This work provides a comprehensive analysis on naturalistic driving behavior for highways based on the highD data set. Two thematic fields are considered. First, some macroscopic and microscopic traffic statistics are provided. These include the traffic flow rate and the traffic density, as well as velocity, acceleration and distance distributions. Additionally, the dependencies to each other are examined and compared to related work. The second part investigates the distributions of criticality measures. The Time-To-Collision, Time-Headway and a third measure, which couples both, are analyzed. These measures are also combined with other indicators. Scenarios, in which these measures reach a critical level, are separately discussed. The results are compared to related work as well. The two main contributions of this work can be stated as follows. First, the analysis on the criticality measures can be used to find suitable thresholds for rare traffic scenarios. Second, the statistics provided in this work can also be utilized for traffic modeling, for example in simulation environments.
These two indicators fail for crossing scenarios. In such cases the indicators have to be adapted or replaced as discussed for example in @cite_4 .
@cite_4
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This paper proposes a method for measurement of the length of a pedestrian crossing and for the detection of traffic lights from image data observed with a single camera. The length of a crossing is measured from image data of white lines painted on the road at a crossing by using projective geometry. Furthermore, the state of the traffic lights, green (go signal) or red (stop signal), is detected by extracting candidates for the traffic light region with colour similarity and selecting a true traffic light from them using affine moment invariants. From the experimental results, the length of a crossing is measured with an accuracy such that the maximum relative error of measured length is less than 5 and the rms error is 0.38 m. A traffic light is efficiently detected by selecting a true traffic light region with an affine moment invariant. Many image processing problems require the enhancement of crossing elongated structures. These problems cannot easily be solved by commonly used coherence-enhancing diffusion methods. Therefore, we propose a method for coherence-enhancing diffusion on the invertible orientation score of a 2D image. In an orientation score, the local orientation is represented by an additional third dimension, ensuring that crossing elongated structures are separated from each other. We consider orientation scores as functions on the Euclidean motion group, and use the group structure to apply left-invariant diffusion equations on orientation scores. We describe how we can calculate regularized left-invariant derivatives, and use the Hessian to estimate three descriptive local features: curvature, deviation from horizontality, and orientation confidence. These local features are used to adapt a nonlinear coherence-enhancing, crossing-preserving, diffusion equation on the orientation score. We propose two explicit finite-difference schemes to apply the nonlinear diffusion in the orientation score and provide a stability analysis. Experiments on both artificial and medical images show that preservation of crossings is the main advantage compared to standard coherence-enhancing diffusion. The use of curvature leads to improved enhancement of curves with high curvature. Furthermore, the use of deviation from horizontality makes it feasible to reduce the number of sampled orientations while still preserving crossings. Incidents whose frequencies are unknown cause a large part of the unreliability of road networks. Especially risk-averse road users avoid the possibility of large travel times under a disruption. This paper proposes a traffic assignment which accounts for risk-averseness. Scenarios for all possible disruptions are simulated. The risk-averseness of a user is generalized in a two-parameter route choice formulation. Depending on the parameters, users assign a weight on the travel times for each scenario. This is the basis for their route choice. The simulator can handle a traffic flow composed from different user classes simultaneously in the same network. In the presented case study, the link loads depend on the parameter settings of the users. The route choice for a user class also depends on the risk-averseness of the other users in the network. The complexity of situations occurring at intersections is demanding on the cognitive abilities of drivers. Advanced Driver Assistance Systems (ADAS) are intended to assist particularly in those situations. However, for adequate system reaction strategies it is essential to develop situation assessment. Especially the driver's intention has to be estimated. So, the criticality can be inferred and efficient intervention strategies can take action. In this paper, we present a prediction framework based on Hidden Markov Models (HMMs) and analyze its performance using a large database of real driving data. Our focus is on the variation of the model parameters and the choice of the dataset for learning. The direction of travel while approaching a 4-way intersection is to be estimated. A solid prediction is accomplished with high prediction rates above 90 and mean prediction times up to 7 seconds before entering the intersection area. We present two types of stability problems: 1) conditions for queueing networks that render bounded queue lengths and bounded delay for customers, and 2) conditions for queueing networks in which the queue length distribution of a queue has an exponential tail with rate spl theta . To answer these two types of stability problems, we introduce two new notions of traffic characterization: minimum envelope rate (MER) and MER with respect to spl theta . We also develop a set of rules for network operations such as superposition, input-output relation of a single queue, and routing. Specifically, we show that: 1) the MER of a superposition process is less than or equal to the sum of the MER of each process, 2) a queue is stable in the sense of bounded queue length if the MER of the input traffic is smaller than the capacity, 3) the MER of a departure process from a stable queue is less than or equal to that of the input process, and 4) the MER of a routed process from a departure process is less than or equal to the MER of the departure process multiplied by the MER of the routing process. Similar results hold for MER with respect to spl theta under a further assumption of independence. For single class networks with nonfeedforward routing, we provide a new method to show that similar stability results hold for such networks under the first come, first served policy. Moreover, when restricting to the family of two-state Markov modulated arrival processes, the notion of MER with respect to spl theta is shown to be equivalent to the recently developed notion of effective bandwidth in communication networks. > In this paper, a technique for the identification of the unwanted lane departure of a traveling vehicle on a road is proposed. A piecewise linear stretching function (PLSF) is used to improve the contrast level of the region of interest (ROI). Lane markings on the road are detected by dividing the ROI into two subregions and applying the Hough transform in each subregion independently. This segmentation approach improves the computational time required for lane detection. For lane departure identification, a distance-based departure measure is computed at each frame, and a necessary warning message is issued to the driver when such measure exceeds a threshold. The novelty of the proposed algorithm is the identification of the lane departure only using three lane-related parameters based on the Euclidean distance transform to estimate the departure measure. The use of the Euclidean distance transform in combination with the PLSF keeps the false alarm around 3 and the lane detection rate above 97 under various lighting conditions. Experimental results indicate that the proposed system can detect lane boundaries in the presence of several image artifacts, such as lighting changes, poor lane markings, and occlusions by a vehicle, and it issues an accurate lane departure warning in a short time interval. The proposed technique shows the efficiency with some real video sequences. The accuracy of object classifiers can significantly drop when the training data (source domain) and the application scenario (target domain) have inherent differences. Therefore, adapting the classifiers to the scenario in which they must operate is of paramount importance. We present novel domain adaptation (DA) methods for object detection. As proof of concept, we focus on adapting the state-of-the-art deformable part-based model (DPM) for pedestrian detection. We introduce an adaptive structural SVM (A-SSVM) that adapts a pre-learned classifier between different domains. By taking into account the inherent structure in feature space (e.g., the parts in a DPM), we propose a structure-aware A-SSVM (SA-SSVM). Neither A-SSVM nor SA-SSVM needs to revisit the source-domain training data to perform the adaptation. Rather, a low number of target-domain training examples (e.g., pedestrians) are used. To address the scenario where there are no target-domain annotated samples, we propose a self-adaptive DPM based on a self-paced learning (SPL) strategy and a Gaussian Process Regression (GPR). Two types of adaptation tasks are assessed: from both synthetic pedestrians and general persons (PASCAL VOC) to pedestrians imaged from an on-board camera. Results show that our proposals avoid accuracy drops as high as 15 points when comparing adapted and non-adapted detectors. In this paper, we consider the problem of pedestrian detection in natural scenes. Intuitively, instances of pedestrians with different spatial scales may exhibit dramatically different features. Thus, large variance in instance scales, which results in undesirable large intracategory variance in features, may severely hurt the performance of modern object instance detection methods. We argue that this issue can be substantially alleviated by the divide-and-conquer philosophy. Taking pedestrian detection as an example, we illustrate how we can leverage this philosophy to develop a Scale-Aware Fast R-CNN (SAF R-CNN) framework. The model introduces multiple built-in subnetworks which detect pedestrians with scales from disjoint ranges. Outputs from all of the subnetworks are then adaptively combined to generate the final detection results that are shown to be robust to large variance in instance scales, via a gate function defined over the sizes of object proposals. Extensive evaluations on several challenging pedestrian detection datasets well demonstrate the effectiveness of the proposed SAF R-CNN. Particularly, our method achieves state-of-the-art performance on Caltech [P. Dollar, C. Wojek, B. Schiele, and P. Perona, “Pedestrian detection: An evaluation of the state of the art,” IEEE Trans. Pattern Anal. Mach. Intell. , vol. 34, no. 4, pp. 743–761, Apr. 2012], and obtains competitive results on INRIA [N. Dalal and B. Triggs, “Histograms of oriented gradients for human detection,” in Proc. IEEE Conf. Comput. Vis. Pattern Recognit. , 2005, pp. 886–893], ETH [A. Ess, B. Leibe, and L. V. Gool, “Depth and appearance for mobile scene analysis,” in Proc. Int. Conf. Comput. Vis ., 2007, pp. 1–8], and KITTI [A. Geiger, P. Lenz, and R. Urtasun, “Are we ready for autonomous driving? The KITTI vision benchmark suite,” in Proc. IEEE Conf. Comput. Vis. Pattern Recognit ., 2012, pp. 3354–3361]. In this paper, we propose a unified end-to-end trainable multi-task network that jointly handles lane and road marking detection and recognition that is guided by a vanishing point under adverse weather conditions. We tackle rainy and low illumination conditions, which have not been extensively studied until now due to clear challenges. For example, images taken under rainy days are subject to low illumination, while wet roads cause light reflection and distort the appearance of lane and road markings. At night, color distortion occurs under limited illumination. As a result, no benchmark dataset exists and only a few developed algorithms work under poor weather conditions. To address this shortcoming, we build up a lane and road marking benchmark which consists of about 20,000 images with 17 lane and road marking classes under four different scenarios: no rain, rain, heavy rain, and night. We train and evaluate several versions of the proposed multi-task network and validate the importance of each task. The resulting approach, VPGNet, can detect and classify lanes and road markings, and predict a vanishing point with a single forward pass. Experimental results show that our approach achieves high accuracy and robustness under various conditions in realtime (20 fps). The benchmark and the VPGNet model will be publicly available Emerging vehicular trajectory data have opened up opportunities to benefit many real-world applications, e.g., frequent trajectory based navigation systems, road planning, car pooling, etc. The similarity join is a key operation to enable such applications, which finds similar trajectory pairs from two large collections of trajectories. Existing similarity metrics on trajectories rely on aligning sampling points of two trajectories. However, due to different sampling rates or different vehicular speeds, the sample points in similar trajectories may not be aligned. To address this problem, we propose a new bi-directional mapping similarity ( @math ), which allows a sample point of a trajectory to align to the closest location (which may not be a sample point) on the other trajectory, and vice versa. Since it is expensive to enumerate every two trajectories and compute their similarity, we propose Strain-Join , a signature-based trajectory similarity join framework. Strain-Join first generates signatures for each trajectory such that if two trajectories do not share common signatures, they cannot be similar. In order to utilize this property to prune dissimilar pairs, we devise several techniques to generate high-quality signatures and propose an efficient filtering algorithm to prune dissimilar pairs. For the pairs not pruned by the filtering algorithm, we propose effective verification algorithms to verify whether they are similar. Experimental results on real datasets show that our algorithm outperforms state-of-the-art techniques in terms of both effectiveness and efficiency. In this paper, we propose a unified end-to-end trainable multi-task network that jointly handles lane and road marking detection and recognition that is guided by a vanishing point under adverse weather conditions. We tackle rainy and low illumination conditions, which have not been extensively studied until now due to clear challenges. For example, images taken under rainy days are subject to low illumination, while wet roads cause light reflection and distort the appearance of lane and road markings. At night, color distortion occurs under limited illumination. As a result, no benchmark dataset exists and only a few developed algorithms work under poor weather conditions. To address this shortcoming, we build up a lane and road marking benchmark which consists of about 20,000 images with 17 lane and road marking classes under four different scenarios: no rain, rain, heavy rain, and night. We train and evaluate several versions of the proposed multi-task network and validate the importance of each task. The resulting approach, VPGNet, can detect and classify lanes and road markings, and predict a vanishing point with a single forward pass. Experimental results show that our approach achieves high accuracy and robustness under various conditions in real-time (20 fps). The benchmark and the VPGNet model will be publicly available. Consider two parties who wish to communicate in order to execute some interactive protocol π. However, the communication channel between them is noisy: An adversary sees everything that is transmitted over the channel and can change a constant fraction of the bits arbitrarily, thus interrupting the execution of π (which was designed for an error-free channel). If π only contains a single long message, then a good error correcting code would overcome the noise with only a constant overhead in communication. However, this solution is not applicable to interactive protocols consisting of many short messages. Schulman [1992, 1993] introduced the notion of interactive coding: A simulator that, given any protocol π, is able to simulate it (i.e., produce its intended transcript) even in the presence of constant rate adversarial channel errors, and with only constant (multiplicative) communication overhead. However, the running time of Schulman's simulator, and of all simulators that followed, has been exponential (or subexponential) in the communication complexity of π (which we denote by N). In this work, we present three efficient simulators, all of which are randomized and have a certain failure probability (over the choice of coins). The first runs in time poly(N), has failure probability roughly 2-N, and is resilient to 1 32-fraction of adversarial error. The second runs in time O(N log N), has failure probability roughly 2-N, and is resilient to some constant fraction of adversarial error. The third runs in time O(N), has failure probability 1 poly(N), and is resilient to some constant fraction of adversarial error. (Computational complexity is measured in the RAM model.) The first two simulators can be made deterministic if they are a priori given a random string (which may be known to the adversary ahead of time). In particular, the simulators can be made to be nonuniform and deterministic (with equivalent performance). We study the wall-crossing phenomena of D4-D2-D0 bound states with two units of D4-branechargeontheresolvedconifold. We identify the walls of marginal stability and evaluate the discrete changes of the BPS indices by using the Kontsevich-Soibelman wall-crossing formula. In particular, we find that the field theories on D4-branes in two large radius limits are properly connected by the wall-crossings involving the flop transition of the conifold. We also find that in one of the large radius limits there are stable bound states of two D4-D2-D0 fragments. This paper studies two-class (or binary) classification of elements X in R k that allows for a reject option. Based on n independent copies of the pair of random variables (X,Y ) with X 2 R k and Y 2 0,1 , we consider classifiers f(X) that render three possible outputs: 0, 1 and R. The option R expresses doubt and is to be used for few observations that are hard to classify in an automatic way. Chow (1970) derived the optimal rule minimizing the risk P f(X) 6 Y, f(X) 6 R + dP f(X) = R . This risk function subsumes that the cost of making a wrong decision equals 1 and that of utilizing the reject option is d. We show that the classification problem hinges on the behavior of the regression function (x) = E(Y |X = x) near d and 1 d. (Here d 2 [0,1 2] as the other cases turn out to be trivial.) Classification rules can be categorized into plug-in estimators and empirical risk minimizers. Both types are considered here and we prove that the rates of convergence of the risk of any estimate depends on P | (X) d| + P | (X) (1 d)| and on the quality of the estimate for or an appropriate measure of the size of the class of classifiers, in case of plug-in rules and empirical risk minimizers, respectively. We extend the mathematical framework even further by dierentiating between costs associated with the two possible errors: predicting f(X) = 0 whilst Y = 1 and predicting f(X) = 1 whilst Y = 0. Such situations are common in, for instance, medical studies where misclassifying a sick patient as healthy is worse than the opposite. This paper proposes a novel approach for pedestrian re-identification. Previous re-identification methods use one of 3 approaches: invariant features; designing metrics that aim to bring instances of shared identities close to one another and instances of different identities far from one another; or learning a transformation from the appearance in one domain to the other. Our implicit approach models camera transfer by a binary relation R= (x,y)|x and y describe the same person seen from cameras A and B respectively . This solution implies that the camera transfer function is a multi-valued mapping and not a single-valued transformation, and does not assume the existence of a metric with desirable properties. We present an algorithm that follows this approach and achieves new state-of-the-art performance. In the unconditionally reliable message transmission (URMT) problem, two non-faulty players, the sender S and the receiver R are part of a synchronous network modeled as a directed graph. S has a message that he wishes to send to R; the challenge is to design a protocol such that after exchanging messages as per the protocol, the receiver R should correctly obtain S's message with arbitrarily small error probability Δ, in spite of the influence of a Byzantine adversary that may actively corrupt up to t nodes in the network (we denote such a URMT protocol as (t, (1 - Δ))-reliable). While it is known that (2t + 1) vertex disjoint directed paths from S to R are necessary and sufficient for (t, 1)-reliable URMT (that is with zero error probability), we prove that a strictly weaker condition, which we define and denote as (2t, t)-special-connectivity, together with just (t+1) vertex disjoint directed paths from S to R, is necessary and sufficient for (t, (1' - Δ))-reliable URMT with arbitrarily small (but non-zero) error probability, Δ. Thus, we demonstrate the power of randomization in the context of reliable message transmission. In fact, for any positive integer k > 0, we show that there always exists a digraph Gk such that (k, 1)-reliable URMT is impossible over Gk whereas there exists a (2k, (1 - Δ))-reliable URMT protocol, Δ > 0 in Gk. In a digraph G on which (t, (1 - Δ))-reliable URMT is possible, an edge is called critical if the deletion of that edge renders (t, (1 - Δ))-reliable URMT impossible. We give an example of a digraph G on n vertices such that G has Ω(n2) critical edges. This is quite baffling since no such graph exists for the case of perfect reliable message transmission (or equivalently (t, 1)-reliable URMT) or when the underlying graph is undirected. Such is the anomalous behavior of URMT protocols (when "randomness meet directedness") that it makes it extremely hard to design efficient protocols over arbitrary digraphs. However, if URMT is possible between every pair of vertices in the network, then we present efficient protocols for the same. Abstract This paper considers the decision-making problem for a vehicle crossing a road intersection in the presence of other, potentially errant, drivers. This problem is considered in a game-theoretic framework, where the errant drivers are assumed to be capable of causing intentional collisions. Our approach is to simulate the possible behaviors of errant drivers using RRT-Reach, a modified application of rapidly-exploring random trees. A novelty in RRT-Reach is the use of a dual exploration-pursuit mode, which allows for efficient approximation of the errant reachability set for some fixed time horizon. Through simulation and experimental results with a small autonomous vehicle, we demonstrate that this threat assessment algorithm can be used in real-time to minimize the risk of collision. This paper presents a new method for viewpoint invariant pedestrian recognition problem. We use a metric learning framework to obtain a robust metric for large margin nearest neighbor classification with rejection (i.e., classifier will return no matches if all neighbors are beyond a certain distance). The rejection condition necessitates the use of a uniform threshold for a maximum allowed distance for deeming a pair of images a match. In order to handle the rejection case, we propose a novel cost similar to the Large Margin Nearest Neighbor (LMNN) method and call our approach Large Margin Nearest Neighbor with Rejection (LMNN-R). Our method is able to achieve significant improvement over previously reported results on the standard Viewpoint Invariant Pedestrian Recognition (VIPeR [1]) dataset. In the field of infrastructures’ surveillance and protection, it is important to make decisions based on activities occurring in the environment and its local context and conditions. In this paper we use an active rule based event processing architecture in order to make sense of situations from the combination of different signals received by the rule engine. However obtaining some high level information automatically is not without risks, especially in sensitive environments, and detection mistakes can happen for various reasons: the signal’s source can be defective, whether it is human—miss-interpretation of the signal—or computed—material malfunction; the aggregation rules can be wrong syntaxically, for example when a rule will never be triggered or a situation never detected; the interpretation given to the combination of signals does not correspond to the reality on the field—because the knowledge of the rule designer is subjective or because the environment evolves over-time—the rules are therefore incorrect semantically. In this paper, a new approach is proposed to avoid the third kind of error sources. We present a hybrid machine learning technique adapted to the complexity of the rules’ representation, in order to create a system more conform to reality. The proposed approach uses a combination of an Association Rule Mining algorithm and Inductive Logic Programming for rule induction. Empirical studies on simulated datasets demonstrate how our method can contribute to sensible systems such as the security of a public or semi-public place. The main goal of this paper is to develop a distance to line crossing (DLC) based computation of time to line crossing (TLC). Different computation methods with increasing complexity are provided. A discussion develops the influence of assumptions generally assumed for approximation. A sensitivity analysis with respect to vehicle parameters and positioning is performed. For TLC computation, both straight and curved vehicle paths are considered. The road curvature being another important variable considered in the proposed computations, an observer for its estimation is then proposed. An evaluation over a digitalized test track is first performed. Real data are then collected through an experiment carried out in test tracks with the equipped prototype vehicle. Based on these real data, TLC is then computed with the theoretically proposed methods. The obtained results outlined the necessity to take into consideration vehicle dynamics to use the TLC as a lane departure indicator.