface, corpus, and real-world evaluation protocol for treating projected light as an embodied action.

Optimisation-based parking planners usually impose collision constraints only at the time samples, so a vehicle corner can cut an obstacle between samples, and no executable trajectory exists until the solver converges. We present a planner for car-like vehicles with reverse gear in which every iterate of the optimisation phase satisfies the discretised dynamics exactly and keeps the whole vehicle rectangle clear of obstacles between the samples. Each time interval receives one convex corridor that holds all vehicle corners at both ends and is shrunk by a sweep margin bounding how far the corner paths leave their chords. Separating half-planes give the corridors a direction out of obstacles when the initial guess is in collision; later, heading-aligned boxes are grown from the speed, curvature and step of the current iterate and rebuilt after accepted steps. A feasibility-perturbed trust-region sequential quadratic programming method projects each step onto the dynamics by feedback and verifies it exactly; the cost decreases monotonically, and once the corridors stop changing, limit points are Karush-Kuhn-Tucker points of the corridor-constrained problem or violate a constraint qualification. On 820 benchmark cases the planner succeeds in 818 without penetration (797 from the first initial guess), none of the 7103 evaluated optimisation-phase iterates is unusable, and it succeeds in 96.5% of the cases when 99% of the initial guesses intersect an obstacle. Its maneuvers take 0.7% longer in the median than those of a similarly certified exact-collision baseline. The guarantees hold for the planning model, not for a physical vehicle.