Exploiting DLP Illumination Dithering for Reconstruction and Photography of High-Speed Scenes

In this work, we recover fast moving scenes by exploiting the high-speed illumination “dithering” of cheap and easily available digital light processing (DLP) projectors. We first show how to reverse-engineer the temporal dithering for off-the-shelf projectors, using a high-speed camera. DLP dithering can produce temporal patterns commonly used in active vision techniques. Since the dithering occurs at a very high frame-rate, such illumination-based methods can be “speed up” for fast scenes. We demonstrate this with three applications, each of which only requires a single slide to be displayed by the DLP projector. The quality of the result is determined by the camera frame-rate available to the user. Pairing a high-speed camera and a DLP projector, we demonstrate structured light reconstruction at 100 Hz. With the same camera and three or more DLP projectors, we show photometric stereo and demultiplexing applications at 300 Hz. Finally, with a real-time (60 Hz) or still camera, we show that DLP illumination acts as a very fast flash, allowing strobe photography of high-speed scenes. We discuss, in depth, some characteristics of the temporal dithering with a case study of a particular projector. Finally, we describe limitations, trade-offs and other issues relating to this work.     

On active acceleration control of vibration isolation systems

Active vibration isolation systems (VIS) have been widely used from the space shuttle applications to the ground vehicle suspensions. The main control objective is to achieve the minimum vibrations at the flotor for given vibrations at the stator. With respect to a fundamental limitation of using the PD type flotor acceleration controller, an I (integral) and II (double integral) type flotor acceleration controller is proposed in this paper. By incorporating the feedforward compensation of the umbilical dynamics, the proposed acceleration controller is able to experimentally push down the lowest isolation frequency from 1.4 Hz (when PID control is used) to 0.03 Hz with a sufficiently improved vibration isolation performance up to 10 Hz, with respect to a MIM (Microgravity Vibration Isolation Mount) system tested on the ground. A unique frequency selective filter (FSF) is also proposed, which experimentally suppresses a fixed-frequency umbilical resonant mode at 22.2 Hz with an attenuation of 20 dB.     

Design of high speed gate driver employing IZO TFTs

This paper presents a new bi-side gate driver integrated by indium-zinc-oxide thin film transistors (IZO TFTs). Our optimized operate method can achieve high speed performance by employing a lower duty ratio (25%) CK2 with its pulse located in the middle of the pulse of CK2L to fully use the bootstrapped high voltage of node Q. In addition, the size of devices is optimized by calculation and simulation, and the function of the proposed gate driver is predicted by the circuit simulation. Furthermore, the proposed gate driver with 20 stages is fabricated by the IZO TFTs process. It is shown that a 2.6 μs width pulse with good noise-suppressed characteristic can be successfully output at the condition of R_load = 6 kΩ and C_load = 150 pF. The power consumption of the proposed gate driver with 20 stages is measured as 1 mW. Hence, the proposed gate driver may be applied to the display of 4K resolution (4096 × 2160) at a frame rate of 120 Hz. Moreover, there is a good stability for the proposed gate driver under 48 h operation.     

Effect of pulse frequency on the morphology and nanoindentation property of electroplated nickel films

This paper reports the effect of pulse current with different frequencies on the morphology and mechanical properties of nickel (Ni) films deposited by electroplating. The pulse frequency varies from 0 (DC) to 500 Hz while the duty cycle (T _on/T _off) is 1 during electroplating. The average roughness and deposition rate of Ni films decrease with the increasing frequency. The smoothest Ni surface with average roughness of 16.5 nm is achieved at the frequency of 500 Hz while the deposition rate reaches a nearly stable rate of 0.04 μm/min. The surface concentration of ions does not vary with time at a sufficiently high frequency with a long off time for ion to diffuse onto the surface. It will result in much more nuclei formed on the surface of cathode at a limited growth rate to get small grains for smooth morphology. The nanohardness of Ni film initially decreases rapidly from 3.9 to 1.18 GPa at 0 to 10 Hz, respectively, then increases to about 4.87 GPa in the range of 100–200 Hz, and decreases slowly to 4.0 GPa at 500 Hz. The stiffness of Ni films electroplated by pulse current at 100–200 Hz is higher than that by dc electroplating. The compromised Ni film with smooth morphology, good hardness and proper deposition rate is obtained at frequency of 100–200 Hz under the current density of 3 Adm⁻².     

The application of SEAT values for predicting how compliant seats with backrests influence vibration discomfort

The extent to which a seat can provide useful attenuation of vehicle vibration depends on three factors: the characteristics of the vehicle motion, the vibration transmissibility of the seat, and the sensitivity of the body to vibration. The ‘seat effective amplitude transmissibility’ (i.e., SEAT value) reflects how these three factors vary with the frequency and the direction of vibration so as to predict the vibration isolation efficiency of a seat. The SEAT value is mostly used to select seat cushions or seat suspensions based on the transmission of vertical vibration to the principal supporting surface of a seat. This study investigated the accuracy of SEAT values in predicting how seats with backrests influence the discomfort caused by multiple-input vibration. Twelve male subjects participated in a four-part experiment to determine equivalent comfort contours, the relative discomfort, the location of discomfort, and seat transmissibility with three foam seats and a rigid reference seat at 14 frequencies of vibration in the range 1–20 Hz at magnitudes of vibration from 0.2 to 1.6 ms⁻² r.m.s. The ‘measured seat dynamic discomfort’ (MSDD) was calculated for each foam seat from the ratio of the vibration acceleration required to cause similar discomfort with the foam seat and with the rigid reference seat. Using the frequency weightings in current standards, the SEAT values of each seat were calculated from the ratio of overall ride values with the foam seat to the overall ride values with the rigid reference seat, and compared to the corresponding MSDD at each frequency. The SEAT values provided good predictions of how the foam seats increased vibration discomfort at frequencies around the 4-Hz resonance but reduced vibration discomfort at frequencies greater than about 6.3 Hz, with discrepancies explained by a known limitation of the frequency weightings.     

Police officer in-vehicle discomfort: Appointments carriage method and vehicle seat features

Musculoskeletal pain is commonly reported by police officers. A potential cause of officer discomfort is a mismatch between vehicle seats and the method used for carrying appointments. Twenty-five police officers rated their discomfort while seated in: (1) a standard police vehicle seat, and (2) a vehicle seat custom-designed for police use. Discomfort was recorded in both seats while wearing police appointments on: (1) a traditional appointments belt, and (2) a load-bearing vest/belt combination (LBV). Sitting in the standard vehicle seat and carrying appointments on a traditional appointments belt were both associated with significantly elevated discomfort. Four vehicle seat features were most implicated as contributing to discomfort: back rest bolster prominence; lumbar region support; seat cushion width; and seat cushion bolster depth. Authorising the carriage of appointments using a LBV is a lower cost solution with potential to reduce officer discomfort. Furthermore, the introduction of custom-designed vehicle seats should be considered.     

Real-Time Visual Sensing for Task Planning in a Field Navigation Vehicle

Some agricultural tasks consist of applying chemical treatment to the crops, but the products are applied throughout the field in most cases. In order to automate these tasks, and to apply the products more accurately, an autonomous vehicle can be used. The vehicle is intended to navigate autonomously through a field where plants are arranged in rows, following the crop rows. Its main sensor is a camera which takes perspective images of the area close to and in front of the vehicle. The vehicle is equipped with a treating device consisting of a bar with 30 spray nozzles. When the plants, which have been identified at some distance in front of the vehicle, reach the position of the treating device, the nozzles which are over a plant are switched on, thus applying the treatment. The typical vehicle speed is 1 m/s and the video frame rate is 10 Hz. A distributed system, consisting of several processors interconnected by serial links, is used, where each module accomplishes a different task: vehicle control, guidance information, image segmentation, map building and nozzle switching. The work explained in this paper is mainly focused on the latter parts of the system, map building and nozzle switching, and stresses the methods used to fit the time requirements. Real-time performance is achieved. Some results and time measurements are given.     

基于AT89C51单片机的交通灯系统设计

以单片机AT89C51作为城市交通灯的控制核心,模拟定周期交通信号灯的工作状态;针对复杂多变的路况环境,特别增设了路段遇忙调整、紧急情况处理、特种车检测、语音提示等模块,进一步完善了交通灯控制系统。     

Evaluating the use of ECG signal in low frequencies as a biometry

Traditional strategies, such as fingerprinting and face recognition, are becoming more and more fraud susceptible. As a consequence, new and more fraud proof biometrics modalities have been considered, one of them being the heartbeat pattern acquired by an electrocardiogram (ECG). While methods for subject identification based on ECG signal work with signals sampled in high frequencies (>100 Hz), the main goal of this work is to evaluate the use of ECG signal in low frequencies for such aim. In this work, the ECG signal is sampled in low frequencies (30 Hz and 60 Hz) and represented by four feature extraction methods available in the literature, which are then feed to a Support Vector Machines (SVM) classifier to perform the identification. In addition, a classification approach based on majority voting using multiple samples per subject is employed and compared to the traditional classification based on the presentation of single samples per subject each time. Considering a database composed of 193 subjects, results show identification accuracies higher than 95% and near to optimality (i.e., 100%) when the ECG signal is sampled in 30 Hz and 60 Hz, respectively, being the last one very close to the ones obtained when the signal is sampled in 360 Hz (the maximum frequency existing in our database). We also evaluate the impact of: (1) the number of training and testing samples for learning and identification, respectively; (2) the scalability of the biometry (i.e., increment on the number of subjects); and (3) the use of multiple samples for person identification.     

Equivalent electrical network for performance characterization of piezoelectric peristaltic micropump

Utilizing an electronic–hydraulic analogy, this study develops an equivalent electrical network of a piezoelectric peristaltic micropump which has not been modeled the whole system operation completely by computational fluid dynamics (CFD) or equivalent electrical network so far due to its excessive complicated structure. The validity of the proposed model is verified by comparing the simulation results obtained using the SPICE (simulation program with integrated circuit emphasis) software package for flow rate spectrum and its maximum state of a typical micropump with the experimental observations for two working fluids, namely DI water and blood. The simulation results predict a maximum flow rate frequency and flow rate of 280 Hz and 43.23 μL/min, respectively, for water, and 210 Hz and 24.12 μL/min for blood. The corresponding experimental results are found to be 300 Hz and 41.58 μL/min for water and 250 Hz and 23.75 μL/min for blood. The relatively poorer agreement between the two sets of results when using blood as the working fluid is thought to be the result of the non-Newtonian nature of blood, which induces a more complex, non-linear flow behavior within the micropump. Having validated the proposed model, the equivalent network is used to perform a systematic analysis of the correlation between the principal micropump design parameters and operating conditions and the micropump performance. The results confirm the validity of the equivalent electrical network model as the first microfluidic modeling tool for optimizing the design of peristaltic micropumps and for predicting their performance.     

Applying signal detection theory to determine the ringtone volume of a mobile phone under ambient noise

Although technologies for automatically adjusting the volume of mobile phone ringtones according to the ambient noise level have been developed, few studies have investigated the volume (dB) of the ringtone. This study suggested design recommendations for the ringtone volume under loud ambient noise. Based on signal detection theory, two-alternative forced-choice tracking was performed by thirty subjects to obtain hearing thresholds under noisy conditions. Six experimental conditions were examined: all combination of three pure tone frequencies (500 Hz, 1000 Hz, 4000 Hz) and two white noise levels (70 dB, 80 dB). The results showed that the ringtone volume should increase by 10–15 dB on average when the noise level increases from 70 dB to 80 dB. When adjusting the volume according to the ambient noise level, the volume should be changed differently according to the frequencies of a ringtone. The ringtone should be composed of low-frequency sounds under loud ambient noise because the subjects were very sensitive to the pure tone with frequency of 500 Hz. The results of this study could be used when developing design guidelines for the adaptive ringtone of a mobile phone. Moreover, designers can use this method to design other auditory signals such as notification and emergency alarms that have different chances of signal detectability.Relevance to industryThe results of this study may provide useful information to designers who consider the volume and frequency of a ringtone when adjusting ringtone volume according to ambient noise level. Moreover, the method used in the study could also be widely used to design auditory signals of mobile devices other than mobile phones.     

Crystallization of amorphous‐Si using nanosecond laser interference method

Laser crystallization of a 50‐nm thick amorphous‐Si (a‐Si) thin film on glass substrate was examined by a Nd:YAG (λ = 1064 nm) nanosecond laser and a two‐beam laser interference method. In spite of the low absorption rate of the laser wavelength in the a‐Si, crystallized Si ripple patterns were observed following a single laser pulse irradiation. The atomic force microscope (AFM) measurement revealed that surface ripple arrays are protruded as high as 120 nm at the positions corresponding to the maximum laser intensity and the ripples are composed of narrow double peaks with a separation of 1 μm. Raman image mapping was used to plot the spatial distribution of the crystallized Si phase. It was found that a 1064‐nm‐wavelength nanosecond laser could crystallize an a‐Si thin film into polycrystalline‐Si (poly‐Si) by nonlinear absorption under high laser energy irradiation.     

A real-time vehicle detection and a novel vehicle tracking systems for estimating and monitoring traffic flow on highways

Real-time highway traffic monitoring systems play a vital role in road traffic management, planning, and preventing frequent traffic jams, traffic rule violations, and fatal road accidents. These systems rely entirely on online traffic flow info estimated from time-dependent vehicle trajectories. Vehicle trajectories are extracted from vehicle detection and tracking data obtained by processing road-side camera images. General-purpose object detectors including Yolo, SSD, EfficientNet have been utilized extensively for real-time object detection task, but, in principle, Yolo is preferred because it provides a high frame per second (FPS) performance and robust object localization functionality. However, this algorithm’s average vehicle classification accuracy is below 57%, which is insufficient for traffic flow monitoring. This study proposes improving the vehicle classification accuracy of Yolo, and developing a novel bounding box (Bbox)-based vehicle tracking algorithm. For this purpose, a new vehicle dataset is prepared by annotating 7216 images with 123831 object patterns collected from highway videos. Nine machine learning-based classifiers and a CNN-based classifier were selected. Next, the classifiers were trained via the dataset. One out of ten classifiers with the highest accuracy was selected to combine to Yolo. This way, the classification accuracy of the Yolo-based vehicle detector was increased from 57% to 95.45%. Vehicle detector 1 (Yolo) and vehicle detector 2 (Yolo + best classifier), and the Kalman filter-based tracking as vehicle tracker 1 and the Bbox-based tracking as vehicle tracker 2 were applied to the categorical/total vehicle counting tasks on 4 highway videos. The vehicle counting results show that the vehicle counting accuracy of the developed approach (vehicle detector 2 + vehicle tracker 2) was improved by 13.25% and this method performed better than the other 3 vehicle counting systems implemented in this study.     

Continuous-time interface for a micromachined capacitive accelerometer with NEA of 4 g and bandwidth of 300 Hz

A continuous-time accelerometer interface is feasible when a high dynamic range together with a wide signal band is required. In this paper the implementation of a continuous-time force-feedback loop for a capacitive sensor element with a full-scale signal of ±1.5 g is presented. The interface is measured to attain a noise equivalent acceleration (NEA) density of 500  at 30 Hz for the on-chip digitized output and 300  at 30 Hz for the analog output using a capacitive half-bridge sensor element with a single pair of electrodes. The essential circuit structures of the closed-loop sensor will be presented and analyzed in detail.     

Localizing Ground Penetrating RADAR: A Step Toward Robust Autonomous Ground Vehicle Localization

Autonomous ground vehicles navigating on road networks require robust and accurate localization over long‐term operation and in a wide range of adverse weather and environmental conditions. GPS/INS (inertial navigation system) solutions, which are insufficient alone to maintain a vehicle within a lane, can fail because of significant radio frequency noise or jamming, tall buildings, trees, and other blockage or multipath scenarios. LIDAR and camera map‐based vehicle localization can fail when optical features become obscured, such as with snow or dust, or with changes to gravel or dirt road surfaces. Localizing ground penetrating radar (LGPR) is a new mode of a priori map‐based vehicle localization designed to complement existing approaches with a low sensitivity to failure modes of LIDAR, camera, and GPS/INS sensors due to its low‐frequency RF energy, which couples deep into the ground. Most subsurface features detected are inherently stable over time. Significant research, discussed herein, remains to prove general utility. We have developed a novel low‐profile ultra‐low power LGPR system and demonstrated real‐time operation underneath a passenger vehicle. A correlation maximizing optimization technique was developed to allow real‐time localization at 126 Hz. Here we present the detailed design and results from highway testing, which uses a simple heuristic for fusing LGPR estimates with a GPS/INS system. Cross‐track localization accuracies of 4.3 cm RMS relative to a “truth” RTK GPS/INS unit at speeds up to 100 km/h (60 mph) are demonstrated. These results, if generalizable, introduce a widely scalable real‐time localization method with cross‐track accuracy as good as or better than current localization methods.     

An analysis of 'looked but failed to see' accidents involving parked police vehicles

Drivers who collide with a vehicle that is parked on the hard shoulder of a motorway or dual-carriageway sometimes claim not to have seen it before the collision. Previous research into vehicle conspicuity has taken such 'looked but failed to see' claims at face value, and concentrated on attempting to remedy the problem by making vehicles more conspicuous in sensory terms. However, the present study describes investigations into accidents of this kind which have involved stationary police cars, vehicles which are objectively highly conspicuous. Two laboratory studies showed that experienced drivers viewing a film of dual-carriageway driving were slower to respond to a parked police car as a 'hazard' if it was parked directly in the direction of travel than if it was parked at an angle; this effect was more pronounced when the driver's attention was distracted with a secondary reasoning task. Taken together with the accident reports, these results suggest that 'looked but failed to see' accidents may arise not because the parked vehicle is difficult to see, but for more cognitive reasons, such as vigilance failure, or possession by the driver of a 'false hypothesis' about the road conditions ahead. An emergency vehicle parked in the direction of travel, with only its blue lights flashing, may encourage drivers to believe that the vehicle is moving rather than stationary. Parking at an angle in the road, and avoiding the use of blue lights alone while parked, are two steps that drivers of parked emergency vehicles should consider taking in order to alert approaching drivers to the fact that a stationary vehicle is ahead.     

An analysis of 'looked but failed to see' accidents involving parked police vehicles

Drivers who collide with a vehicle that is parked on the hard shoulder of a motorway or dual-carriageway sometimes claim not to have seen it before the collision. Previous research into vehicle conspicuity has taken such ‘looked but failed to see’ claims at face value, and concentrated on attempting to remedy the problem by making vehicles more conspicuous in sensory terms. However, the present study describes investigations into accidents of this kind which have involved stationary police cars, vehicles which are objectively highly conspicuous. Two laboratory studies showed that experienced drivers viewing a film of dual-carriageway driving were slower to respond to a parked police car as a ‘hazard’ if it was parked directly in the direction of travel than if it was parked at an angle; this effect was more pronounced when the driver's attention was distracted with a secondary reasoning task. Taken together with the accident reports, these results suggest that ‘looked but failed to see’ accidents may arise not because the parked vehicle is difficult to see, but for more cognitive reasons, such as vigilance failure, or possession by the driver of a ‘false hypothesis’ about the road conditions ahead. An emergency vehicle parked in the direction of travel, with only its blue lights flashing, may encourage drivers to believe that the vehicle is moving rather than stationary. Parking at an angle in the road, and avoiding the use of blue lights alone while parked, are two steps that drivers of parked emergency vehicles should consider taking in order to alert approaching drivers to the fact that a stationary vehicle is ahead.     

Transmission of vertical vibration through a seat: Effect of thickness of foam cushions at the seat pan and the backrest

The perception of vehicle ride comfort is influenced by the dynamic performance of full-depth foam used in many vehicle seats. The effects of the thickness of foam on the dynamic stiffness (i.e., stiffness and damping as a function of frequency) of foam cushions with three thicknesses (60, 80, and 100 mm), and the vibration transmitted through these cushions at the seat pan and the backrest were measured with 12 subjects (6 males and 6 females). With increasing thickness, the stiffness and the damping of the foam decreased. With increasing thickness of foam at the seat pan, the resonance frequencies around 4 Hz in the vertical in-line and fore-and-aft cross-axis transmissibilities of the seat pan cushion and the backrest cushion decreased. For the conditions investigated, it is concluded that the thickness of foam at a vertical backrest has little effect on the vertical in-line or fore-and-aft cross-axis transmissibilities of the foam at either the seat pan or the backrest. The frequencies of the primary resonances around 4 Hz in the vertical in-line transmissibility and the fore-and-aft cross-axis transmissibility of foam at the seat pan were highly correlated. Compared to sitting on a rigid seat pan with a foam backrest, sitting with foam at both the seat pan and the backrest reduced the resonance frequency in the vertical in-line transmissibility of the backrest foam and increased the associated transmissibility at resonance, while the fore-and-aft cross-axis transmissibility of the backrest was little affected. Compared to sitting without a backrest, sitting with a rigid vertical backrest increased the resonance frequency of the fore-and-aft cross-axis transmissibility of the seat pan cushion and increased the transmissibility at resonance.Relevance to industryThe transmissibility of a seat is determined by the dynamic properties of the occupant of the seat and the dynamic properties of the seat. This study shows how the thicknesses of foam at a seat pan and foam at a backrest affect the in-line and cross-axis transmissibilities of the foams at the seat pan and the backrest. The findings have application to the design of vehicle seats to minimise the transmission of vibration to the body.     

Changes in EEG activity before and after exhaustive exercise in sedentary women in neutral and hot environments

This study examined the effect of hyperthermia on brain electrical activity measured with encephalography during prolonged exhaustive exercise in a group of sedentary women (VO₂max = 35 ± 4 mL kg min⁻¹). Two strenuous cycling exercises were performed either in neutral (N-Ex) or in heat (H-Ex) conditions. Tympanic temperature (Tty), heart rate (HR), body mass loss (BML), plasma volume decrease, and brain electrical activity [EEG: α (8–13 Hz) and β(13–30 Hz)-band and α/β index of fatigue: the ratio between EEG activity in the α band and β-band] were recorded throughout the cycling sessions. The Tty increase 1.0 °C in the N-Ex and 1.8 °C in H-Ex. HR increased in both sessions but with significantly higher values during the H-Ex session when compared with the N-Ex session (p < 0.001) (from 85 ± 4 beats min⁻¹ to 164 ± 6 beats min⁻¹ and from 83 ± 6 beats min⁻¹ to 181 ± 8 beats min⁻¹, respectively in N-Ex and in H-Ex). This was associated with a significantly higher BML (p < 0.05) and a higher plasma volume decrease in the H-Ex session (p < 0.01). The α/β index increased significantly during both trials particularly during the H-Ex session (p < 0.05). This was associated with a significant decrease of time to exhaustion (−34%). We suggest that exhausting work in the heat induced a change in gross brain activity (alpha/beta ratio) compared to a longer, less thermally demanding exposure. Fatigue in the heat could be attributed to central factors as well as thermal, cardiac and hydro-electrolytic impairment.