Available online at www.sciencedirect.

com

ScienceDirect
Procedia Engineering 192 (2017) 551 – 556

TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport

Safety of personal vehicles on mountain passes during the winter period

Daniel Lorenčíka, Anna Maciakováb*
a
Department of Cybernetics and Artificial Intelligence, Technical University of Košice, Letná 9, 042 00 Košice
b
BETAMONT s.r.o., J. Jesenského 1054/44, 960 03 Zvolen

Abstract

Not only overloaded trucks are potential risk while driving mountain passes during the winter time, but also incorrectly loaded
resp. overloaded personal vehicles. Each personal vehicle has defined maximum load for technical condition guarantee and its
handling. The maximum allowable weight of trucks shall be given by national standards according to vehicle category. However,
personal vehicles are all classified into one category “vehicles till 3,5 tons”. By recognizing of the vehicle make and model and its
accurate weighing in motion, we would know to check compliance with permitted weight limits per axle for a particular vehicle
model. We would detect vehicles in traffic stream, which may have a problem with maneuverability under the winter conditions
and thus endangers yourself as well as other road users. Traffic control system should get flag severity of the risk associated with
vehicle pass through the mountain pass under the adverse weather condition. The paper deals with monitoring methods of personal
vehicles for purpose of vehicle make and model recognition, determine the accurate weight and weather condition. Authors also
propose scenarios for the traffic control system regards the received data processing, a comparison with the implemented technical
database (technical parameters of vehicle model), risk assessments and implementation of measures – action of the traffic control
system (warning, appropriate message, online escort, etc.). Wintertime in mountain terrain is critical for transport. Traffic system
should be able to detect any potential risk in time and eliminate it in terms of maintaining the safest possible traffic operation and
traffic fluidity.
©©2017
2017Published
The Authors. Published
by Elsevier by Elsevier
Ltd. This is an openLtd.
access article under the CC BY-NC-ND license
Peer-review under responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review
sustainable,under responsibility
modern and safe of the scientific committee of TRANSCOM 2017: International scientific conference on sustainable,
transport.
modern and safe transport
Keywords: vehicle make and model recognition; weight in motion; overloaded personal vehicles; incorecctly loaded personal vehicles;
wintertime on mountain passess

* Corresponding author. Tel.: +421918711712.

E-mail address: maciakova.anna@betamont.sk

1877-7058 © 2017 Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport
doi:10.1016/j.proeng.2017.06.095
552 Daniel Lorenčík and Anna Maciaková / Procedia Engineering 192 (2017) 551 – 556

1. Introduction

Slovakia is mountainous country and mountain passes are therefore an essential part of our road infrastructure.
There is often challenging terrains and impact of winter weather is signed on sledding of the roads. Weather is a factor
that cannot be prevented, but it can be predicted and by appropriate measures we can mitigate its impact on road safety.
Freight transport, which is often overloaded, is referred as a problematic part of traffic on mountain passes. It can
cause limitation of this section sledding and endanger the safety of other road users.
However, the authors of this paper focused on personal cars – vehicles up to 3.5 tones that improper load can
seriously affect the handling characteristics of the vehicle and despite the advanced electronic systems installed in new
vehicles may be due to the weather adversely affected the safety of the vehicle crew. At present there are exist several
monitoring systems to capture and control such parameters like weight of the vehicles and single axles while driving
without speed limitation and with high accuracy.
Compared with similar monitoring of freight transport, the monitoring of passenger traffic need to know vehicle
make and model and its respective technical parameters where the manufacturer determined a useful vehicle weight,
so that the performance of the vehicles is not affected and safety parameters are preserved. The objective of this
monitoring and comparing maximum allowed parameters, should not be for repression purpose, but for warning, online
supervision of passing vehicle, where, if necessary, quick help will be sent.

2. Theoretical background

For the proposed use of traffic control systems to increase safety of personal vehicles during the winter period,
these separate tasks must be done:
x vehicle type and make recognition,
x comparison of measured data with data saved in database,
x based on comparison results, take appropriate action.
The second task is straightforward comparison, and its results are used in third task where based on conditions met,
the appropriate action will be done.
Based on the results of comparison, vehicle type, actual weather conditions and time of the day, rule-based system
can be used to flag detected vehicle with risk factor. Then, based on the risk factor, appropriate action can be taken to
ensure safety of the vehicle, or minimize the risk. The rules used can be set by the expert in the field, or can be inferred
from the history – the system will be in learning phase, where it will only monitor the vehicles, conditions on the road
and outcome (the eventual problems that can arise).
The most suitable approach to this system is to use firstly conditions set by expert, which will be updated with new
data, therefore using incremental learning approach (known from machine learning algorithms). In next segments, we
will briefly discuss theoretical background to the first task, vehicle type and make recognition.

2.1. Local feature extraction

Object recognition on the image in general means that we need to identify object on the image, and subsequently
classify found object.
To find an object on the image, we focused on the local features extraction methods:
x Scale Invariant Feature Transform (SIFT [1]),
x Speeded-up Robust Feature (SURF [2]),
x Oriented and Rotated BRIEF (ORB [3]).
We used these methods as they promise to be scale, rotation and translation invariant therefore can be used on
different stations and different camera angles. These conditions will not be dramatically different, but some level of
variability is inevitable in real world situations.
These feature extraction methods differ in the length of result vectors (each vector describes one local feature,
length of the vectors is 128 with SIFT, 64 with SURF and 32 with ORB) and computation requirements. These vectors
are then used in the classification of the vehicle.
 Daniel Lorenčík and Anna Maciaková / Procedia Engineering 192 (2017) 551 – 556 553

2.2. Local feature classification

Local feature extraction methods provide us with local features (of vehicle), and we use those to recognize the class
of vehicle. For local features processing, we use the MF Art Map ([4], [5]–[7]), which is based on adaptive resonance
theory ([8]–[11]). This type of classifier allows to work with uncertainties and variations (due to the implementation
of the fuzzy methods), but can be trained and work with as a neural network. Therefore, MF Art Map has two distinct
states – learning and execution state similar, but MF Art Map is using incremental learning.
Incremental learning allows to train the classifier once and then, when new class has to be added, the classifier is
set to the learning state and new class is incorporated to the structure – without the need to completely re-learn the
whole classifier.
The result of the classification of sample is set of membership value to each class (how much is sample same as
the class representation).

3. Implementation and testing

We had tested the vehicle type and make recognition on the small scale of real samples from traffic stream. The
system was implemented as modular, as we wanted to test different extraction methods and pair them with different
implementations of MF Art Map.

3.1. Analysis

The vehicle recognition system will use the fixed mounted cameras above the road; using the traffic counter we are
able to provide the system with the vehicle image always approximately in the same position on the road. Therefore,
the light conditions will be the most variable (the vehicles will be always in the same relative position to the camera,
and always in the almost same distance), which should be handled by the local feature methods. Camera used for the
vehicle type and make recognition can be any standard camera with sufficient resolution and FPS, in our system we
use Axis cameras.
From the captured image of the vehicle, local features will then be extracted by one of the extraction methods. Each
of them provides different vector length and different amount of vectors (or features) based on parameters. The most
suitable set of method parameters will be also searched for during experiments.
For learning of the MF Art Map classifier, we will use sets of data comprised of local feature vector and class.
These will be passed to classifier in the learning state.
For testing, we will extract the features in the same way, and pass the local features vectors of the test sample to
the classifier in the execution state.
The result of the classification is a list of classes to which the sample is similar, along with value of the similarity.
The MF ArtMap classifier can be implemented either as one classifier where each type of vehicle is a separate
class, or as a set of small classifiers which runs in parallel and process only part of the vehicle types, or as a hierarchical
classifier where the classes are grouped together based on some criteria (vehicle maker, similarity, etc.) and first stage
of classification returns “coarse class” which is then refined in second stage.
Based on previous tests we had done concluded that the use of hierarchical classifier is the most suitable in terms
of precision and speed of classification, as only part of classifier is typically used (based on classification results, only
some of the stage 2 classifiers are used, reducing the time and resources consumed for classification on sample).
We proposed hierarchical system of classifiers, where first stage of classification is to determine the most probable
vehicle make, and second stage is to determine the exact vehicle type. The hierarchical classifier structure is illustrated
in Fig. 1.
In the classification results, based on similarity values, classes can be either vehicle make and type or when type
cannot be found with confidence exceeding set value, only vehicle make or class “UNKNOWN”, when type and
maker could not be found with confidence.
554 Daniel Lorenčík and Anna Maciaková / Procedia Engineering 192 (2017) 551 – 556

Fig. 1. Hierarchical classifier. Stage 1 of classification is to determine the vehicle make, based on the classification results, only some of
classifiers of stage 2 are used to determine the exact type of vehicle. Aggregation computes classification results as a list of classes and similarity
values.

3.2. Implementation of test system

The test system was implemented as modular system, which allows for easy switch between different extraction
methods and classifiers. The implementation follows the analysis breakdown of the process of vehicle recognition.
We firstly run the experiments focused on finding the most suitable feature extraction method. These tests were
run on small training and validation set, because we used genetic algorithms to find the optimal set of parameters. We
had chosen the genetic algorithms since each of the feature extraction method has several parameters that directly
influence the success rate and computation time. Our requirements are to have the high success rate along with the
computation time as short as possible.
Similar approach was used to find the optimal parameters for MF Art Map classifier; also due to computational
requirement constraint we implemented several classifiers in hierarchical structure. This is due to the grooving number
of classes the time required to classify one sample grows. Use of several smaller classifiers allows for reduction in
time required for classification.
In our implementation, for image processing tasks we use OpenCV in version 2.4, with C# wrapper OpenCvSharp
for use in .Net environment. The MF ArtMap implementation is inspired by [4], the exact modification and
aggregation of the partial classification results from the hierarchical classifier is still in development and is the
intellectual property of company BETAMONT s.r.o.

3.3. Experiments and results

On the implemented test system, we have done several experiments to find the optimal parameters for extraction
methods and to find the most suitable method. As most successful feature extraction method based on the experiments
results, we have chosen the ORB. The experiments for finding the most suitable method were done on the smaller
training set (due to multiple runs of test system with different parameters) of 105 samples separated to 12 classes. On
this training set, the ORB feature extractor results were consistently better than results by SIFT or SURF, along with
shorter execution times.
The optimal parameters experiments done on the MF Art Map, along with architecture of classifier were done on
the 1221 training samples, ant validated on 274 samples. Training set was separated to 48 classes. We have tested one
classifier for all classes, and also hierarchical classifier (one generic classifier for maker of vehicle, and based on the
result, then specific classifier for vehicles from that maker as used to determine the type of vehicle). The hierarchical
classifier is therefore much faster, as it compares the sample data to lower number of possible classes.
 Daniel Lorenčík and Anna Maciaková / Procedia Engineering 192 (2017) 551 – 556 555

On the validation set, with the use of the hierarchical classifier we acquired the success rate between 70% and 75%
consistently on the vehicle type (as there is little variation due to the randomized training procedure of MF Art Map),
and between 80% and 83% consistently on the vehicle maker (the producer name, like VW, Skoda, Opel, etc.).
The system is able to distinguish even between pre- and after- facelift models of same type of car, but this tends to
be one of the most confused types. Another source of confusion are similar cars from different manufacturers which
use the same (or similar) parts and therefore similar local features are found (as an example, same van from different
makers is shown on Fig. 2.

Fig. 2. Similar vehicle from different markers

Based on the tests results, we can conclude the local feature extraction method and MF Art Map classifier are
suitable candidates for vehicle identification.
In addition, the system is able to work with two cameras with different angles, it is able to recognize vehicle even
if it is only partially visible, it is able to cope with different lightning conditions, all of which are useful features for
real world applications (the examples of successfully detected vehicles can be seen on Fig. 3.)

Fig. 3. Successfully detected vehicles. Note the different direction and intensity of sunlight (first row - from left side, bottom row - from right
side), decals (middle row), partial vehicles, small trailer, different position of car changing lanes

4. Personal vehicle risk mitigation system

As was stated in Theoretical Background section, with the successful identification of personal vehicles maker and
type we are able to compare measured weight of the vehicle and compare it to the vehicle minimal and maximal
allowed weight, and take appropriate action.
The result of comparison can then be used in set of conditions, which are provided by expert in the field, or can be
find by statistics (for example, certain vehicle could have problems when heavily loaded, but not necessary be
556 Daniel Lorenčík and Anna Maciaková / Procedia Engineering 192 (2017) 551 – 556

overloaded). This expert system will then flag personal vehicles with the risk factor, which denotes the probability
that certain vehicle will have problems on the road. Based on the risk factor, appropriate action can be done.
The system can be also build more robustly using machine-learning algorithms to refine the original conditions
based on performance of the system. This requires human input for marking the vehicles, which had problems, but
had not been flagged with risk factor, or to manually raise the risk factor.

5. Scenarios for the traffic control system

Monitored road segments should be in relation to the measuring stations equipped with action elements of the
traffic control system – variable message signs along with informative signs serving to entering commands for entire
traffic flow or particular driver. The driver may be prompted in this manner to raise awareness due to the reduced
maneuverability of the vehicle in connection to the adverse weather conditions. In traffic control center (dispatching)
the passage of detected „risk“ vehicle is monitored by automated camera system based on its recognized number plate.
If this vehicle does not appear at some subsequent monitoring point of road from which you can not go to another
route, dispatchers will check the cameras or personally where the vehicle is located, if necessary, they will provide
help. Future of the road safety system is the direct communication with the vehicle. Allover fleet renewal with
appropriate communication modules, it will take minimum decade and measure to improve safety should be carried
out by all possible ways now.

6. Conclusion

We have successfully tested and verified approach to solve the first task of the system to increase safety of personal
vehicles. The chosen method – extract local features and classify these features using MF Art Map classifier has been
proven to be valid in this scope, and we have high expectations that with further testing and improvements can be the
success rate of the identification of correct vehicle be raised.

Acknowledgement

This article was supported by the operation program “Research and development” of the ASFEU –Agency within
the frame of the project “New methods of measurement of physical dynamic parameters and interactions of motor
vehicles, traffic flow and road” ITMS 26220220089 and project “Research center of telematics systems” ITMS
26220220169.

References

[1] D. G. Lowe, “Object recognition from local scale-invariant features,” in Proceedings of the Seventh IEEE International Conference on Computer
Vision, 1999, pp. 1150–1157 vol.2.
[2] H. Bay, A. Ess, T. Tuytelaars, and L. Van Gool, “Speeded-Up Robust Features (SURF),” Comput. Vis. Image Underst., vol. 110, no. 3, pp.
346–359, Jun. 2008.
[3] E. Rublee, V. Rabaud, K. Konolige, and G. Bradski, “ORB : an efficient alternative to SIFT or SURF,” in IEEE International Conference on
Computer Vision, 2011, pp. 2564–2571.
[4] P. Smolár, “Object Categorization using ART Neural Networks,” Technical University of Kosice, 2012.
[5] N. Kopco, P. Sincak, and S. Kaleta, “ARTMAP Neural Networks for Multispectral Image Classification,” J. Adv. Comput. Intell., vol. 4, no. 4,
pp. 240–245, 2000.
[6] P. Sinčák, M. Hric, and J. Vaščák, “Membership Function-ARTMAP Neural Networks,” TASK Q., vol. 7, no. 1, pp. 43–52, 2003.
[7] A. Bodnárová, “The MF-ARTMAP neural network,” in Latest Trends in Applied informatics and Computing, 2012, pp. 264–269.
[8] G. A. Carpenter and S. Grossberg, “The ART of adaptive pattern recognition by a self-organizing neural network,” Computer (Long. Beach.
Calif)., vol. 21, no. 3, pp. 77–88, 1988.
[9] G. A. Carpenter and S. Grossberg, “Adaptive Resonance Theory,” MIT Press, Boston, 2003.
[10] G. A. Carpenter, “Default ARTMAP,” Boston, 2003.
[11] G. A. Carpenter, S. Martens, and O. J. Ogas, “Self-organizing information fusion and hierarchical knowledge discovery: a new framework
using ARTMAP neural networks,” Neural Networks, vol. 18, no. 3, pp. 287–295, Apr. 2005.