New Robust Obstacle Detection System Using Color Stereo Vision

Intelligent transportation systems (ITS) are divided into intelligent infrastructure systems and intelligent vehicle systems. Intelligent vehicle systems are typically classified in three categories, namely 1) Collision Avoidance Systems; 2) Driver Assistance Systems and 3) Collision Notification Systems. Obstacle detection is one of crucial tasks for Collision Avoidance Systems and Driver Assistance Systems. Obstacle detection systems use vehiclemounted sensors to detect obstuctions, such as other vehicles, bicyclists, pedestrians, road debris, or animals, in a vehicleâs path and alert the driver. Obstacle detection systems are proposed to help drivers see farther and therefore have more time to react to road hazards. These systems also help drivers to get a large visibility area when the visibility conditions is reduced such as night, fog, snow, rain, ... Obstacle detection systems process data acquired from one or several sensors: radar Kruse et al. (2004), lidar Gao & Coifman (2006), monocular vision Lombardi & Zavidovique (2004), stereo vision Franke (2000) Bensrhair et al. (2002) Cabani et al. (2006b) Kogler et al. (2006) Woodfill et al. (2007), vision fused with active sensors Gern et al. (2000) Steux et al. (2002) Mobus & Kolbe (2004)Zhu et al. (2006) Alessandretti et al. (2007)Cheng et al. (2007). It is clear now that most obstacle detection systems cannot work without vision. Typically, vision-based systems consist of cameras that provide gray level images. When visibility conditions are reduced (night, fog, twilight, tunnel, snow, rain), vision systems are almost blind. Obstacle detection systems are less robust and reliable. To deal with the problem of reduced visibility conditions, infrared or color cameras can be used. Thermal imaging cameras are initially used by militaries. Over the last few years, these systems became accessible to the commercial market, and can be found in select 2006 BMW cars. For example, vehicle headlight systems provide between 75 to 140 meters of moderate illumination; at 90 K meters per hour this means less than 4 seconds to react to hazards. When with PathFindIR PathFindIR (n.d.) (a commercial system), a driver can have more than 15 seconds. Other systems still in the research stage assist drivers to detect pedestrians Xu & Fujimura (2002) Broggi et al. (2004) Bertozzi et al. (2007). Color is appropriate to various visibility conditions and various environments. In Betke et al. (2000) and Betke & Nguyen (1998), Betke et al. have demonstrated that the tracking o

Mise en correspondance couleur par programmation dynamique pour les véhicules intelligents

Dans cette communication, nous proposons un opérateur de détection de contours couleur rapide et auto-adaptatif ainsi q'un algorithme de mise en correspondance couleur par programmation dynamique pour les véhicules intélligents. Le but étant d'intégrer ce processus dans notre système de stéréo vision couleur en cours de conception afin d'extraire les contours 3D des obstacles. Dans une première étape, les points de contours sont extraits de façon auto-adaptative en utilisant l'opérateur déclivité couleur. Dans une deuxième étape, ces points de contours sont mis en correspondance par une méthode de programmation dynamique, en tenant compte des contraintes géométriques, colorimétriques, d'ordre et d'unicité. Les résultats de mise en correspondance sont des points de contours 3D

Segmentation et mise en correspondance couleur. Application : étude et conception d'un système de stéréovision couleur pour l'aide à la conduite automobile

ROUEN-INSA Madrillet (765752301) / SudocSudocFranceF

Load prediction of parcel pick-up points: model-driven vs data-driven approaches

International audiencePick-Up Points (PUPs) represent an alternative delivery option for online purchases. Parcels are delivered at a reduced cost to PUPs and wait until being picked up by customers or returned to the original warehouse if their sojourn time is over. When the chosen PUP is overloaded, the parcel may be refused and delivered to the next available PUP on the carrier tour. This paper presents and compares forecasting approaches for the load of a PUP to help PUP management companies balance delivery flows and reduce PUP overload. The parcel life-cycle has been taken into account in the forecasting process via models of the flow of parcel orders, the parcel delivery delays, and the pick-up process. Model-driven and data-driven approaches are compared in terms of load-prediction accuracy. For the considered example, the best approach (which makes use of the relationship of the load with the delivery and pick-up processes) is able to predict the load up to 4 days ahead with mean absolute errors ranging from 3.16 parcels (1 day ahead) to 8.51 parcels (4 days ahead) for a PUP with an average load of 45 parcels