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The localization of a vehicle is an important task in the field of intelligent transportation systems. It is well known that sensor fusion helps to create more robust and accurate systems for autonomous vehicles. Standard approaches, like extended Kalman Filter or Particle Filter, are inefficient in case of highly non-linear data or have high computational cost, which complicates using them in embedded systems. Significant increase of precision, especially in case when GPS (Global Positioning System) is unavailable, may be achieved by using landmarks with known location — such as traffic signs, traffic lights, or SLAM (Simultaneous Localization and Mapping) features. However, this approach may be inapplicable if a priori locations are unknown or not accurate enough. We suggest a new approach for refining coordinates of a vehicle by using landmarks, such as traffic signs. Core part of the suggested system is the Bayesian framework, which refines vehicle location using external data about the previous traffic signs detections, collected with crowdsourcing. This paper presents an approach that combines trajectories built using global coordinates from GPS and relative coordinates from Inertial Measurement Unit (IMU) to produce a vehicle's trajectory in an unknown environment. In addition, we collected a new dataset, including from smartphone GPS and IMU sensors, video feed from windshield camera, which were recorded during 4 car rides on the same route. Also, we collected precise location data from Real Time Kinematic Global Navigation Satellite System (RTK-GNSS) device, which can be used for validation. This RTK-GNSS system was used to collect precise data about the traffic signs locations on the route as well. The results show that the Bayesian approach helps with the trajectory correction and gives better estimations with the increase of the amount of the prior information. The suggested method is efficient and requires, apart from the GPS/IMU measurements, only information about the vehicle locations during previous traffic signs detections.

Sensor fusion is one of the important solutions for the perception problem in self-driving cars, where the main aim is to enhance the perception of the system without losing real-time performance. Therefore, it is a trade-off problem and its often observed that most models that have a high environment perception cannot perform in a real-time manner. Our article is concerned with camera and Lidar data fusion for better environment perception in self-driving cars, considering 3 main classes which are cars, cyclists and pedestrians. We fuse output from the 3D detector model that takes its input from Lidar as well as the output from the 2D detector that take its input from the camera, to give better perception output than any of them separately, ensuring that it is able to work in real-time. We addressed our problem using a 3D detector model (Complex-Yolov3) and a 2D detector model (Yolo-v3), wherein we applied the image-based fusion method that could make a fusion between Lidar and camera information with a fast and efficient late fusion technique that is discussed in detail in this article. We used the mean average precision (mAP) metric in order to evaluate our object detection model and to compare the proposed approach with them as well. At the end, we showed the results on the KITTI dataset as well as our real hardware setup, which consists of Lidar velodyne 16 and Leopard USB cameras. We used Python to develop our algorithm and then validated it on the KITTI dataset. We used ros2 along with C++ to verify the algorithm on our dataset obtained from our hardware configurations which proved that our proposed approach could give good results and work efficiently in practical situations in a real-time manner.

Correct modeling of complex dynamics of urban transportation flows requires the collection of large volumes of empirical data to specify types of the modes and their identification. At the same time, setting a large number of observation posts is expensive and technically not always feasible. All this results in insufficient factographic support for the traffic control systems as well as for urban planners with the obvious consequences for the quality of their decisions. As one of the means to provide large-scale data collection at least for the qualitative situation analysis, the wide-area video cameras are used in different situation centers. There they are analyzed by human operators who are responsible for observation and control. Some video cameras provided their videos for common access, which makes them a valuable resource for transportation studies. However, there are significant problems with getting qualitative data from such cameras, which relate to the theory and practice of image processing. This study is devoted to the practical application of certain mainstream neuro-networking technologies for the estimation of essential characteristics of actual transportation flows. The problems arising in processing these data are analyzed, and their solutions are suggested. The convolution neural networks are used for tracking, and the methods for obtaining basic parameters of transportation flows from these observations are studied. The simplified neural networks are used for the preparation of training sets for the deep learning neural network YOLOv4 which is later used for the estimation of speed and density of automobile flows.

When recognizing workers on images of a construction site obtained from surveillance cameras, a situation is typical in which the objects of detection have a very different spatial scale relative to each other and other objects. An increase in the accuracy of detection of small objects can be achieved by using the Feature-Fused modification of the SSD detector. Together with the use of overlapping image slicing on the inference, this model copes well with the detection of small objects. However, the practical use of this approach requires manual adjustment of the slicing parameters. This reduces the accuracy of object detection on scenes that differ from the scenes used in training, as well as large objects. In this paper, we propose an algorithm for automatic selection of image slicing parameters depending on the ratio of the characteristic geometric dimensions of objects in the image. We have developed a two-pass version of the Feature-Fused SSD detector for automatic determination of optimal image slicing parameters. On the first pass, a fast truncated version of the detector is used, which makes it possible to determine the characteristic sizes of objects of interest. On the second pass, the final detection of objects with slicing parameters selected after the first pass is performed. A dataset was collected with images of workers on a construction site. The dataset includes large, small and diverse images of workers. To compare the detection results for a one-pass algorithm without splitting the input image, a one-pass algorithm with uniform splitting, and a two-pass algorithm with the selection of the optimal splitting, we considered tests for the detection of separately large objects, very small objects, with a high density of objects both in the foreground and in the background, only in the background. In the range of cases we have considered, our approach is superior to the approaches taken in comparison, allows us to deal well with the problem of double detections and demonstrates a quality of 0.82–0.91 according to the mAP (mean Average Precision) metric.

Work is devoted to modeling instrumental errors of a laser beam diameter measurement using a method based on a lambertian transmissive screen. Super-Lorenz distribution was used as a model of the beam. To determine the effect of each parameter on the measurement error were performed computational experiments, results of which were approximated by analytic functions. There were obtained the errors depending on relative beam size, spatial non-uniformity of the transmission screen, lens distortion, physical vignetting, beam tilt, CCD spatial resolution, ADC resolution of a camera. There was shown that the error can be less then 1 %.

State-of-the-art localization and mapping approaches for augmented (AR) and mixed (MR) reality devices are based on the extraction of local features from the camera. Along with this, modern AR/MR devices allow you to build a three-dimensional mesh of the surrounding space. However, the existing methods do not solve the problem of global device co-localization due to the use of different methods for extracting computer vision features. Using a space map from a 3D mesh, we can solve the problem of collaborative global localization of AR/MR devices. This approach is independent of the type of feature descriptors and localisation and mapping algorithms used onboard the AR/MR device. The mesh can be reduced to a point cloud, which consists of only the vertices of the mesh. We propose an approach for collaborative localization of AR/MR devices using point clouds that are independent of algorithms onboard the device. We have analyzed various point cloud registration algorithms and discussed their limitations for the problem of global co-localization of AR/MR devices indoors.

This work provides a new approach for constructing high-precision routes based on data from transport detectors inside the SUMO traffic modeling package. Existing tools such as flowrouter and routeSampler have a number of disadvantages, such as the lack of interaction with the network in the process of building routes. Our rlRouter uses multi-agent reinforcement learning (MARL), where the agents are incoming lanes and the environment is the road network. By performing actions to launch vehicles, agents receive a reward for matching data from transport detectors. Parameter Sharing DQN with the LSTM backbone of the Q-function was used as an algorithm for multi-agent reinforcement learning.

Since the rlRouter is trained inside the SUMO simulation, it can restore routes better by taking into account the interaction of vehicles within the network with each other and with the network infrastructure. We have modeled diverse traffic situations on three different junctions in order to compare the performance of SUMO’s routers with the rlRouter. We used Mean Absoluter Error (MAE) as the measure of the deviation from both cumulative detectors and routes data. The rlRouter achieved the highest compliance with the data from the detectors. We also found that by maximizing the reward for matching detectors, the resulting routes also get closer to the real ones. Despite the fact that the routes recovered using rlRouter are superior to the routes obtained using SUMO tools, they do not fully correspond to the real ones, due to the natural limitations of induction-loop detectors. To achieve more plausible routes, it is necessary to equip junctions with other types of transport counters, for example, camera detectors.

Industrial imaging or “machine vision” is currently a key technology in many industries as it can be used to optimize various processes. The purpose of this work is to create a software and hardware complex for measuring the overall and weight characteristics of cargo based on an intelligent system using neural network identification methods that allow one to overcome the technological limitations of similar complexes implemented on ultrasonic and infrared measuring sensors. The complex to be developed will measure cargo without restrictions on the volume and weight characteristics of cargo to be tariffed and sorted within the framework of the warehouse complexes. The system will include an intelligent computer program that determines the volume and weight characteristics of cargo using the machine vision technology and an experimental sample of the stand for measuring the volume and weight of cargo.

We analyzed the solutions to similar problems. We noted that the disadvantages of the studied methods are very high requirements for the location of the camera, as well as the need for manual operations when calculating the dimensions, which cannot be automated without significant modifications. In the course of the work, we investigated various methods of object recognition in images to carry out subject filtering by the presence of cargo and measure its overall dimensions. We obtained satisfactory results when using cameras that combine both an optical method of image capture and infrared sensors. As a result of the work, we developed a computer program allowing one to capture a continuous stream from Intel RealSense video cameras with subsequent extraction of a three-dimensional object from the designated area and to calculate the overall dimensions of the object. At this stage, we analyzed computer vision techniques; developed an algorithm to implement the task of automatic measurement of goods using special cameras and the software allowing one to obtain the overall dimensions of objects in automatic mode.

Upon completion of the work, this development can be used as a ready-made solution for transport companies, logistics centers, warehouses of large industrial and commercial enterprises.

The problem of optimal control of traffic flow in an urban road network is considered. The control is carried out by varying the duration of the working phases of traffic lights at controlled intersections. A description of the control system developed is given. The control system enables the use of three types of control: open-loop, feedback and manual. In feedback control, road infrastructure detectors, video cameras, inductive loop and radar detectors are used to determine the quantitative characteristics of current traffic flow state. The quantitative characteristics of the traffic flows are fed into a mathematical model of the traffic flow, implemented in the computer environment of an automatic traffic flow control system, in order to determine the moments for switching the working phases of the traffic lights. The model is a system of finite-difference recurrent equations and describes the change in traffic flow on each road section at each time step, based on retrived data on traffic flow characteristics in the network, capacity of maneuvers and flow distribution through alternative maneuvers at intersections. The model has scaling and aggregation properties. The structure of the model depends on the structure of the graph of the controlled road network. The number of nodes in the graph is equal to the number of road sections in the considered network. The simulation of traffic flow changes in real time makes it possible to optimally determine the duration of traffic light operating phases and to provide traffic flow control with feedback based on its current state. The system of automatic collection and processing of input data for the model is presented. In order to model the states of traffic flow in the network and to solve the problem of optimal traffic flow control, the CTraf software package has been developed, a brief description of which is given in the paper. An example of the solution of the optimal control problem of traffic flows on the basis of real data in the road network of Moscow is given.

Gesture recognition is an urgent challenge in developing systems of human-machine interfaces. We analyzed machine learning methods for gesture classification based on electromyographic muscle signals to identify the most effective one. Methods such as the naive Bayesian classifier (NBC), logistic regression, decision tree, random forest, gradient boosting, support vector machine (SVM), $k$-nearest neighbor algorithm, and ensembles (NBC and decision tree, NBC and gradient boosting, gradient boosting and decision tree) were considered. Electromyography (EMG) was chosen as a method of obtaining information about gestures. This solution does not require the location of the hand in the field of view of the camera and can be used to recognize finger movements. To test the effectiveness of the selected methods of gesture recognition, a device was developed for recording the EMG signal, which includes three electrodes and an EMG sensor connected to the microcontroller and the power supply. The following gestures were chosen: clenched fist, “thumb up”, “Victory”, squeezing an index finger and waving a hand from right to left. Accuracy, precision, recall and execution time were used to evaluate the effectiveness of classifiers. These parameters were calculated for three options for the location of EMG electrodes on the forearm. According to the test results, the most effective methods are $k$-nearest neighbors’ algorithm, random forest and the ensemble of NBC and gradient boosting, the average accuracy of ensemble for three electrode positions was 81.55%. The position of the electrodes was also determined at which machine learning methods achieve the maximum accuracy. In this position, one of the differential electrodes is located at the intersection of the flexor digitorum profundus and flexor pollicis longus, the second — above the flexor digitorum superficialis.