IVHS, or Intelligent Vehicle Highway Systems, is a concept rapidly growing in momentum among government, industry, and academia for a variety of reasons. As a key component in the eventual deployment of IVHS technologies, the auto industry can be expected to support its contribution to reduced congestion, improved safety, energy conservation, environmental quality, and more pleasant car ownership. But a number of difficult problems must be solved before the car companies jump in with both feet, including marketability, cost (and resultant price), national and international infrastructure compatibility, assurance that necessary infrastructure will be provided (essentially a government responsibility), product liability concerns, confirmation of benefits, inability to deal with time horizons beyond five to seven years, and depressed economic conditions.
{"title":"IVHS—Auto industry perspectives","authors":"R. Place","doi":"10.4271/912781","DOIUrl":"https://doi.org/10.4271/912781","url":null,"abstract":"IVHS, or Intelligent Vehicle Highway Systems, is a concept rapidly growing in momentum among government, industry, and academia for a variety of reasons. As a key component in the eventual deployment of IVHS technologies, the auto industry can be expected to support its contribution to reduced congestion, improved safety, energy conservation, environmental quality, and more pleasant car ownership. But a number of difficult problems must be solved before the car companies jump in with both feet, including marketability, cost (and resultant price), national and international infrastructure compatibility, assurance that necessary infrastructure will be provided (essentially a government responsibility), product liability concerns, confirmation of benefits, inability to deal with time horizons beyond five to seven years, and depressed economic conditions.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"52 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131015844","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
J. Mclellan, E. Krakiwsky, D. Huff, E.L. Kitagawa, M. Gervais
THE PURPOSE of this paper is to describe the components of a fleet management system and the preliminary findings of two demonstration projects. Being Canadian based, the paper opens with an overview of the Canadian road-vehicle system. Statistics are given for the road network and the estimated numbers of various types of vehicles. The Canadian Vision 2000 initiative, which is being spear headed by Communications Canada, and consists of approximately 50 communications related companies working in various consortiums, is briefly described. A Western Canadian consortia, consisting of a communications manufacturer, a systems integrator and two carriers, are carrying out various demonstration projects over the next three years. The first project discussed is an assessment of current Canadian digital mapping data for the application of vehicle navigation systems and the second is a test with the Calgary Police Department using Pulsearch's NavTraxTMfleet management system in five vehicles. Some conclusions based on experience to date conclude the paper.
{"title":"Fleet management trials in western Canada","authors":"J. Mclellan, E. Krakiwsky, D. Huff, E.L. Kitagawa, M. Gervais","doi":"10.4271/912826","DOIUrl":"https://doi.org/10.4271/912826","url":null,"abstract":"THE PURPOSE of this paper is to describe the components of a fleet management system and the preliminary findings of two demonstration projects. Being Canadian based, the paper opens with an overview of the Canadian road-vehicle system. Statistics are given for the road network and the estimated numbers of various types of vehicles. The Canadian Vision 2000 initiative, which is being spear headed by Communications Canada, and consists of approximately 50 communications related companies working in various consortiums, is briefly described. A Western Canadian consortia, consisting of a communications manufacturer, a systems integrator and two carriers, are carrying out various demonstration projects over the next three years. The first project discussed is an assessment of current Canadian digital mapping data for the application of vehicle navigation systems and the second is a test with the Calgary Police Department using Pulsearch's NavTraxTMfleet management system in five vehicles. Some conclusions based on experience to date conclude the paper.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131114146","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Anticipatory route guidance in traffic networks is based on time-dependent fastest path calculation requiring forecasts of link travel time over a time horizon. These forecasts would be produced by a traffic assignment procedure, which must take into account the behavior of anticipatory vehicles seeking user-optimal route guidance. Thus a conceptual feedback loop occurs. We implement this feedback loop iteratively using simulation for the assignment phase. When the iteration terminates with a fixed-point assignment, user-optimality is achieved. We study the benefits accrued by individual anticipatory vehicles and the system as a whole, as a function of the proportion of vehicles which have anticipatory route guidance, i.e. the market penetration. We observe individual and system benefits at market penetrations up to 40% or higher.
{"title":"An iterative routing/assignment method for anticipatory real-time route guidance","authors":"D. Kaufman, R.L. Smith, K. Wunderlich","doi":"10.4271/912815","DOIUrl":"https://doi.org/10.4271/912815","url":null,"abstract":"Anticipatory route guidance in traffic networks is based on time-dependent fastest path calculation requiring forecasts of link travel time over a time horizon. These forecasts would be produced by a traffic assignment procedure, which must take into account the behavior of anticipatory vehicles seeking user-optimal route guidance. Thus a conceptual feedback loop occurs. We implement this feedback loop iteratively using simulation for the assignment phase. When the iteration terminates with a fixed-point assignment, user-optimality is achieved. We study the benefits accrued by individual anticipatory vehicles and the system as a whole, as a function of the proportion of vehicles which have anticipatory route guidance, i.e. the market penetration. We observe individual and system benefits at market penetrations up to 40% or higher.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128900158","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Real-time video of traffic scenes contain a wealth of information not available from conventional point detectors. In addition to the instantaneous, wide-area coverage provided by image data, image sequences capture the dynamic aspects of the traffic. Initially, researchers concentrated on minimizing hardware complexity, and thus cost, at the expense of sophisticated algorithms that could more fully exploit the information inherent in image data. If image data could be processed in real-time to produce a track file for each object of interest, then the traffic flow through the scene would be fully characterized for traffic management purposes. This paper presents the status of work in process at the Environmental Research Institute of Michigan (ERIM) to develop real-time image processing algorithms for detecting and tracking vehicles in actual traffic settings. The image processing techniques for detecting and tracking will be illustrated, the corresponding computational resources will be described, and preliminary results on typical video sequences will be presented.
{"title":"Dynamic traffic information from remote video monitors","authors":"R. Gilbert, Q. Holmes","doi":"10.4271/912755","DOIUrl":"https://doi.org/10.4271/912755","url":null,"abstract":"Real-time video of traffic scenes contain a wealth of information not available from conventional point detectors. In addition to the instantaneous, wide-area coverage provided by image data, image sequences capture the dynamic aspects of the traffic. Initially, researchers concentrated on minimizing hardware complexity, and thus cost, at the expense of sophisticated algorithms that could more fully exploit the information inherent in image data. If image data could be processed in real-time to produce a track file for each object of interest, then the traffic flow through the scene would be fully characterized for traffic management purposes. This paper presents the status of work in process at the Environmental Research Institute of Michigan (ERIM) to develop real-time image processing algorithms for detecting and tracking vehicles in actual traffic settings. The image processing techniques for detecting and tracking will be illustrated, the corresponding computational resources will be described, and preliminary results on typical video sequences will be presented.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131913441","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Advanced Traffic Management Systems (ATMS) provide the means for local transportation officials to monitor traffic conditions, adjust traffic operations, and respond to accidents. By providing early traffic incident detection and management, and by redistributing traffic to less congested portions of the highway network, ATMS can influence vehicle operators' route choices. COMPASS, a state-of-the-art advanced traffic management system implemented in the Metropolitan Toronto area, has adopted most of the Intelligent Vehicle-Highway Systems (IVHS) technologies. This paper describes the logic and implementation of the automatic incident detection for COMPASS. The purpose of incident detection is to identify the potential occurrence of incidents in a traffic stream by analyzing the flow characteristics of the traffic stream. The output of the incident detection function will form the basis for incident verification by the operator and implementation of traffic response plans. Two incident detection algorithms have been developed for the system, namely the All Purpose Incident Detection (APID) algorithm and the Double Exponential Smoothing (DES) algorithm. The APID algorithm is based on the California incident detection algorithms which have the general structure of a binary decision tree. The algorithm has been designed to handle different traffic patterns. For example, the light/medium traffic incident detection routines are more suitable for detecting incidents at light/medium traffic conditions than the general incident detection routine. Furthermore, the false alarm rate may be reduced by introducing the compression wave test and persistence test. The DES algorithm makes use of a short-term forecasting technique for detecting irregularities of a traffic variable (e.g. volume) in a time series. A tracking signal is obtained by dividing the cumulative error of a traffic variable (e.g. volume) by the current standard deviation of the same variable. An incident will be identified when the tracking signal deviates significantly from a pre-defined threshold value. The traffic variables currently defined for COMPASS are volume, occupancy and speed. The false alarm rate will be reduced if more tracking signals are used (i.e. with more traffic variables defined). The execution cycle for the incident detection algorithms can be any multiple of the raw traffic data gathering cycle (20 seconds for COMPASS), up to a maximum of nine. Moreover, the traffic data used for the APID algorithm can be averaged over a user definable period from one raw traffic data gathering cycle to a maximum of five minutes. However, data required for the DES algorithm can only be averaged over the execution cycle, due to the nature of the algorithm. The COMPASS system allows concurrent execution of three algorithms at the same time, but there is virtually no limit regarding the number of algorithms installed in the system. An incident will be declared based on a pre-defined logic c
{"title":"Incident detection algorithms for COMPASS—An advanced traffic management system","authors":"P. Masters, J. Lam, K. Wong","doi":"10.4271/912767","DOIUrl":"https://doi.org/10.4271/912767","url":null,"abstract":"Advanced Traffic Management Systems (ATMS) provide the means for local transportation officials to monitor traffic conditions, adjust traffic operations, and respond to accidents. By providing early traffic incident detection and management, and by redistributing traffic to less congested portions of the highway network, ATMS can influence vehicle operators' route choices. COMPASS, a state-of-the-art advanced traffic management system implemented in the Metropolitan Toronto area, has adopted most of the Intelligent Vehicle-Highway Systems (IVHS) technologies. This paper describes the logic and implementation of the automatic incident detection for COMPASS. The purpose of incident detection is to identify the potential occurrence of incidents in a traffic stream by analyzing the flow characteristics of the traffic stream. The output of the incident detection function will form the basis for incident verification by the operator and implementation of traffic response plans. Two incident detection algorithms have been developed for the system, namely the All Purpose Incident Detection (APID) algorithm and the Double Exponential Smoothing (DES) algorithm. The APID algorithm is based on the California incident detection algorithms which have the general structure of a binary decision tree. The algorithm has been designed to handle different traffic patterns. For example, the light/medium traffic incident detection routines are more suitable for detecting incidents at light/medium traffic conditions than the general incident detection routine. Furthermore, the false alarm rate may be reduced by introducing the compression wave test and persistence test. The DES algorithm makes use of a short-term forecasting technique for detecting irregularities of a traffic variable (e.g. volume) in a time series. A tracking signal is obtained by dividing the cumulative error of a traffic variable (e.g. volume) by the current standard deviation of the same variable. An incident will be identified when the tracking signal deviates significantly from a pre-defined threshold value. The traffic variables currently defined for COMPASS are volume, occupancy and speed. The false alarm rate will be reduced if more tracking signals are used (i.e. with more traffic variables defined). The execution cycle for the incident detection algorithms can be any multiple of the raw traffic data gathering cycle (20 seconds for COMPASS), up to a maximum of nine. Moreover, the traffic data used for the APID algorithm can be averaged over a user definable period from one raw traffic data gathering cycle to a maximum of five minutes. However, data required for the DES algorithm can only be averaged over the execution cycle, due to the nature of the algorithm. The COMPASS system allows concurrent execution of three algorithms at the same time, but there is virtually no limit regarding the number of algorithms installed in the system. An incident will be declared based on a pre-defined logic c","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"141 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123476587","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Organizations responsible for road systems and the management of traffic, require comprehensive information concerning the traffic carrying performance of their networks. Link travel time is an essential parameter required to effectively pin-point trouble spots both for immediate use and for planning and reporting purposes. Until recently, travel time has been measured on an ad hoc basis, usually manually by measuring travel time from a moving vehicle. The Roads and Traffic Authority of New South Wales, Australia (RTA), decided that more reliable and comprehensive data was needed to fulfil its minimum requirements. A design and development program was put in place to evolve a system to provide the required data in the most economical way. The paper describes the alternatives considered and details the reasons for selection of the chosen technology. The ANTTS system elements are described and some results of a pilot study are presented. While ANTTS was designed primarily to do its main function well, its communication capability allows easy enhancement to cover other IVHS functions such as position specific incident and congestion information broadcasting. These proposed enhancements to the system are described.
{"title":"An automatic network travel time system—ANTTS","authors":"J. Longfoot","doi":"10.4271/912862","DOIUrl":"https://doi.org/10.4271/912862","url":null,"abstract":"Organizations responsible for road systems and the management of traffic, require comprehensive information concerning the traffic carrying performance of their networks. Link travel time is an essential parameter required to effectively pin-point trouble spots both for immediate use and for planning and reporting purposes. Until recently, travel time has been measured on an ad hoc basis, usually manually by measuring travel time from a moving vehicle. The Roads and Traffic Authority of New South Wales, Australia (RTA), decided that more reliable and comprehensive data was needed to fulfil its minimum requirements. A design and development program was put in place to evolve a system to provide the required data in the most economical way. The paper describes the alternatives considered and details the reasons for selection of the chosen technology. The ANTTS system elements are described and some results of a pilot study are presented. While ANTTS was designed primarily to do its main function well, its communication capability allows easy enhancement to cover other IVHS functions such as position specific incident and congestion information broadcasting. These proposed enhancements to the system are described.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123933032","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The Dynamic Navigation System is an information-providing type navigation and route guidance system. Fundamentally the system is suited for phased implementation. Some measures, however, must be taken in advance to enhance it to the advanced phase. For these measures, information providing data formats, travel time collection methods and small-delay system architecture have been studied. As a result, the flexible data composition for information provision, the on-board travel time measurement for efficient and accurate data collection and the autonomous communication network concept called 'HYPO NET' have been proposed.
{"title":"Development of advanced dynamic navigation system","authors":"K. Mitoh, N. Yumoto","doi":"10.4271/912810","DOIUrl":"https://doi.org/10.4271/912810","url":null,"abstract":"The Dynamic Navigation System is an information-providing type navigation and route guidance system. Fundamentally the system is suited for phased implementation. Some measures, however, must be taken in advance to enhance it to the advanced phase. For these measures, information providing data formats, travel time collection methods and small-delay system architecture have been studied. As a result, the flexible data composition for information provision, the on-board travel time measurement for efficient and accurate data collection and the autonomous communication network concept called 'HYPO NET' have been proposed.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130864727","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A unique public/private venture is underway in Houston, Texas, to improve the accuracy and timeliness of real-time traffic information available to motorists, commercial vehicle operators, and transit agencies. A system is currently under development which utilizes the concepts and technologies of Intelligent Vehicle/Highway Systems (IVHS) to collect travel time and incident data directly from commuters traveling in the 1-45 (North) Freeway/US-59 (Eastex) Freeway corridor. A fully automated system for collecting information is planned, but until the hardware can be selected and installed, a manual system using cellular telephones will be used. Traffic and incident information will be made available to motorists, commercial fleet operators, and transit agencies through a variety of communication mediums, including changeable message signs located at key diversion points in the corridor and direct line connections to dispatching centers of transit and commercial fleet operations. This paper describes the design of the system to obtain travel time and incident data in real-time directly from commuters traveling in the corridor.
{"title":"Collection and dissemination of real-time travel time and incident information with in-vehicle communication technologies","authors":"K. Balke, W. Mccasland, S. Levine, C. Dudek","doi":"10.4271/912737","DOIUrl":"https://doi.org/10.4271/912737","url":null,"abstract":"A unique public/private venture is underway in Houston, Texas, to improve the accuracy and timeliness of real-time traffic information available to motorists, commercial vehicle operators, and transit agencies. A system is currently under development which utilizes the concepts and technologies of Intelligent Vehicle/Highway Systems (IVHS) to collect travel time and incident data directly from commuters traveling in the 1-45 (North) Freeway/US-59 (Eastex) Freeway corridor. A fully automated system for collecting information is planned, but until the hardware can be selected and installed, a manual system using cellular telephones will be used. Traffic and incident information will be made available to motorists, commercial fleet operators, and transit agencies through a variety of communication mediums, including changeable message signs located at key diversion points in the corridor and direct line connections to dispatching centers of transit and commercial fleet operations. This paper describes the design of the system to obtain travel time and incident data in real-time directly from commuters traveling in the corridor.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"77 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127622260","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
TravTek is a public sector - private sector program to demonstrate an advanced driver information system in Orlando, Florida for a period of one year, beginning in January 1992. A total of one hundred rental and lease vehicles will be equipped with driver information systems, which will provide navigation, route selection and guidance, real-time traffic information, local information, and cellular phone service. The vehicle electronics include a modified production color CRT with a 5×5 matrix touch screen for information display and entry; a combined dead reckoning and global positioning satellite (GPS) navigation system; a special mobile radio system for sending travel times and status information to the Traffic Management Center (TMC) and receiving real-time traffic and event information from the TMC; a computer for computing shortest travel time routes based on real-time traffic information; and a synthesized voice system for providing traffic and route guidance information. Existing software modules were modified to provide the navigation and route selection functions while other modules were developed to implement the driver interface control functions, the interface menu and guidance displays (both visual and voice), etc. A significant design and test effort went into ensuring that the system is easy to use and understand and that attentional demand while driving is kept to a minimum. Also, special care was taken to retain the original appearance of the production vehicle without sacrificing existing vehicle functionality. Information on driver interactions with the system will be logged on a removable hard drive for later analysis.
{"title":"The TravTek driver information system","authors":"M. Krage","doi":"10.4271/912820","DOIUrl":"https://doi.org/10.4271/912820","url":null,"abstract":"TravTek is a public sector - private sector program to demonstrate an advanced driver information system in Orlando, Florida for a period of one year, beginning in January 1992. A total of one hundred rental and lease vehicles will be equipped with driver information systems, which will provide navigation, route selection and guidance, real-time traffic information, local information, and cellular phone service. The vehicle electronics include a modified production color CRT with a 5×5 matrix touch screen for information display and entry; a combined dead reckoning and global positioning satellite (GPS) navigation system; a special mobile radio system for sending travel times and status information to the Traffic Management Center (TMC) and receiving real-time traffic and event information from the TMC; a computer for computing shortest travel time routes based on real-time traffic information; and a synthesized voice system for providing traffic and route guidance information. Existing software modules were modified to provide the navigation and route selection functions while other modules were developed to implement the driver interface control functions, the interface menu and guidance displays (both visual and voice), etc. A significant design and test effort went into ensuring that the system is easy to use and understand and that attentional demand while driving is kept to a minimum. Also, special care was taken to retain the original appearance of the production vehicle without sacrificing existing vehicle functionality. Information on driver interactions with the system will be logged on a removable hard drive for later analysis.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"66 1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123237942","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper deals with the temporal analysis of stereo image sequences taken from a road vehicle in a busy traffic environment. The images are first processed to extract contours of significant intensity change. Points lying on these contours are used as primitives for stereo matching and optic flow computation, which yield the 3-D trajectories of the salient points in the scene. These point, trajectories are processed by a Kalman filter to determine the relative motion of the points with respect to the vehicle. The 3-D output of the stereo algorithm is grouped by a segmentation algorithm into different objects. A statistical analysis of the motion parameters is performed for each object. Experimental results with a real stereo sequence are presented.
{"title":"Temporal analysis of stereo image sequences of traffic scenes","authors":"S. Chandrashekhar, A. Meygret, M. Thonnat","doi":"10.4271/912754","DOIUrl":"https://doi.org/10.4271/912754","url":null,"abstract":"This paper deals with the temporal analysis of stereo image sequences taken from a road vehicle in a busy traffic environment. The images are first processed to extract contours of significant intensity change. Points lying on these contours are used as primitives for stereo matching and optic flow computation, which yield the 3-D trajectories of the salient points in the scene. These point, trajectories are processed by a Kalman filter to determine the relative motion of the points with respect to the vehicle. The 3-D output of the stereo algorithm is grouped by a segmentation algorithm into different objects. A statistical analysis of the motion parameters is performed for each object. Experimental results with a real stereo sequence are presented.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"27 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125311548","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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