Snow height on sea ice and sea ice drift from autonomous measurements from buoy 2013S8, deployed during POLARSTERN cruise ANT-XXIX/6 (PS81)

Snow height was measured by the Snow Depth Buoy 2013S8, an autonomous platform, drifting on Antarctic sea ice, deployed during POLARSTERN cruise ANT-XXIX/6 (PS81). The resulting time series describes the evolution of snow height as a function of place and time between 2013-07-09 and 2014-01-05 in sample intervals of 1 hour. The Snow Depth Buoy consists of four independent sonar measurements representing the area (approx. 10 m**2) around the buoy. The buoy was installed on first year ice. In addition to snow height, geographic position (GPS), barometric pressure, air temperature, and ice surface temperature were measured. Negative values of snow height occur if surface ablation continues into the sea ice. Thus, these measurements describe the position of the sea ice surface relative to the original snow-ice interface. Differences between single sensors indicate small-scale variability of the snow pack around the buoy. The data set has been processed, including the removal of obvious inconsistencies (missing values). Records without any snow height may still be used for sea ice drift analyses.

Snow height on sea ice and sea ice drift from autonomous measurements from buoy 2013S7, deployed during POLARSTERN cruise ANT-XXIX/6 (PS81)

Snow height was measured by the Snow Depth Buoy 2013S7, an autonomous platform, drifting on Antarctic sea ice, deployed during POLARSTERN cruise ANT-XXIX/6 (PS81). The resulting time series describes the evolution of snow height as a function of place and time between 2013-07-06 and 2013-09-13 in sample intervals of 1 hour. The Snow Depth Buoy consists of four independent sonar measurements representing the area (approx. 10 m**2) around the buoy. The buoy was installed on first year ice. In addition to snow height, geographic position (GPS), barometric pressure, air temperature, and ice surface temperature were measured. Negative values of snow height occur if surface ablation continues into the sea ice. Thus, these measurements describe the position of the sea ice surface relative to the original snow-ice interface. Differences between single sensors indicate small-scale variability of the snow pack around the buoy. The data set has been processed, including the removal of obvious inconsistencies (missing values). Records without any snow height may still be used for sea ice drift analyses.

Snow height on sea ice and sea ice drift from autonomous measurements from buoy 2014S15, deployed during POLARSTERN cruise ARK-XXVIII/4 (PS87)

Snow height was measured by the Snow Depth Buoy 2014S15, an autonomous platform, drifting on Arctic sea ice, deployed during POLARSTERN cruise ARK-XXVIII/4 (PS87). The resulting time series describes the evolution of snow depth as a function of place and time between 2014-08-29 and 2014-12-31 in sample intervals of 1 hour. The Snow Depth Buoy consists of four independent sonar measurements representing the area (approx. 10 m**2) around the buoy. The measurements describe the position of the sea ice surface relative to the original snow-ice interface. Differences between single sensors indicate small-scale variability of the snow pack around the buoy. The data set has been processed, including the removal of obvious inconsistencies (missing values). The buoy was installed on multi year ice. In addition to snow depth, geographic position (GPS), barometric pressure, air temperature, and ice surface temperature were measured. Records without any snow depth may still be used for sea ice drift analyses. Note: This data set contains only relative changes in snow depth, because no initial readings of absolute snow depth are available.

Snow height on sea ice and sea ice drift from autonomous measurements from buoy 2014S17, deployed during POLARSTERN cruise ANT-XXX/2 (PS89)

Snow height was measured by the Snow Depth Buoy 2014S17, an autonomous platform, drifting on Antarctic sea ice, deployed during POLARSTERN cruise ANT-XXX/2 (PS89). The resulting time series describes the evolution of snow depth as a function of place and time between 2014-12-20 and 2015-02-01 in sample intervals of 1 hour. The Snow Depth Buoy consists of four independent sonar measurements representing the area (approx. 10 m**2) around the buoy. The buoy was installed on first year ice. In addition to snow depth, geographic position (GPS), barometric pressure, air temperature, and ice surface temperature were measured. Negative values of snow depth occur if surface ablation continues into the sea ice. Thus, these measurements describe the position of the sea ice surface relative to the original snow-ice interface. Differences between single sensors indicate small-scale variability of the snow pack around the buoy. The data set has been processed, including the removal of obvious inconsistencies (missing values). In this data set, diurnal variations occur in the data set, although the sonic readings were compensated for temperature changes. Records without any snow depth may still be used for sea ice drift analyses.

Snow height on sea ice and sea ice drift from autonomous measurements from buoy 2014S24, deployed during Antarctic Fast Ice Network 2014 (AFIN 2014)

Snow height was measured by the Snow Depth Buoy 2014S24, an autonomous platform, installed close to Neumayer III Base, Antarctic during Antarctic Fast Ice Network 2014 (AFIN 2014). The resulting time series describes the evolution of snow depth as a function of place and time between 2014-03-07 and 2014-05-16 in sample intervals of 1 hour. The Snow Depth Buoy consists of four independent sonar measurements representing the area (approx. 10 m**2) around the buoy. The buoy was installed on the ice shelf. In addition to snow depth, geographic position (GPS), barometric pressure, air temperature, and ice surface temperature were measured. Negative values of snow depth occur if surface ablation continues into the sea ice. Thus, these measurements describe the position of the sea ice surface relative to the original snow-ice interface. Differences between single sensors indicate small-scale variability of the snow pack around the buoy. The data set has been processed, including the removal of obvious inconsistencies (missing values). Records without any snow depth may still be used for sea ice drift analyses. Note: This data set contains only relative changes in snow depth, because no initial readings of absolute snow depth are available.

An Autonomous Engine for Services Configuration and Deployment.

The runtime management of the infrastructure providing service-based systems is a complex task, up to the point where manual operation struggles to be cost effective. As the functionality is provided by a set of dynamically composed distributed services, in order to achieve a management objective multiple operations have to be applied over the distributed elements of the managed infrastructure. Moreover, the manager must cope with the highly heterogeneous characteristics and management interfaces of the runtime resources. With this in mind, this paper proposes to support the configuration and deployment of services with an automated closed control loop. The automation is enabled by the definition of a generic information model, which captures all the information relevant to the management of the services with the same abstractions, describing the runtime elements, service dependencies, and business objectives. On top of that, a technique based on satisfiability is described which automatically diagnoses the state of the managed environment and obtains the required changes for correcting it (e.g., installation, service binding, update, or configuration). The results from a set of case studies extracted from the banking domain are provided to validate the feasibility of this proposa

Vision-based vehicle detection and tracking with a mobile camera using a statistical framework

En esta tesis se aborda la detección y el seguimiento automático de vehículos mediante técnicas de visión artificial con una cámara monocular embarcada. Este problema ha suscitado un gran interés por parte de la industria automovilística y de la comunidad científica ya que supone el primer paso en aras de la ayuda a la conducción, la prevención de accidentes y, en última instancia, la conducción automática. A pesar de que se le ha dedicado mucho esfuerzo en los últimos años, de momento no se ha encontrado ninguna solución completamente satisfactoria y por lo tanto continúa siendo un tema de investigación abierto. Los principales problemas que plantean la detección y seguimiento mediante visión artificial son la gran variabilidad entre vehículos, un fondo que cambia dinámicamente debido al movimiento de la cámara, y la necesidad de operar en tiempo real. En este contexto, esta tesis propone un marco unificado para la detección y seguimiento de vehículos que afronta los problemas descritos mediante un enfoque estadístico. El marco se compone de tres grandes bloques, i.e., generación de hipótesis, verificación de hipótesis, y seguimiento de vehículos, que se llevan a cabo de manera secuencial. No obstante, se potencia el intercambio de información entre los diferentes bloques con objeto de obtener el máximo grado posible de adaptación a cambios en el entorno y de reducir el coste computacional. Para abordar la primera tarea de generación de hipótesis, se proponen dos métodos complementarios basados respectivamente en el análisis de la apariencia y la geometría de la escena. Para ello resulta especialmente interesante el uso de un dominio transformado en el que se elimina la perspectiva de la imagen original, puesto que este dominio permite una búsqueda rápida dentro de la imagen y por tanto una generación eficiente de hipótesis de localización de los vehículos. Los candidatos finales se obtienen por medio de un marco colaborativo entre el dominio original y el dominio transformado. Para la verificación de hipótesis se adopta un método de aprendizaje supervisado. Así, se evalúan algunos de los métodos de extracción de características más populares y se proponen nuevos descriptores con arreglo al conocimiento de la apariencia de los vehículos. Para evaluar la efectividad en la tarea de clasificación de estos descriptores, y dado que no existen bases de datos públicas que se adapten al problema descrito, se ha generado una nueva base de datos sobre la que se han realizado pruebas masivas. Finalmente, se presenta una metodología para la fusión de los diferentes clasificadores y se plantea una discusión sobre las combinaciones que ofrecen los mejores resultados. El núcleo del marco propuesto está constituido por un método Bayesiano de seguimiento basado en filtros de partículas. Se plantean contribuciones en los tres elementos fundamentales de estos filtros: el algoritmo de inferencia, el modelo dinámico y el modelo de observación. En concreto, se propone el uso de un método de muestreo basado en MCMC que evita el elevado coste computacional de los filtros de partículas tradicionales y por consiguiente permite que el modelado conjunto de múltiples vehículos sea computacionalmente viable. Por otra parte, el dominio transformado mencionado anteriormente permite la definición de un modelo dinámico de velocidad constante ya que se preserva el movimiento suave de los vehículos en autopistas. Por último, se propone un modelo de observación que integra diferentes características. En particular, además de la apariencia de los vehículos, el modelo tiene en cuenta también toda la información recibida de los bloques de procesamiento previos. El método propuesto se ejecuta en tiempo real en un ordenador de propósito general y da unos resultados sobresalientes en comparación con los métodos tradicionales. ABSTRACT This thesis addresses on-road vehicle detection and tracking with a monocular vision system. This problem has attracted the attention of the automotive industry and the research community as it is the first step for driver assistance and collision avoidance systems and for eventual autonomous driving. Although many effort has been devoted to address it in recent years, no satisfactory solution has yet been devised and thus it is an active research issue. The main challenges for vision-based vehicle detection and tracking are the high variability among vehicles, the dynamically changing background due to camera motion and the real-time processing requirement. In this thesis, a unified approach using statistical methods is presented for vehicle detection and tracking that tackles these issues. The approach is divided into three primary tasks, i.e., vehicle hypothesis generation, hypothesis verification, and vehicle tracking, which are performed sequentially. Nevertheless, the exchange of information between processing blocks is fostered so that the maximum degree of adaptation to changes in the environment can be achieved and the computational cost is alleviated. Two complementary strategies are proposed to address the first task, i.e., hypothesis generation, based respectively on appearance and geometry analysis. To this end, the use of a rectified domain in which the perspective is removed from the original image is especially interesting, as it allows for fast image scanning and coarse hypothesis generation. The final vehicle candidates are produced using a collaborative framework between the original and the rectified domains. A supervised classification strategy is adopted for the verification of the hypothesized vehicle locations. In particular, state-of-the-art methods for feature extraction are evaluated and new descriptors are proposed by exploiting the knowledge on vehicle appearance. Due to the lack of appropriate public databases, a new database is generated and the classification performance of the descriptors is extensively tested on it. Finally, a methodology for the fusion of the different classifiers is presented and the best combinations are discussed. The core of the proposed approach is a Bayesian tracking framework using particle filters. Contributions are made on its three key elements: the inference algorithm, the dynamic model and the observation model. In particular, the use of a Markov chain Monte Carlo method is proposed for sampling, which circumvents the exponential complexity increase of traditional particle filters thus making joint multiple vehicle tracking affordable. On the other hand, the aforementioned rectified domain allows for the definition of a constant-velocity dynamic model since it preserves the smooth motion of vehicles in highways. Finally, a multiple-cue observation model is proposed that not only accounts for vehicle appearance but also integrates the available information from the analysis in the previous blocks. The proposed approach is proven to run near real-time in a general purpose PC and to deliver outstanding results compared to traditional methods.

Improving Speech Interaction in Vehicles Using Context-Aware Information through A SCXML Framework

Speech Technologies can provide important benefits for the development of more usable and safe in-vehicle human-machine interactive systems (HMIs). However mainly due robustness issues, the use of spoken interaction can entail important distractions to the driver. In this challenging scenario, while speech technologies are evolving, further research is necessary to explore how they can be complemented with both other modalities (multimodality) and information from the increasing number of available sensors (context-awareness). The perceived quality of speech technologies can significantly be increased by implementing such policies, which simply try to make the best use of all the available resources; and the in vehicle scenario is an excellent test-bed for this kind of initiatives. In this contribution we propose an event-based HMI design framework which combines context modelling and multimodal interaction using a W3C XML language known as SCXML. SCXML provides a general process control mechanism that is being considered by W3C to improve both voice interaction (VoiceXML) and multimodal interaction (MMI). In our approach we try to anticipate and extend these initiatives presenting a flexible SCXML-based approach for the design of a wide range of multimodal context-aware HMI in-vehicle interfaces. The proposed framework for HMI design and specification has been implemented in an automotive OSGi service platform, and it is being used and tested in the Spanish research project MARTA for the development of several in-vehicle interactive applications.

Engineering an Ontology for Autonomous Systems - The OASys Ontology

This paper describes the development of an ontology for autonomous systems, as the initial stage of a research programe on autonomous systems’ engineering within a model-based control approach. The ontology aims at providing a unified conceptual framework for the autonomous systems’ stakeholders, from developers to software engineers. The modular ontology contains both generic and domain-specific concepts for autonomous systems description and engineering. The ontology serves as the basis in a methodology to obtain the autonomous system’s conceptual models. The objective is to obtain and to use these models as main input for the autonomous system’s model-based control system.