Search NASA⌕ Search

SEARCH · Search NASA

Results for “tracked vehicles”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Vehicle Tracking

The detection and tracking of vehicles moving at hypersonic speeds (> Mach 5) at altitudes of ~100 km has been of growing interest due to the ongoing development of hypersonic glide vehicles (HGVs) by the U.S., Russia and China. This challenge is notably different from traditional ballistic missile systems whose re-entry vehicles move at hypersonic velocities but at much higher altitudes on a ballistic course. Hypersonic glide vehicles are also designed to be able to make sudden turns along their flight path making prediction of their trajectories difficult. Their ability to maneuver, combined with their high velocity and altitude make them difficult to track. The combination of these characteristics presents a challenge for anyone attempting to defend against a hypersonic glide vehicle attack by generally shortening the time available to react. That reaction can involve moving potential targets or attempting to detect the hypersonic glide vehicle and intercept it before it reaches the intended target. Figure 1 compares the trajectory of hypersonic vehicles compared to that of a traditional ballistic missile.

42 ENGINEERING↗
DOE OSTI2021

Vehicle Tracking with Crop-based Detection

End-to-end production of vehicle tracking data from video in real-time and with high accuracy remains a challenging problem due to the computational cost of object detection on each frame. In this work we present Tracking with Crop-based Detection, a method for speeding object tracking in constrained contexts (with stable cameras and relatively-predictable object motion) such as vehicle traffic monitoring. We leverage this context to provide a strong prior for object locations, which we use to 1.) boost detection speed by detecting objects only in regions corresponding to object priors on most frames and 2.) inform the selection of the detector output for each object. We evaluate Crop-based Detection as an extension to the KIOU object tracker (Crop-KIOU) on the UA-DETRAC dataset. The proposed tracker outperforms all other reported algorithms in terms of PR-MOTA, PR-MOTP, and mostly tracked objects on the UA-DETRAC benchmark, establishing a new state-of-the-art. Relative to tracking by detection with KIOU, Crop-KIOU achieves a 26% higher frame-rate and increases accuracy. Furthermore, Tracking with Crop-based Detection can be combined with frame skipping; we show a 149% increase in framerate relative to KIOU with no decrease in accuracy using this combination of methods.

Gloudemans, Derek↗
DOE OSTI2025

A mesoscopic link-transmission-model able to track individual vehicles

Macroscopic traffic flow is a common choice for large-scale traffic simulations. These models do not provide individual-specific metrics as outputs. However, this treatment is necessary in agent-based-models, as in, for example, assigning routes based on personal characteristics. Here, in this paper, we propose an extension of the link-transmission-model, an efficient and yet accurate discretization of the Lighthill-Whitham-Richards (LWR) model, which allow vehicles to be tracked individually while keeping the main features of the underlying model. The extension comprises modifying the link and node models to ensure that the flow between links is always at discrete levels. Therefore, every unit of flow is associated with one individual vehicle moving from its current to its next link. An upper bound of the discretization error is provided. We show that the proposed model resembles its continuous counterpart on lane drop, merge, and diverge cases. In addition, we apply the model into three different networks to validate its applicability in large networks. Finally, we also confirm the parameter transferability between continuous and discrete models and that both can well reproduce field data.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Development and Demonstration of a Class 6 Range-Extended Electric Vehicle for Commercial Pickup and Delivery Operation: Preprint

Range-extended hybrids are an attractive option for medium- and heavy-duty commercial vehicle fleets because they offer the efficiency of an electrified powertrain with the driving range of a conventional diesel powertrain. The vehicle essentially operates as if it was purely electric for most trips, while ensuring that all commercial routes can be completed in any weather conditions or geographic terrain. Fuel use and point-source emissions can be significantly reduced, and in some cases eliminated, as many shorter routes can be fully electrified with this architecture. Under a U.S. Department of Energy (DOE)-funded project for Medium- and Heavy-Duty Vehicle Powertrain Electrification, Cummins has developed a plug-in hybrid electric Class 6 truck with a range-extending engine designed for pickup and delivery application. The National Renewable Energy Laboratory (NREL) assisted by developing representative workday drive cycles for Class 6 operation and an adapted cycle to enable vehicle track testing. A novel, automated driving system was utilized by Southwest Research Institute (SwRI) to improve the repeatability of the track testing conducted to quantify vehicle energy consumption. Cummins used a drivetrain model to design the hybrid control system for increased fuel savings. The control system functionality and fuel savings objective of 50% or more were confirmed by track testing described in this paper.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Sensor Fusion-Based Vehicle Detection and Tracking Using a Single Camera and Radar at a Traffic Intersection

Recent advancements in sensor technologies, in conjunction with signal processing and machine learning, have enabled real-time traffic control systems to adapt to varying traffic conditions. This paper introduces a new sensor fusion approach that combines data from a single camera and radar to achieve cost-effective and efficient vehicle detection and tracking. Initially, vehicles are independently detected and classified using the camera and radar. Then, the constant-velocity model within a Kalman filter is employed to predict vehicle locations, while the Hungarian algorithm is used to associate these predictions with sensor measurements. Finally, vehicle tracking is accomplished by merging kinematic information from predictions and measurements through the Kalman filter. A case study conducted at an intersection demonstrates the effectiveness of the proposed sensor fusion method for traffic detection and tracking, including performance comparisons with individual sensors.

47 OTHER INSTRUMENTATION↗
DOE OSTI2022

Profile Images and Annotations for Vehicle Re-identification Algorithms (PRIMAVERA)

This dataset contains 636,246 profile images of vehicles representing 13,963 unique vehicles. The data was collected by a set of roadside sensors over the course of three years. Each time a vehicle passed by one of the sensors, a series of images was collected. The images were processed to detect and localize each vehicle, and a license plate reader collocated with the sensor was used to provide a unique ID for the vehicle. Actual license plate numbers have been obfuscated by replacing with an arbitrary numerical ID for each vehicle. After localizing the vehicle in each image, the original RGB image was rotated, scaled, and shifted to produce a new RGB image of size 234x234 pixels such that the outermost two wheels are located at predetermined pixel locations in the image. In this way, all vehicle images are aligned to one another. This registration process occasionally results in a portion of certain vehicles being cutoff at the edges of the image. The dataset has been partitioned into two sets called training and validation. The two partitions no common vehicles, i.e., a vehicle present in one partition is guaranteed not to be present in the other. In this way, an algorithm can be validated against a set of new vehicles that were not seen during the training process. The training set contains 543,926 images from 64,440 vehicle passes representing 11,918 unique vehicles, while the validation set contains 92,320 images from 10,991 vehicle passes representing 2,045 unique vehicles. Vehicle images are organized by directories corresponding to unique vehicles. The file naming scheme is as follows: veh_{vehID}_tr_{passID}_{frameID}_{elevation}_{timeofday}.jpg where {vehID} is the vehicle ID (unique across the entire dataset), {passID} is an identifier for each tracked vehicle pass (unique across the entire dataset), {frameID} is the index of the frame within the given vehicle pass starting at 0, {elevation} is a two-letter string indicating whether the sensor was elevated (el) or at ground-level (gl), and {timeofday} is a two-letter string indicating whether the image was captured during daytime (dt) or nighttime (nt).

image↗
DOE OSTI2026

Automated Classification of Vehicle Movements at Signalized Intersections Using Vehicle Trajectories

Accurate vehicle movement classification through signalized intersections is of paramount importance to the analysis of intersection performance and the optimization of traffic control strategies. Conventional techniques for tracking vehicle turning movements depend on infrastructure-based strategies like human counts, loop detectors, and video analytics, all of which are costly, prone to errors, and spatially constrained. High-frequency trajectory data can be utilized to determine vehicle movement patterns in a scalable and infrastructure-independent method due to the adoption of connected vehicles (CVs). In recent years, several studies have utilized connected vehicle data to generate performance measures. Most of the trajectory-based performance measures approaches, however, require map matching-i.e., extracting geospatial references from maps to identify the movements that individual vehicles make at a signalized intersection. These approaches are often time-consuming and hinder scalability since geographic features need to be provided for an analysis to be conducted. Map matching methods are prone to errors as different map versions change these geographic features. This research presents a novel automatic classification pipeline that uses CV trajectory data to classify vehicle movements at signalized crossings, specifically pass-through left-turn and right-turn maneuvers. The process starts by filtering trips that cross a spatial bounding box that has been defined at the target intersection. Approach and departure headings for each trajectory crossing the boundary are computed and are clustered together to identify dominant movements. The proposed algorithm is used to classify the movement of vehicles at 10 intersections in the state of California, and the results indicate that the algorithm can classify movements at these intersections with varying traffic volumes and road network configurations, all in a map-less framework with no need for conflation of vehicle trajectories to a digital base map.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2021

Commercial Vehicle Driver Behaviors and Decision Making: Lessons Learned from Urban Ridealongs

As e-commerce and urban deliveries spike, cities grapple with managing urban freight more actively. In order to effectively manage urban deliveries, city planners and policy makers need to better understand driver behaviors and the challenges they experience in performing deliveries. In this study, we collected data on commercial vehicle (CV) driver behaviors by performing ridealongs with various logistics carriers. Ridealongs were performed in Seattle, Washington, covering a range of vehicles (cars, vans, and trucks), goods (parcels, mail, beverages, and printed materials), and customer types (residential, office, large and small retail). Observers collected qualitative observations and quantitative data on trip and dwell times, while also tracking vehicles through GPS devices. The results showed that, on average, urban CVs spent 80 percent of their daily operating time parked. The study also found that, unlike the common belief, drivers (especially those operating heavier vehicles) parked in authorized parking locations, with only less than 5 percent of stops occurring in the travel lane. Dwell times associated with authorized parking locations were significantly longer than those of other parking locations, and mail and heavy goods deliveries generally had longer dwell times. We also identified three main criteria CV drivers used for choosing a parking location: avoiding unsafe maneuvers, minimizing conflicts with other users of the road, and coopetition with other commercial drivers. Here, the results provide estimates for trip times, dwell times, and parking choice types, as well as insights into why those decisions are made and the factors affecting driver choices.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

The Modeled Performance of the ORNL Matched Filter Detector for Seismic Signatures of Multi-Axle Tractor Trailers

The MINOS program seeks methods to passively monitor the transfer of special materials, which are reproducible and quantitatively defensible. To date, we have demonstrated that short-period seismometers deployed near vehicle tracks can detect and monitor signatures of multi-axle tractor trailers impacting small road obstacles as means to detect and identify some transfer activities. In this report, we model the seismic velocity signal output from a tractor-trailer impacting a small obstacle (a template waveform) to parameterize a matched filter that identifies signals with similar shapes buried in noise, and that indicate repeating events (target waveforms). We then use this model to perform thousands of synthetic experiments, in which we apply our detector to identify noisy waveforms output from a similarly modeled vehicle data set; we process all data in the same manner as we process real data collected from the Oak Ridge National Laboratory (ORNL) seismic network. Our experiments, while limited, reveal that the matched filter shows a high discrimination capability, and at very low SNR values (at visibility thresholds). This means that template waveforms can match target waveforms that are sourced by models that share the same vehicle speed (target vehicles), and have a low probability of mis-identification. In particular, a matched filter designed to detect a five-axle tractor-trailer will reliably identify that target vehicle down to an SNR of 11.25 dB, and within ±0.1 km/hr, while successfully screening target vehicles with three axles.

42 ENGINEERING↗
DOE OSTI2026

Adaptive Model-Free Vehicle Path-Tracking via Fast-Converging Prescribed-Time Newton-Based Extremum-Seeking Control

Model-free control (MFC) offers a simple and effective approach to automated vehicle path-tracking without requiring an explicit plant model for control law design. However, gain tuning in MFC is typically carried out through trial-and-error, which can be time-consuming and may lead to suboptimal performance. To address this limitation, extremum-seeking-based adaptive MFC has shown promise by enabling real-time adaptation of control gains, without relying on a predefined vehicle model. Nonetheless, existing ESC approaches often suffer from slow convergence. This paper integrates MFC, employing longitudinal and lateral ultra-local models of a rear-wheel-drive vehicle, with a novel prescribed-time (PT) Newton-based extremum-seeking control (ESC) strategy that ensures rapid convergence of control gains within the prescribed time. Unlike conventional gradient-based ESC methods, the PT Newton-based ESC leverages artificial delays and time-periodic gains, not only to guarantee convergence within the specified time, but also to compensate for feedback delays. Simulation results demonstrate that the proposed approach significantly improves gain adaptation speed and tracking accuracy. This work advances adaptive model-free vehicle control by offering a high-performance, delay-resilient alternative to existing ESCMFC frameworks.

Waleed khan, Muhammad [The University of Texas at ↗
DOE OSTI2022

Automated Vehicle Multi-Object Tracking at Scale with CAN

Millions of vehicles are on the road with RADAR sensors in use for adaptive cruise control (ACC), and RADAR sen- sors are not tracking all of the objects in the field of view. This work shows a work-in-progress tool to improve track- ing from RADAR and controller area network (CAN) which should be vitally useful for safety of transportation systems and automated vehicle development. The CAN data provides object detections, but there is a lingering data association problem. The contribution of this work in progress is the solution to the data association problem by posing the data association as a minimum cost network flow problem, and doing it at low cost with an eye toward scalable CPS research.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Real-Time Multi-Vehicle Multi-Camera Tracking with Graph-Based Tracklet Features

An essential application in intelligent transportation systems is multi-target multi-camera tracking (MTMCT), where the target’s activity is tracked from different cameras. Although the tracking-by-detection scheme is the primary paradigm in MTMCT, the object association information from the video frames is lost. This is mainly because the multi-camera multi-object matching uses the information from the video frames separately. To solve this problem and leverage this association information, we propose an MTMCT framework, where features are built in the form of a graph and a graph similarity algorithm is used to match multi-camera objects. In this paper, we focus on the real-time scenario, where only the past images are used to match an object. Our method achieves an IDF1 score (the ratio of the number of correctly identified objects to the number of ground truth and average objects) of 0.75 with a rate of 14 frames per second (fps).

Engineering↗
DOE OSTI2020

H2Fills™ [SWR-19-67]

H2FillS: Hydrogen Filling Simulation The Hydrogen Filling Simulation (H2FillS) software is a thermodynamic model designed to track and report on the transient change in hydrogen temperature, pressure, and mass flow when filling a fuel cell electric vehicle (FCEV). H2FillS simulates gas flow from the hydrogen station to the FCEV storage system. Using empirical fueling data sets, the model has been validated over a range of fueling conditions to match common light-duty FCEV fill profiles. Overall, it provides significant benefits to the light-duty fueling market and fill knowledge gaps of the interaction between a hydrogen station and an FCEV. Capabilities Use the comprehensive H2FillS model to: Safely design and operate a hydrogen fueling station Support code refinement with readily available data Develop system and operational improvements to reduce capital or operating costs at hydrogen stations or on-board FCEVs. How It Works H2FillS uses a "drag-and-drop" graphical user interface to simulate station and vehicle systems with preset parameters for common hydrogen station components as default values. When needed, users can define their own parameters to create their own station or vehicle components. Download H2FillS in Two Steps Read the terms of the end user software license agreement. Register to download the software. There are two versions of the model: A full-station model starts the simulation at high-pressure ground storage, runs through a dispenser, and ends at a vehicle storage system. A partial-station model starts at the dispenser breakaway and consists solely of the dispenser components and the vehicle storage system. H2FillS will automatically output fill performance data from the vehicle by tracking pressure and temperature throughout the fill. Users can input their own fill profiles into the model to run a variety of simulations.

Peters, Michael↗
DOE OSTI2026

The ABCs of On-Demand Transit (ODT)

On-demand mobility - also referred to as on-demand transit (ODT) - is a form of public mobility that is flexible with respect to where and when service is provided, and ODT deployments have increased significantly in recent years. Transit agencies are becoming increasingly interested in ODT, and due to differing definitions and various service design and business model options, it can be difficult to learn about the emerging industry. This work provides an overview of the definitions of ODT, recent trends internationally and in the U.S., ODT's benefits and challenges (particularly compared to fixed-route transit), three primary service design options, system costs and funding considerations, and a metrics framework for evaluating ODT systems to ensure continued successful performance. Identified benefits include increased service areas, short ride and wait times, increased user flexibility, potential to reduce energy consumption and emissions through shared trips and smaller, right-sized vehicles, increased safety and comfort through door-to-door service, and rich data streams including granular spatio-temporal data that can be analyzed to continuously improve the service. Challenges include scaling ODT service up as small increases in ridership require additional supply to keep service quality high, serving peak times including keeping low wait times, the lack of fixed schedule being challenging for commuters, integrating ODT services with nearby transit systems, and equity for riders without smartphones who cannot track the vehicle in a mobile app. Finally, an overview of seven ODT case studies (in Texas, Missouri, New York, and Ontario, Canada) performed by NREL and related analysis of travel time, energy and emissions, costs, and equity are presented. Initial key findings include: ODT can be cost- and energy-effective compared to fixed-route transit, ODT serves more people than other transit options, and ODT system deployments can be followed by rapid growth.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Contextually aware roadside radiation measurement testbed

Here we demonstrate a contextually aware multimodal roadside radiation measurement detection testbed for traffic monitoring applications in nuclear nonproliferation. Many variables in traffic such as vehicle or cargo size, mass, speed, shape, and distance of closest approach can have significant impacts on the radiation measured from a vehicle-transported radiation source. These factors can lead to uncertainties in the analysis of the radiation source, especially for lower-strength radiation sources of interest. Our testbed, known as the Multimodal Measurement System (MMS) uses non-radiation sensors including magnetometers, geophones, radiofrequency receivers, cameras, and LiDAR to extract contextual information about vehicles passing by the system. These contextual data can then be fused with data from radiation measurements to increase the system’s sensitivity and accuracy in nuclear threat detection applications. This work describes the instrumentation of the MMS and its data acquisition pipeline. Furthermore, we describe the pre-analysis performed on the raw multimodal data streams for data fusion, and the high-level machine learning analyses for detection and characterization. The variety of sensors within the MMS provides a valuable testbed that can be used to identify the combinations of contextual sensors that provide the greatest improvements to radiation source detection and characterization within the restrictions for various proliferation detection applications. The MMS is also modular so that additional combinations of sensors can be explored in the future.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
DOE OSTI2023

Model Predictive Control-Based Trajectory Shaper for Safe and Efficient Adaptive Cruise Control

Recent studies show that commercially-available adaptive cruise control (ACC) systems are string-unstable, indicating that ACC-driven vehicles amplify speed fluctuations from downstream traffic and induce stop-and-go waves. Moreover, it is challenging to revise the original control algorithm of an ACC system to achieve string stability due to its internal complexity and powertrain uncertainties. To achieve desired control performance given a string-unstable ACC system and circumvent revising the original control algorithm, this study proposes a model predictive control-based trajectory shaper (MPC-TS), which only modifies the sensor-measured trajectory information (i.e., position and speed) of the preceding vehicle. The proposed MPC-TS leverages the input shaping technique to generate reference trajectory to improve string stability, while incorporating tracking errors and vehicle acceleration/deceleration magnitude in the MPC cost function and constraining fluctuations of vehicle speed and spacing to ensure desired car-following performance. Numerical experiments validate the control performance of ACC with the proposed MPC-TS in terms of string stability, safety, traffic efficiency, and comfort.

Zhou, Anye↗
DOE OSTI2023

Estimation of Arrivals on Green at Signalized Intersections Using Stop-Bar Video Detection

Across the world, traffic congestion is increasing with alarming rapidity. Traffic signal control effectiveness, in coordinated networks, is often investigated in relation to the type of vehicle arrivals at the signalized intersections. Recently, several transportation agencies have switched from traditional loop detectors to video detection. When video cameras are accompanied by computer vision, one can extract more information about traffic “dynamics” than by using traditional inductive loop detectors. Collecting arrival times of multiple vehicles after the first arrival at the stop-bar detector might be challenging when using inductive loop detectors (since after the first arrival, detector status is always occupied). However, emerging video detection systems allow tracking of each vehicle’s entrance time in the detection zone, departure time from the detection zone, and the type of vehicle. This information can be used to estimate vehicular arrival and departure times, which then can be fed into machine learning algorithms to estimate arrivals on green (AOG). However, such research ideas have not been documented so far. Thus, this paper presents an estimation model for AOG, which was developed using multigene genetic programming. A robust experimental dataset was collected from a highly calibrated and validated microsimulation model of an 11-intersection corridor in Chattanooga, TN. The results of the model’s performance analysis showed the high accuracy of the training-, testing-, and validation datasets. The practical benefit of this model is that it can be applied to estimate arrival types at intersections where only stop-bar video detection exists.

Engineering↗