Autonomous Robots 16, 95–116, 2004
c
2004 Kluwer Academic Publishers. Manufactured in The Netherlands.
A Color Vision-Based Lane Tracking System for Autonomous Driving
on Unmarked Roads
MIGUEL ANGEL SOTELO AND FRANCISCO JAVIER RODRIGUEZ
Department of Electronics, University of Alcala, Alcal
´
adeHenares, Madrid, Spain
michael@depeca.uah.es
fjrs@depeca.uah.es
LUIS MAGDALENA
Department of Applied Mathematics, Technical University, Madrid, Spain
llayos@mat.upm.es
LUIS MIGUEL BERGASA AND LUCIANO BOQUETE
Department of Electronics, University of Alcala, Alcal
´
adeHenares, Madrid, Spain
bergasa@depeca.uah.es
luciano@depeca.uah.es
Abstract. This work describes a color Vision-based System intended to perform stable autonomous driving on
unmarked roads. Accordingly, this implies the development of an accurate road surface detection system that en-
sures vehicle stability. Although this topic has already been documented in the technical literature by different
research groups, the vast majority of the already existing Intelligent Transportation Systems are devoted to as-
sisted driving of vehicles on marked extra urban roads and highways. The complete system was tested on the
BABIECA prototype vehicle, which was autonomously driven for hundred of kilometers accomplishing differ-
ent navigation missions on a private circuit that emulates an urban quarter. During the tests, the navigation sys-
tem demonstrated its robustness with regard to shadows, road texture, and weather and changing illumination
conditions.
Keywords: color vision-based lane tracker, unmarked roads, unsupervised segmentation
1. Introduction
The main issue addressed in this work deals with the
design of a vision-based algorithm for autonomous ve-
hicle driving on unmarked roads.
1.1. Motivation for Autonomous Driving Systems
The deployment of Autonomous Driving Systems is a
challenging topic that has focused the interest of re-
search institutions all across the world since the mid
eighties. Apart from the obvious advantages related to
safety increase, such as accident rate reduction and hu-
man life savings, there are other benefits that could
clearly derive from automatic driving. Thus, on one
hand, vehicles keeping a short but reliable safety dis-
tance by automatic means allow to increase the capac-
ity of roads and highways. This inexorably leads to
an optimal use of infrastructures. On the other hand,
a remarkable saving in fuel expenses can be achieved
by automatically controlling vehicles velocity so as to
keep a soft acceleration profile. Likewise, automatic
cooperative driving of vehicle fleets involved in the
96 Sotelo et al.
transportation of heavy loads can lead to notable in-
dustrial cost reductions.
1.2. Autonomous Driving on Highways
and Extraurban Roads
Although the basic goal of this work is concerned with
the development of an Autonomous Driving System
for unmarked roads, the techniques deployed for lane
tracking in this kind of scenarios are similar to those
developed for road tracking in highways and structured
roads, as long as they face common problems. Nonethe-
less, most of the research groups currently working on
this topic focus their endeavors on autonomously navi-
gating vehicles on structured roads, i.e., marked roads.
This allows to reduce the navigation problem to the lo-
calization of lane markers painted on the road surface.
That’s the case of some well known and prestigious sys-
tems such as RALPH (Pomerleau and Jockem, 1996)
(Rapid Adapting Lateral Position Handler), developed
on the Navlab vehicle at the Robotics Institute of the
Carnegie Mellon University, the impressive unmanned
vehicles developed during the last decade by the re-
search groups at the UBM (Dickmanns et al., 1994;
Lutzeler and Dickmanns, 1998) and Daimler-Benz
(Franke et al., 1998), or the GOLD system (Bertozzi
and Broggi, 1998; Broggi et al., 1999) implemented
on the ARGO autonomous vehicle at the Universita di
Parma. All these systems have widely proved their va-
lidity on extensive tests carried out along thousand of
kilometers of autonomous driving on structured high-
ways and extraurban roads. The effectivity of these re-
sults on structured roads has led to the commercializa-
tion of some of these systems as driving aid products
that provide warning signals upon lane depart. Some
research groups have also undertaken the problem of
autonomous vision based navigation on completely un-
structured roads. Among them are the SCARF and
UNSCARF systems (Thorpe, 1990) designed to ex-
tract the road shape basing on the study of homoge-
neous regions from a color image. The ALVINN (Au-
tonomous Land Vehicle In a Neural Net) (Pomerleau,
1993) system is also able to follow unmarked roads af-
ter a proper training phase on the particular roads where
the vehicle must navigate. The group at the Universi-
tat der Bundeswehr, Munich, headed by E. Dickmanns
has also developed a remarkable number of works on
this topic since the early 80’s. Thus, autonomous guid-
ance of vehicles on either marked or unmarked roads
demonstrated its first results in Dickmanns and Zapp
(1986) and Dickmanns and Mysliwetz (1992) where
nine road and vehicle parameters were recursively es-
timated following the 4D approach on 3D scenes. More
recently, a combination of on- and off-road driving
was achieved in Gregor et al. (2001) using the EMS-
vision (Expectation-based Multifocal Saccadic vision)
system, showing its wide range of maneuvering capa-
bilities as described in Gregor et al. (2001). Likewise,
another similar system can be found in Lutzeler and
Dickmanns (2000) and Gregor et al. (2002), where a
real autonomous system for Intelligent Navigation in
a network of unmarked roads and intersections is de-
signed and implemented using edge detectors for lane
tracking. The vehicle is equipped with a four camera
vision system, and can be considered as the first com-
pletely autonomous vehicle capable to successfully
perform some kind of global mission in an urban-like
environment, also based on the EMS-vision system. On
the other hand, the work developed by the Department
of Electronics at the University of Alcala (UAH) in the
field of Autonomous Vehicle Driving started in 1993
with the design of a vision based algorithm for outdoor
environments (Rodriguez et al., 1998) that was imple-
mented on an industrial fork lift truck autonomously
operated on the campus of the UAH. After that, the de-
velopment of a vision-based system (Sotelo et al., 2001;
De Pedro et al., 2001) for Autonomous Vehicle Driving
on unmarked roads was undertaken until reaching the
results presented in this paper. The complete naviga-
tion system was implemented on BABIECA, an electric
Citroen Berlingo commercial prototype as depicted in
Fig. 1. The vehicle is equipped with a color camera, a
DGPS receiver, two computers, and the necessary elec-
tronic equipment to allow for automatic actuation on
the steering wheel, brake and acceleration pedals. Thus,
complete lateral and longitudinal automatic actuation
is issued during navigation. Real tests were carried out
on a private circuit emulating an urban quarter, com-
posed of streets and intersections (crossroads), located
at the Instituto de Autom
´
atica Industrial del CSIC in
Madrid, Spain. Additionally, a live demonstration ex-
hibiting the system capabilities on autonomous driving
was also carried out during the IEEE Conference on
Intelligent Vehicles 2002, in a private circuit located at
Satory (Versailles), France.
The work described in this paper is organized in the
following sections: Section 2 describes the color vision
based algorithm for lane tracking. Section 3 provides
some global results, and finally, concluding remarks
are presented in Section 4.
A Color Vision-Based Lane Tracking System 97
Figure 1. Babieca autonomous vehicle.
2. Lane Tracking
As described in the previous section, the main goal of
this work is to robustly track the lane of any kind of
road (structured or not). This includes the tracking of
non structured roads, i.e., roads without lane markers
painted on them.
2.1. Region of Interest
The original 480 ×512 incoming image acquired by
a color camera is in real time re-scaled to a low res-
olution 60 × 64 image, by making use of the system
hardware capabilities. It inevitably leads to a decrement
in pixel resolution that must necessarily be assessed.
Thus, the maximum resolution of direct measurements
is between 4 cm, at a distance of 10 m, and 8 cm at 20 m.
Nonetheless, the use of temporal filtering techniques
(as described in the following sections) allows to obtain
finer resolution estimations. As discussed in Bertozzi
et al. (2000) due to the existence of physical and conti-
nuity constraints derived from vehicle motion and road
design, the analysis of the whole image can be replaced
by the analysis of a specific portion of it, namely the
region of interest. In this region, the probability of find-
ing the most relevant road features is assured to be high
by making use of a priori knowledge on the road shape,
according to the parabolic road model proposed. Thus,
in most cases the region of interest is reduced to some
portion of image surrounding the road edges estimated
in the previous iteration of the algorithm. This is a valid
assumption for road tracking applications heavily rely-
ing on the detection of lane markers that represent the
road edges. This is not the case of the work presented
in this paper, as the main goal is to autonomously navi-
gate on completely unstructured roads (including rural
paths, etc). As will be later described, color and shape
features are the key characteristics used to distinguish
the road from the rest of elements in the image. This
leads to a slightly different concept of region of interest
where the complete road must be entirely contained in
the region under analysis.
On the other hand, the use of a narrow focus of at-
tention surrounding the previous road model is strongly
discarded due to the unstable behavior exhibited by the
segmentation process in practice (more detailed justifi-
cation will be given in the next sections). A rectangular
region of interest of 36 ×64 pixels covering the near-
est 20 m ahead of the vehicle is proposed instead, as
shown in Fig. 2. This restriction permits to remove non-
relevant elements from the image such as the sky, trees,
buildings, etc.
2.2. Road Features
The combined use of color and shape restrictions pro-
vides the essential information required to drive on
non structured roads. Prior to the segmentation of the
98 Sotelo et al.
Figure 2. Area of interest.
image, a proper selection of the most suitable color
space becomes an outstanding part of the process. On
one hand, the RGB color space has been extensively
tested and used in previous road tracking applications
on non-structured roads (Thorpe, 1990; Crisman and
Thorpe, 1991; Rodriguez et al., 1998). Nevertheless,
the use of the RGB color space has some well known
disadvantages, as mentioned next. It is non-intuitive
and non-uniform in color separation. This means that
two relatively close colors can be very separated in the
RGB color space. RGB components are slightly cor-
related. A color can not be imagined from its RGB
components. On the other hand, in some applications
the RGB color information is transformed into a differ-
ent color space where the luminance and chrominance
components of the color are clearly separated from each
other. This kind of representation benefits from the fact
that the color description model is quite oriented to hu-
man perception of colors. Additionally, in outdoor en-
vironments the change in luminance is very large due
to the unpredictable and uncontrollable weather con-
ditions, while the change in color or chrominance is
not that relevant. This makes highly recommendable
the use of a color space where a clear separation be-
tween intensity (luminance) and color (chrominance)
information can be established.
The HSI (Hue, Saturation and Intensity) color space
constitutes a good example of this kind of representa-
tion, as it permits to describe colors in terms that can be
intuitively understood. A human can easily recognize
basic color attributes: intensity (luminance or bright-
ness), hue or color, and saturation (Ikonomakis et al.,
2000). Hue represents the impression related to the pre-
dominant wavelength in the perceived color stimulus.
Saturation corresponds to the color relative purity, and
thus, non saturated colors are gray scale colors. Inten-
sity is the amount of light in a color. The maximum
intensity is perceived as pure white, while the mini-
mum intensity is pure black. Some of the most relevant
advantages related to the use of the HSI color space
are discussed below. It is closely related to human per-
ception of colors, having a high power to discriminate
colors, specially the hue component. The difference
between colors can be directly quantified by using a
distance measure. Transformation from the RGB color
space to the HSI color space can be made by means
of Eqs. (1) and (2), where V1 and V2 are intermediate
variables containing the chrominance information of
the color.
I
V
1
V
2
=
1
3
1
3
1
3
−1
√
6
−1
√
6
2
√
6
1
√
6
−2
√
6
1
√
6
·
R
G
B
(1)
H = arctan
V
2
V
1
S =
V
2
1
+ V
2
2
(2)
This transformation describes a geometrical approx-
imation to map the RGB color cube into the HSI color
space, as depicted in Fig. 4. As can be clearly appreci-
ated from observation of Fig. 3, colors are distributed
in a cylindrical manner in the HSI color space. A sim-
ilar way to proceed is currently under consideration
by performing a change in the coordinate frames so as
to align with the I axis, and compute one component
along the I axis and the other in the plane normal to
the I axis. This could save some computing time by
avoiding going through the trigonometry.
Figure 3.Mapping from the RGB cube to the HSI color space.
A Color Vision-Based Lane Tracking System 99
Although the RGB color space has been success-
fully used in previous works dealing with road seg-
mentation (Thorpe, 1990; Rodriguez et al., 1998), the
HSI color space has exhibited superior performance
in image segmentation problems as demonstrated in
Ikonomakis et al. (2000). According to this, we pro-
pose the use of color features in the HSI color space as
the basis to perform the segmentation of non-structured
roads. A more detailed discussion supporting the use
of the HSI color space for image segmentation in
outdoor applications is extensively reported in Sotelo
(2001).
2.3. Road Model
The use of a road model eases the reconstruction of
the road geometry and permits to filter the data com-
puted during the features searching process. Among the
different possibilities found in the literature, models re-
laying on clothoids (Dickmanns et al., 1994) and poly-
nomial expressions have extensively exhibited high
performance in the field of road tracking. More con-
cretely, the use of parabolic functions to model the pro-
jection of the road edges onto the image plane has been
proposed and successfully tested in previous works
(Schneiderman and Nashman, 1994). Parabolic mod-
els do not allow inflection points (curvature changing
sign). This could lead to some problems in very snaky
appearance roads. Nonetheless, the use of parabolic
models has proved to suffice in practice for autonomous
driving on two different test tracks including bended
roads by using an appropriate lookahead distance as
described in Sotelo (2003). On the other hand, some of
the advantages derived from the use of a second order
polynomial model are described below.
• Simplicity: a second order polynomial model has
only three adjustable coefficients.
• Physical plausibility: in practice, any real stretch of
road can be reasonably approximated by a parabolic
function in the image plane. Discontinuities in the
road model are only encountered in road intersec-
tions and, particularly, in crossroads.
According to this, we’ve adopted the use of second
order polynomial functions for both the edges and the
center of the road (the skeleton lines will serve as a ref-
erence trajectory from which the steering angle com-
mand will be obtained), as depicted in Fig. 5.
The adjustable parameters of the several parabolic
functions are continuously updated at each iteration of
the algorithm using a well known least squares estima-
tor, as will be described later. Likewise, the road width
is estimated basing on the estimated road model under
the slowly varying width and flat terrain assumptions.
The joint use of a polynomial road model and the previ-
ously mentioned constraints allows for simple mapping
between the 2D image plane and the 3D real scene us-
ing one single camera.
2.4. Road Segmentation
Image segmentation must be carried out by exploit-
ing the cylindrical distribution of color features in the
HSI color space, bearing in mind that the separation
between road and no road color characteristics is non-
linear. To better understand the most appropriate dis-
tance measure that should be used in the road segmen-
tation problem consider again the decomposition of a
color vector into its three components in the HSI color
space, as illustrated in Fig. 4. According to the previ-
ous decomposition, the comparison between a pattern
pixel denoted by P
p
and any given pixel P
i
can be di-
rectly measured in terms of intensity and chrominance
distance, as depicted in Fig. 5.
From the analytical point of view, the difference
between two color vectors in the HSI space can be
Figure 4. Road model.
Figure 5. Color comparison in HSI space.
