Im fünften Band der Schriftenreihe Verkehrstelematik stehen die intermodalen Forschungsthemen aus ausgewählten Veröffentlichungen das Jahres 2014 der Professur für Verkehrsleitsysteme und prozessautomatisierung an der Fakultät Verkehrswissenschaften „Friedrich List“ der Technischen Universität Dresden im Fokus. Die Beiträge des Bandes können in diesem Jahr drei Schwerpunkten zugeordnet werden. Dabei handelt es sich zum einen um Veröffentlichungen zum abgeschlossenen EU-Projekt ON-TIME, das sich dem Thema Verkehrsmanagement und Fahrerassistenz sowie Fahrplanbewertung und optimierung in Bahnsystemen widmet. Fragestellungen zu Verkehrsdaten hinsichtlich des Designs von Datenschnittstellen, der Datenerfassung und -auswertung sowie des Erzeugens von Verkehrsdaten durch Realdaten-kalibrierte Simulationen sind ein zweites Kernthema. Hier reicht die Spannweite von Ansätzen bei der Zugfahrtsimulation der Vollbahn über Leistungsspitzenreduktion bei Straßen- und Stadtbahnen bis hin zu Lichtsignal-Assistenten im Straßenverkehr. Den dritten Schwerpunkt bilden Beiträge zum VAMOS, dem Verkehrsmanagementsystem der Stadt Dresden. Neben einem kurzen Abriss über Entstehung und Umfang des Systems ist die Nutzung der Datenbasis Ausgangspunkt für mehrere Fachpublikationen. Auch hierbei verfolgt die Professur einen multimodalen Ansatz. So zeigen Artikel über die Steigerung der ÖPNV-Qualität einerseits und Assistenzfunktionen des Individualverkehrs zur energieeffizienten Fahrt andererseits, dass VAMOS-Daten für verschiedene Verkehrsträger nutzbar sind.

O objetivo da tese é o de compreender a reestruturação da política de assistência social durante o governo de Luiz Inácio Lula da Silva (2003 - 2010). A hipótese que orientou a pesquisa foi a de que essa reestruturação e seus principais redirecionamentos resultaram diretamente das posições e conquistas alcançadas por agentes políticos específicos, os assistentes sociais. Dentre esse conjunto de profissionais destacou-se a liderança de um grupo de professores e pesquisadores de cursos de Serviço Social de universidades públicas e confessionais, em sua maioria formada por militantes do Partido dos Trabalhadores (PT), que soube aproveitar uma janela de oportunidade aberta no primeiro ano do governo Lula, para gerar as alternativas político-administrativas necessárias a fim de que a política de assistência social fosse implantada segundo os princípios e visões que vinham defendendo desde a década de 1980. Ao longo do governo de Fernando Henrique Cardoso (1995 - 2002), esses agentes formaram uma visão alternativa a respeito da política de assistência social, em que o Estado deveria assumir o protagonismo nas ações socioassistenciais, uma vez que o direito social à assistência é um dos pilares do sistema de seguridade social criado com a Constituição Federal de 1988. A assistência é definida por eles como proteção social, isto é, como política que previne e dá cobertura contra determinados riscos sociais. No caso da assistência, isso implicou a construção das seguranças: de acolhida; de renda; do convívio ou vivência familiar, comunitária e social; do desenvolvimento da autonomia individual, familiar e social; da sobrevivência a riscos circunstanciais. Essa concepção, desenvolvida especialmente por um grupo de pesquisadores da Pontifícia Universidade Católica de São Paulo (PUC-SP) sob a liderança de Aldaíza Sposati, sedimentou-se como uma das bases da Política Nacional de Assistência Social (PNAS/2004) e do Sistema Único de Assistência Social (SUAS/2005), construídos ao longo do governo Lula como forma de materializar o direito social à assistência e de organizar um sistema descentralizado de gestão dessa política, coordenando as ações de municípios, estado, Distrito Federal e União. O processo de reordenamento institucional dessa política revela a estratégia bem sucedida de um grupo de assistentes sociais com dupla ou tripla inserção: como professores universitários, como gestores dessa política no nível municipal/estadual e ou como militantes do PT, essa comunidade de especialistas acumulou capital simbólico suficiente no campo científico e no campo político para ocupar posições decisivas nos primeiros anos do governo Lula, o que lhe permitiu reordenar a política de assistência social e garantir-lhe um estatuto político inédito. / The aim of this thesis is to understand the restructuring of social assistance policy during the government of Luiz Inacio Lula da Silva (2003-2010). The hypothesis that guided the research was that this rebuilding and its principles redirections resulted directly from the positions and conquests achieved by specific political agents that are the social assistants. Among this group of professionals it is possible to highlight the leadership of a group of teachers and researchers in Social Work courses in public and religious universities, mostly formed by militants of the Workers Party (PT), which took advantage of a window of opportunities that were opened in the first year of the Lula\'s government, to generate the political and administrative alternatives that were necessary in order to implement the social assistance policy according to the principles and visions that had been advocated since the 1980s. During the government of Fernando Henrique Cardoso (1995 - 2002), these agents formed an alternative view of the social assistance policy, in which the state should take the leading role in the actions of social assistance, since the right to social assistance is a pillar of the social security system created by the Federal Constitution of 1988. Assistance is defined by them as \"social protection\", which means, a policy that prevents and provides coverage against certain social risks. In the case of assistance, this entailed the construction of \"securities\" of fostering; income; family, community and society life; development of individual, familiar and social autonomy; survival of circumstantial risks. This conception, specially developed by a group of researchers at the Catholic University of São Paulo (PUC-SP) under the leadership of Aldaíza Sposati, was set as one of the basis of the National Policy of Social Assistance (PNAS/2004) and of the Unified Social Assistance System (SUAS/2005), built along the Lula government as a way of materializing the right to social assistance and to organize a decentralized system of management of this policy, coordinating the actions of municipalities, state, Federal District and Union. The process of institutional reorganization of the policy reveals the successful strategy of a group of social workers with double or triple insertion: as university professors, as managers of this policy at the municipal/state and/or as members of the militancy in the Workers Party, this \"community of experts\" accumulated sufficient symbolic capital in science and in politics to occupy decisive positions in the early years of Lulas government, which allowed them to reorganize the social assistance policy and grant an unprecedented political status.

Das Ziel dieser Dissertation ist die systematische Entwicklung eines weiterführenden Konzeptes zur Fahrer-Fahrzeug Kooperation, dessen Tauglichkeit anhand empirischer Daten evaluiert und im Hinblick auf sein belegbares Potential in Bezug auf bestehende Ansätze bewertet werden soll.Da Annahmen und Prämissen der Mensch-Maschine-Interaktion den Ausgangspunkt bilden, beginnt die dezidierte Auseinandersetzung und begriffliche Differenzierung von Kooperation in eben diesem Kontext und führt folgerichtig zu einer definitorischen Abgrenzung gegenüber existierenden Ansätzen, der Forderung eines spezifischen Rollenverständnisses zur Interaktion sowie der Ableitung konzeptueller Grundbedingungen. Anschließend werden die strukturellen und prozeduralen Merkmale dieser spezifischen Interaktion herausgearbeitet und dazu benutzt, die generellen Attribute von Kooperation zwischen Fahrer und Fahrzeug zu identifizieren. Dafür wurden nachfolgend solche Indikatoren abgeleitet, vermittels derer der unterstellte Gewinn infolge der Kooperation von Fahrer und Fahrzeug kontrolliert und bewertet werden kann.Im Rahmen mehrerer Voruntersuchungen wurden Fahrsituationen identifiziert, die am meisten von einer kooperativen Interaktion zwischen Fahrer und Fahrzeug profitieren würden. Im Ergebnis wurden für die zwei Hauptuntersuchungen das „Überholen auf der Autobahn“ und das „Linksabbiegen auf innerstädtischen Straßen und Landstraßen mit Gegenverkehr“ als Fahrszenarien ausgewählt, die in jeweils einem eigenständigen Experiment mit alternativen Systemvarianten verglichen worden sind. Die Prüfung spezifischer Hypothesen wurde dabei in die prototypische Umgebung eines Fahrsimulators eingebettet. Abschließend werden in dieser Arbeit die Möglichkeiten zur Etablierung und Einbettung dieses Interaktionskonzeptes in den übergreifenden sozio-technischen Kontext aufgezeigt und zukünftige Perspektiven diskutiert. / The aim of this dissertation is to systematically develop a continuative concept of driver-automobile cooperation, to evaluate its suitability on the basis of empirical data, and to value its provable potential in relation to existing approaches.Assumptions and premises regarding the human-machine interaction constitute the starting point of this work. The decisive altercation and notional differentiation of cooperation are explained in just this context, leading logically to a definitional demarcation of existing approaches, the demand of a specific role understanding of the interaction as well as the derivation of conceptual basic conditions. The structural and procedural characteristics of this specific interaction are then elaborated upon and used to identify the general attributes of cooperation between driver and automobile. In the following, such indicators are derived by which the implied profit as a result of cooperation between driver and automobile can be controlled and valued. Within the framework of several preliminary investigations, those driving situations were identified that would profit most from a cooperative interaction between driver and automobile. As a result, the two driving scenarios "Overtaking on Highways" and "Turning Left on Urban and Country Roads with Oncoming Traffic" were utilized in the experiments. Both single scenarios have been compared in independent experiments with regard to alternative system variants. The prove of specific hypotheses was embedded in the prototypical surroundings of a driving simulator. Finally, the possibility of establishing and embedding this interaction concept into the overall socio-technical context will be presented, and future perspectives will be discussed.

O objetivo da tese é o de compreender a reestruturação da política de assistência social durante o governo de Luiz Inácio Lula da Silva (2003 - 2010). A hipótese que orientou a pesquisa foi a de que essa reestruturação e seus principais redirecionamentos resultaram diretamente das posições e conquistas alcançadas por agentes políticos específicos, os assistentes sociais. Dentre esse conjunto de profissionais destacou-se a liderança de um grupo de professores e pesquisadores de cursos de Serviço Social de universidades públicas e confessionais, em sua maioria formada por militantes do Partido dos Trabalhadores (PT), que soube aproveitar uma janela de oportunidade aberta no primeiro ano do governo Lula, para gerar as alternativas político-administrativas necessárias a fim de que a política de assistência social fosse implantada segundo os princípios e visões que vinham defendendo desde a década de 1980. Ao longo do governo de Fernando Henrique Cardoso (1995 - 2002), esses agentes formaram uma visão alternativa a respeito da política de assistência social, em que o Estado deveria assumir o protagonismo nas ações socioassistenciais, uma vez que o direito social à assistência é um dos pilares do sistema de seguridade social criado com a Constituição Federal de 1988. A assistência é definida por eles como proteção social, isto é, como política que previne e dá cobertura contra determinados riscos sociais. No caso da assistência, isso implicou a construção das seguranças: de acolhida; de renda; do convívio ou vivência familiar, comunitária e social; do desenvolvimento da autonomia individual, familiar e social; da sobrevivência a riscos circunstanciais. Essa concepção, desenvolvida especialmente por um grupo de pesquisadores da Pontifícia Universidade Católica de São Paulo (PUC-SP) sob a liderança de Aldaíza Sposati, sedimentou-se como uma das bases da Política Nacional de Assistência Social (PNAS/2004) e do Sistema Único de Assistência Social (SUAS/2005), construídos ao longo do governo Lula como forma de materializar o direito social à assistência e de organizar um sistema descentralizado de gestão dessa política, coordenando as ações de municípios, estado, Distrito Federal e União. O processo de reordenamento institucional dessa política revela a estratégia bem sucedida de um grupo de assistentes sociais com dupla ou tripla inserção: como professores universitários, como gestores dessa política no nível municipal/estadual e ou como militantes do PT, essa comunidade de especialistas acumulou capital simbólico suficiente no campo científico e no campo político para ocupar posições decisivas nos primeiros anos do governo Lula, o que lhe permitiu reordenar a política de assistência social e garantir-lhe um estatuto político inédito. / The aim of this thesis is to understand the restructuring of social assistance policy during the government of Luiz Inacio Lula da Silva (2003-2010). The hypothesis that guided the research was that this rebuilding and its principles redirections resulted directly from the positions and conquests achieved by specific political agents that are the social assistants. Among this group of professionals it is possible to highlight the leadership of a group of teachers and researchers in Social Work courses in public and religious universities, mostly formed by militants of the Workers Party (PT), which took advantage of a window of opportunities that were opened in the first year of the Lula\'s government, to generate the political and administrative alternatives that were necessary in order to implement the social assistance policy according to the principles and visions that had been advocated since the 1980s. During the government of Fernando Henrique Cardoso (1995 - 2002), these agents formed an alternative view of the social assistance policy, in which the state should take the leading role in the actions of social assistance, since the right to social assistance is a pillar of the social security system created by the Federal Constitution of 1988. Assistance is defined by them as \"social protection\", which means, a policy that prevents and provides coverage against certain social risks. In the case of assistance, this entailed the construction of \"securities\" of fostering; income; family, community and society life; development of individual, familiar and social autonomy; survival of circumstantial risks. This conception, specially developed by a group of researchers at the Catholic University of São Paulo (PUC-SP) under the leadership of Aldaíza Sposati, was set as one of the basis of the National Policy of Social Assistance (PNAS/2004) and of the Unified Social Assistance System (SUAS/2005), built along the Lula government as a way of materializing the right to social assistance and to organize a decentralized system of management of this policy, coordinating the actions of municipalities, state, Federal District and Union. The process of institutional reorganization of the policy reveals the successful strategy of a group of social workers with double or triple insertion: as university professors, as managers of this policy at the municipal/state and/or as members of the militancy in the Workers Party, this \"community of experts\" accumulated sufficient symbolic capital in science and in politics to occupy decisive positions in the early years of Lulas government, which allowed them to reorganize the social assistance policy and grant an unprecedented political status.

Les systèmes de vision artificielle sont de plus en plus présents en contexte routier. Ils sont installés sur l'infrastructure, pour la gestion du trafic, ou placés à l'intérieur du véhicule, pour proposer des aides à la conduite. Dans les deux cas, les systèmes de vision artificielle visent à augmenter la sécurité et à optimiser les déplacements. Une revue bibliographique retrace les origines et le développement des algorithmes de vision artificielle en contexte routier. Elle permet de démontrer l'importance des descripteurs d'images dans la chaîne de traitement des algorithmes. Elle se poursuit par une revue des descripteurs d'images avec une nouvelle approche source de nombreuses analyses, en les considérant en parallèle des applications finales. En conclusion, la revue bibliographique permet de déterminer quels sont les descripteurs d'images les plus représentatifs en contexte routier. Plusieurs bases de données contenant des images et les données météorologiques associées (ex : pluie, brouillard) sont ensuite présentées. Ces bases de données sont innovantes car l'acquisition des images et la mesure des conditions météorologiques sont effectuées en même temps et au même endroit. De plus, des capteurs météorologiques calibrés sont utilisés. Chaque base de données contient différentes scènes (ex: cible noir et blanc, piéton) et divers types de conditions météorologiques (ex: pluie, brouillard, jour, nuit). Les bases de données contiennent des conditions météorologiques naturelles, reproduites artificiellement et simulées numériquement. Sept descripteurs d'images parmi les plus représentatifs du contexte routier ont ensuite été sélectionnés et leur robustesse en conditions de pluie évaluée. Les descripteurs d'images basés sur l'intensité des pixels ou les contours verticaux sont sensibles à la pluie. A l'inverse, le descripteur de Harris et les descripteurs qui combinent différentes orientations sont robustes pour des intensités de pluie de 0 à 30 mm/h. La robustesse des descripteurs d'images en conditions de pluie diminue lorsque l'intensité de pluie augmente. Finalement, les descripteurs les plus sensibles à la pluie peuvent potentiellement être utilisés pour des applications de détection de la pluie par caméra.Le comportement d'un descripteur d'images en conditions météorologiques dégradées n'est pas forcément relié à celui de la fonction finale associée. Pour cela, deux détecteurs de piéton ont été évalués en conditions météorologiques dégradées (pluie, brouillard, jour, nuit). La nuit et le brouillard sont les conditions qui ont l'impact le plus important sur la détection des piétons. La méthodologie développée et la base de données associée peuvent être utilisées à nouveau pour évaluer d'autres fonctions finales (ex: détection de véhicule, détection de signalisation verticale).En contexte routier, connaitre les conditions météorologiques locales en temps réel est essentiel pour répondre aux deux enjeux que sont l'amélioration de la sécurité et l'optimisation des déplacements. Actuellement, le seul moyen de mesurer ces conditions le long des réseaux est l'installation de stations météorologiques. Ces stations sont coûteuses et nécessitent une maintenance particulière. Cependant, de nombreuses caméras sont déjà présentes sur le bord des routes. Une nouvelle méthode de détection des conditions météorologiques utilisant les caméras de surveillance du trafic est donc proposée. Cette méthode utilise des descripteurs d'images et un réseau de neurones. Elle répond à un ensemble de contraintes clairement établies afin de pouvoir détecter l'ensemble des conditions météorologiques en temps réel, mais aussi de pourvoir proposer plusieurs niveaux d'intensité. La méthode proposée permet de détecter les conditions normales de jour, de nuit, la pluie et le brouillard. Après plusieurs phases d'optimisation, la méthode proposée obtient de meilleurs résultats que ceux obtenus dans la littérature, pour des algorithmes comparables. / Computer vision systems are increasingly being used on roads. They can be installed along infrastructure for traffic monitoring purposes. When mounted in vehicles, they perform driver assistance functions. In both cases, computer vision systems enhance road safety and streamline travel.A literature review starts by retracing the introduction and rollout of computer vision algorithms in road environments, and goes on to demonstrate the importance of image descriptors in the processing chains implemented in such algorithms. It continues with a review of image descriptors from a novel approach, considering them in parallel with final applications, which opens up numerous analytical angles. Finally the literature review makes it possible to assess which descriptors are the most representative in road environments.Several databases containing images and associated meteorological data (e.g. rain, fog) are then presented. These databases are completely original because image acquisition and weather condition measurement are at the same location and the same time. Moreover, calibrated meteorological sensors are used. Each database contains different scenes (e.g. black and white target, pedestrian) and different kind of weather (i.e. rain, fog, daytime, night-time). Databases contain digitally simulated, artificial and natural weather conditions.Seven of the most representative image descriptors in road context are then selected and their robustness in rainy conditions is evaluated. Image descriptors based on pixel intensity and those that use vertical edges are sensitive to rainy conditions. Conversely, the Harris feature and features that combine different edge orientations remain robust for rainfall rates ranging in 0 – 30 mm/h. The robustness of image features in rainy conditions decreases as the rainfall rate increases. Finally, the image descriptors most sensitive to rain have potential for use in a camera-based rain classification application.The image descriptor behaviour in adverse weather conditions is not necessarily related to the associated final function one. Thus, two pedestrian detectors were assessed in degraded weather conditions (rain, fog, daytime, night-time). Night-time and fog are the conditions that have the greatest impact on pedestrian detection. The methodology developed and associated database could be reused to assess others final functions (e.g. vehicle detection, traffic sign detection).In road environments, real-time knowledge of local weather conditions is an essential prerequisite for addressing the twin challenges of enhancing road safety and streamlining travel. Currently, the only mean of quantifying weather conditions along a road network requires the installation of meteorological stations. Such stations are costly and must be maintained; however, large numbers of cameras are already installed on the roadside. A new method that uses road traffic cameras to detect weather conditions has therefore been proposed. This method uses a combination of a neural network and image descriptors applied to image patches. It addresses a clearly defined set of constraints relating to the ability to operate in real-time and to classify the full spectrum of meteorological conditions and grades them according to their intensity. The method differentiates between normal daytime, rain, fog and normal night-time weather conditions. After several optimisation steps, the proposed method obtains better results than the ones reported in the literature for comparable algorithms.

[EN] Nowadays, there are many electronic products that incorporate elements and features coming from the research in the field of mobile robotics. For instance, the well-known vacuum cleaning robot Roomba by iRobot, which belongs to the field of service robotics, one of the most active within the sector. There are also numerous autonomous robotic systems in industrial warehouses and plants. It is the case of Autonomous Guided Vehicles (AGVs), which are able to drive completely autonomously in very structured environments. Apart from industry and consumer electronics, within the automotive field there are some devices that give intelligence to the vehicle, derived in most cases from advances in mobile robotics. In fact, more and more often vehicles incorporate Advanced Driver Assistance Systems (ADAS), such as navigation control with automatic speed regulation, lane change and overtaking assistant, automatic parking or collision warning, among other features. However, despite all the advances there are some problems that remain unresolved and can be improved. Collisions and rollovers stand out among the most common accidents of vehicles with manual or autonomous driving. In fact, it is almost impossible to guarantee driving without accidents in unstructured environments where vehicles share the space with other moving agents, such as other vehicles and pedestrians. That is why searching for techniques to improve safety in intelligent vehicles, either autonomous or manual-assisted driving, is still a trending topic within the robotics community. This thesis focuses on the design of tools and techniques for planning and control of intelligent vehicles in order to improve safety and comfort. The dissertation is divided into two parts, the first one on autonomous driving and the second one on manual-assisted driving. The main link between them is the use of clothoids as mathematical formulation for both trajectory generation and collision detection. Among the problems solved the following stand out: obstacle avoidance, rollover avoidance and advanced driver assistance to avoid collisions with pedestrians. / [ES] En la actualidad se comercializan infinidad de productos de electrónica de consumo que incorporan elementos y características procedentes de avances en el sector de la robótica móvil. Por ejemplo, el conocido robot aspirador Roomba de la empresa iRobot, el cual pertenece al campo de la robótica de servicio, uno de los más activos en el sector. También hay numerosos sistemas robóticos autónomos en almacenes y plantas industriales. Es el caso de los vehículos autoguiados (AGVs), capaces de conducir de forma totalmente autónoma en entornos muy estructurados. Además de en la industria y en electrónica de consumo, dentro del campo de la automoción también existen dispositivos que dotan de cierta inteligencia al vehículo, derivados la mayoría de las veces de avances en robótica móvil. De hecho, cada vez con mayor frecuencia los vehículos incorporan sistemas avanzados de asistencia al conductor (ADAS por sus siglas en inglés), tales como control de navegación con regulación automática de velocidad, asistente de cambio de carril y adelantamiento, aparcamiento automático o aviso de colisión, entre otras prestaciones. No obstante, pese a todos los avances siguen existiendo problemas sin resolver y que pueden mejorarse. La colisión y el vuelco destacan entre los accidentes más comunes en vehículos con conducción tanto manual como autónoma. De hecho, la dificultad de conducir en entornos desestructurados compartiendo el espacio con otros agentes móviles, tales como coches o personas, hace casi imposible garantizar la conducción sin accidentes. Es por ello que la búsqueda de técnicas para mejorar la seguridad en vehículos inteligentes, ya sean de conducción autónoma o manual asistida, es un tema que siempre está en auge en la comunidad robótica. La presente tesis se centra en el diseño de herramientas y técnicas de planificación y control de vehículos inteligentes, para la mejora de la seguridad y el confort. La disertación se ha dividido en dos partes, la primera sobre conducción autónoma y la segunda sobre conducción manual asistida. El principal nexo de unión es el uso de clotoides como elemento de generación de trayectorias y detección de colisiones. Entre los problemas que se resuelven destacan la evitación de obstáculos, la evitación de vuelcos y la asistencia avanzada al conductor para evitar colisiones con peatones. / [CAT] En l'actualitat es comercialitzen infinitat de productes d'electrònica de consum que incorporen elements i característiques procedents d'avanços en el sector de la robòtica mòbil. Per exemple, el conegut robot aspirador Roomba de l'empresa iRobot, el qual pertany al camp de la robòtica de servici, un dels més actius en el sector. També hi ha nombrosos sistemes robòtics autònoms en magatzems i plantes industrials. És el cas dels vehicles autoguiats (AGVs), els quals són capaços de conduir de forma totalment autònoma en entorns molt estructurats. A més de en la indústria i en l'electrònica de consum, dins el camp de l'automoció també existeixen dispositius que doten al vehicle de certa intel·ligència, la majoria de les vegades derivats d'avanços en robòtica mòbil. De fet, cada vegada amb més freqüència els vehicles incorporen sistemes avançats d'assistència al conductor (ADAS per les sigles en anglés), com ara control de navegació amb regulació automàtica de velocitat, assistent de canvi de carril i avançament, aparcament automàtic o avís de col·lisió, entre altres prestacions. No obstant això, malgrat tots els avanços segueixen existint problemes sense resoldre i que poden millorar-se. La col·lisió i la bolcada destaquen entre els accidents més comuns en vehicles amb conducció tant manual com autònoma. De fet, la dificultat de conduir en entorns desestructurats compartint l'espai amb altres agents mòbils, tals com cotxes o persones, fa quasi impossible garantitzar la conducció sense accidents. És per això que la recerca de tècniques per millorar la seguretat en vehicles intel·ligents, ja siguen de conducció autònoma o manual assistida, és un tema que sempre està en auge a la comunitat robòtica. La present tesi es centra en el disseny d'eines i tècniques de planificació i control de vehicles intel·ligents, per a la millora de la seguretat i el confort. La dissertació s'ha dividit en dues parts, la primera sobre conducció autònoma i la segona sobre conducció manual assistida. El principal nexe d'unió és l'ús de clotoides com a element de generació de trajectòries i detecció de col·lisions. Entre els problemes que es resolen destaquen l'evitació d'obstacles, l'evitació de bolcades i l'assistència avançada al conductor per evitar col·lisions amb vianants. / Girbés Juan, V. (2016). Clothoid-based Planning and Control in Intelligent Vehicles (Autonomous and Manual-Assisted Driving) [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/65072 / TESIS

<div>With more and more videos taken from dash cams on thousands of cars, retrieving these videos and searching for important information is a daunting task. The purpose of this work is to mine some key road and vehicle motion attributes in a large-scale driving video data set for traffic analysis, sensing algorithm development and autonomous driving test benchmarks. Current sensing and control of autonomous cars based on full-view identification makes it difficult to maintain a high-frequency with a fast-moving vehicle, since computation is increasingly used to cope with driving environment changes.</div><div><br></div><div>A big challenge in video data mining is how to deal with huge amounts of data. We use a compact representation called the road profile system to visualize the road environment in long 2D images. It reduces the data from each frame of image to one line, thereby compressing the video clip to the image. This data dimensionality reduction method has several advantages: First, the data size is greatly compressed. The data is compressed from a video to an image, and each frame in the video is compressed into a line. The data size is compressed hundreds of times. While the size and dimensionality of the data has been compressed greatly, the useful information in the driving video is still completely preserved, and motion information is even better represented more intuitively. Because of the data and dimensionality reduction, the identification algorithm computational efficiency is higher than the full-view identification method, and it makes the real-time identification on road is possible. Second, the data is easier to be visualized, because the data is reduced in dimensionality, and the three-dimensional video data is compressed into two-dimensional data, the reduction is more conducive to the visualization and mutual comparison of the data. Third, continuously changing attributes are easier to show and be captured. Due to the more convenient visualization of two-dimensional data, the position, color and size of the same object within a few frames will be easier to compare and capture. At the same time, in many cases, the trouble caused by tracking and matching can be eliminated. Based on the road profile system, there are three tasks in autonomous driving are achieved using the road profile images.</div><div><br></div><div>The first application is road edge detection under different weather and appearance for road following in autonomous driving to capture the road profile image and linearity profile image in the road profile system. This work uses naturalistic driving video data mining to study the appearance of roads, which covers large-scale road data and changes. This work excavated a large number of naturalistic driving video sets to sample the light-sensitive area for color feature distribution. The effective road contour image is extracted from the long-time driving video, thereby greatly reducing the amount of video data. Then, the weather and lighting type can be identified. For each weather and lighting condition obvious features are I identified at the edge of the road to distinguish the road edge. </div><div><br></div><div>The second application is detecting vehicle interactions in driving videos via motion profile images to capture the motion profile image in the road profile system. This work uses visual actions recorded in driving videos taken by a dashboard camera to identify this interaction. The motion profile images of the video are filtered at key locations, thereby reducing the complexity of object detection, depth sensing, target tracking and motion estimation. The purpose of this reduction is for decision making of vehicle actions such as lane changing, vehicle following, and cut-in handling.</div><div><br></div><div>The third application is motion planning based on vehicle interactions and driving video. Taking note of the fact that a car travels in a straight line, we simply identify a few sample lines in the view to constantly scan the road, vehicles, and environment, generating a portion of the entire video data. Without using redundant data processing, we performed semantic segmentation to streaming road profile images. We plan the vehicle's path/motion using the smallest data set possible that contains all necessary information for driving.</div><div><br></div><div>The results are obtained efficiently, and the accuracy is acceptable. The results can be used for driving video mining, traffic analysis, driver behavior understanding, etc.</div>

Um die Fahrzeugsicherheit auch weiterhin zu verbessern, können Systeme der Aktiven Sicherheit ihren Beitrag leisten. Zu diesem Zweck werden u. a. Unfalldatenbanken mit precrash relevanten Parametern herangezogen, mit welchen der Systemnutzen frühzeitig auf das Unfallgeschehen analysiert wird. Aufgrund von Informationsdefiziten in der bisherigen Unfallrekonstruktion stellt das Treffen von fundierten Aussagen zur precrash Phase eine Schwierigkeit dar, wie z. B. die genaue Ausgangsgeschwindigkeit. Deshalb sind zum Teil ungesicherte Annahmen notwendig, um eine precrash Phase rekonstruieren zu können. Bisher ist in Unfalldatenbanken zu jeweils einem analysierten Unfall eine einzelne mögliche precrash Phase dokumentiert, so wie der Unfall möglicherweise ablief. Weitere mögliche Varianten der precrash Phasen, die ebenso zu selben Unfall geführt hätten bleiben unberücksichtigt. Um detaillierte Aussagen zum tatsächlichen Nutzungsgrad eines Systems in einem realen Unfall abzuleiten, wird ein automatisiertes Simulationstool vorgestellt, welches mit Hilfe stochastischer Methoden auf mögliche Varianten an precrash Phasen schließt, die zum selben realen Unfall führen. Für das Tool dienen als Eingangsgröße rekonstruierte Unfälle, die in den precrash Phasen zum Teil Informationsdefizite aufweisen. Hierbei variiert die Monte Carlo Methode, ein Zufallszahlengenerator, die unterschiedlichen Ausprägungen von ausgewählten Einflussparametern entsprechend deren Häufigkeit. Dieses Tool kompensiert somit die Informationsdefizite in precrash Phasen und baut zugleich eine synthetische Unfalldatenbank mit Varianten an precrash Phasen auf, mit dem Ziel, die Vorunfallphase statistisch repräsentativ und unabhängig von einer konkreten Rekonstruktionsvariante abzubilden. In anschließenden Simulationen jeweils mit den soeben variierten precrash Phasen werden die unterschiedlichen Auswirkungen eines vorausschauenden Systems ermittelt. Die verschiedenen Einflüsse eines Systems werden auch hier mit der Monte Carlo Methode berücksichtigt, wie z. B. die Reaktionszeit des Fahrers auf eine Warnung. Im Falle eines Systemeingriffes ist eine mögliche Veränderung der Unfallschwere bzw. wahrscheinlichen Verletzungsschwere zu betrachten. Mit dieser vorgestellten Methodik ist der tatsächliche Nutzen eines vorausschauenden Systems für die Unfallbeteiligten noch genauer feststellbar, da das Simulationstool ein breites mögliches Spektrum an precrash Phasen und Systemauswirkungen betrachtet.

Erkenntnisse über das Fahrerleben, also die subjektive Sicht von Fahrern auf Ereignisse im Fahralltag, wurden bisher vor allem retrospektiv gewonnen und sind damit anfällig für mitunter weitreichende Verfälschungen. Diese Dissertation verfolgte den Ansatz, das subjektive Fahrerleben auf alltäglichen Fahrten so situationsnah wie möglich zu erfassen. Ziel der Untersuchung war es, eine breite Datenbasis von subjektiv beanspruchenden Situationen für jüngere und ältere Fahrer zu generieren, um auch unbewusst vorhandene Unterstützungsbedürfnisse zu erfassen und damit eine bedarfsgerechte Entwicklung von Fahrerassistenzsystemen zu unterstützen. Es wurden 40 jüngere (M = 32,35 Jahre; SD = 3,58) und 40 ältere (M = 66,05 Jahre; SD = 4,13) Fahrer, je 20 Männer und Frauen, in ihrem Fahralltag über einen Zeitraum von jeweils 10 Tagen untersucht. Die Probanden hielten für sie relevante Situationen in kurzen Sprachprotokollen während der Fahrt über die Aufnahmefunktion in einem Smartphone fest. Unterstützt wurde die Situationsbetrachtung durch eine Videoaufnahme der Fahrsituation, sowie im Smartphone erfasste Geschwindigkeits-, Beschleunigungsdaten und GPS. Im Versuchszeitraum wurden insgesamt 1074 für die Auswertung relevante Sprachprotokolle während der Fahrt aufgezeichnet. Es ließen sich dabei 301 verschiedene Auslöser für die Aufnahme eines Sprachprotokolls unterscheiden. Ausgehend von den Ergebnissen und den geäußerten Unterstützungswünschen der Probanden wurden fünf verschiedene Unterstützungsbedürfnisse identifiziert, aus denen sich Anforderungen für Fahrerassistenzsysteme und Mensch-Maschine-Schnittstellen ableiten lassen. / Insights into driver experience, i.e. the driver's subjective view on events in everyday driving, have so far been gained mainly retrospectively (e.g. through interviews or online surveys). From a methodic perspective this means that reports and judgment are provided somewhat later after the event and therefore can be biased. In recent years, research in the field of driver-vehicle interaction has increasingly been enriched by natural driving studies (NDS). Since this method captures driving behavior in the natural driving context, it provides very realistic insights into events that drivers experience on a daily basis. So far, however, the focus has been on an objective view of driving behavior and environmental conditions with the aim of capturing parameters that provide an indication of future safety-critical situations. The subjective view of the driver, e.g. which situations he assesses as demanding, was hardly considered. The idea of the dissertation thesis was to capture subjective driver experience and support wishes of drivers in a NDS-like study. The aim of the study was to generate a broad database of subjectively demanding situations for younger and elder drivers, in order to detect unconsciously existing support needs and thus to support the user-centered development of driver assistance systems. Participants were 40 younger (M = 32.35 years, SD = 3.58) and 40 elder (M = 66.05 years, SD = 4.13) drivers, 20 men and 20 women each. Over the period of 10 days they documented each journey by questionnaires before and after each ride. Furthermore a smartphone with a specially programmed application was used as a recording device. Through short speech protocols the participants commented on every relevant driving situation. Considered as relevant - beyond critical events - were all special incidents or situations that were notable for the drivers or in which they wished for support in whatever form. The application also recorded GPS, speed and acceleration data as well as a video of the driving situation during relevant situations. A personal interview took place at the end of each trial period. As a result, a total of 1074 speech protocols were recorded while driving. They showed a very high range of situations that were notable for the participants. A total of 301 different triggers for recording a speech protocol could be distinguished. In addition, the consideration of the verbalized reaction of the drivers in the situations was important. The results were examined with regard to possible differences in age and gender groups. On the basis of the results and the expressed support wishes of the participants, five different support needs were identified, from which requirements for future driver assistance systems and human-machine interfaces can be derived.

Fahrerassistenzsysteme (FAS), wie zum Beispiel die „Aktive Gefahrenbremsung“, sollen dazu beitragen, das Fahren sicherer zu machen und die Anzahl an Unfällen und Verunglückten im Straßenverkehr weiter zu senken. Bei der Entwicklung von FAS muss neben der funktionalen Zuverlässigkeit des FAS sichergestellt werden, dass der Fahrer die Assistenzfunktion versteht und fehlerfrei benutzen kann. Zur Bestimmung geeigneter Systemauslegungen kommen in der Entwicklung Probandenversuche zum Einsatz, bei denen die zukünftigen Nutzer das FAS erleben und anschließend beurteilen. In dieser Arbeit wird die Eignung eines statischen Fahrsimulators für die Durchführung von Probandenversuchen zur Bewertung aktiv eingreifender FAS untersucht. Hierzu wurde ein Fahrversuch auf der Teststrecke und im statischen Fahrsimulator konzipiert, mit jeweils ca. 80 Probanden durchgeführt und die Ergebnisse bezüglich der Auswirkung des FAS „Aktive Gefahrenbremsung“ auf ausgewählte objektive und subjektive Kennwerte in der jeweiligen Versuchsumgebung vergleichend gegenübergestellt. Es zeigt sich, dass der statische Fahrsimulator prinzipiell für die Durchführung von Studien zur Bewertung aktiv eingreifender FAS geeignet ist. Als Ergebnis der Arbeit werden Erkenntnisse zur Aussagekraft der betrachteten Kennwerte sowie Empfehlungen zur Versuchsdurchführung im statischen Fahrsimulator gegeben.