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The appearance of an ice jam in a river crucially distorts local hydrodynamic conditions including water level, flow velocity, riverbed form and local scour processes. Laboratory experiments are used for the first time here to study ice-induced scour processes near a bridge pier. Results show that with an ice sheet cover the scour hole depth around a bridge is increased by about 10% compared to under equivalent open flow conditions. More dramatically, ice-jammed flows induce both greater scour depths and scour variability, with the maximum scour depth under an ice-jammed flow as much as 200% greater than under equivalent open flow conditions. Under an ice-jammed condition, both the maximum depth and length of scour holes around a bridge pier increase with the flow velocity while the maximum scour hole depth increases with ice-jam thickness. Also, quite naturally, the height of the resulting deposition dune downstream of a scour hole responds to flow velocity and ice jam thickness. Using the laboratory data under ice-jammed conditions, predictive relationships are derived between the flow’s Froude number and both the dimensionless maximum scour depth and the dimensionless maximum scour length.

Compared to the scour around a single pier, the local scour process around tandem double piers is much more complicated. Based on laboratory experiments in a flume, we conducted the scour process around tandem double piers under an ice-covered flow condition. The results showed that when the pier spacing ratio L/D = 2 (where L = the pier spacing distance, and D = the pier diameter), the rear pier (the downstream one) will intensify the horseshoe vortex process behind the front pier, and the scour depth around the front pier will increase by about 10%. As the pier spacing ratio L/D increases, the scour depth around the front pier will gradually decrease. When the pier spacing ratio L/D = 5, sediment scoured around the front pier begins to deposit between these two piers. To initiate a deposition dune between piers, the pier spacing distance under an ice-covered condition is about 20% more than that under an open flow condition. The results also showed that the existence of the rear pier will lead to an increase in the length of the scour hole but a decrease in the depth of the scour hole around the front pier. The local scour around the front pier interacts with the local scour of the rear pier. The maximum scour depth of the scour hole around the rear pier increases first, then decreases and increases again afterward. When the pier spacing ratio L/D = 9, the scour depth around the rear pier is the least. With an increase in the pier spacing ratio, the influence of the local scour around the front pier on the local scour around the rear pier gradually decreases. When the pier spacing ratio L/D is more than 17, the scour around the front pier has hardly any influence on that around the rear pier. The scour depth around the rear pier is about 90% of that around the front pier.

The migration of a waved-shape accumulation of ice particles under an ice cover (referred to as “ice wave” in this study) is a phenomenon of transport of ice particles during an ice accumulation process in rivers. The migration of an ice wave will affect the pier scour. On the other hand, the local scour at the pier will affect the migration of ice waves. The interaction between the migration of ice waves and local scour around a pier is a very complicated process since not only the channel bed deforms, but also the ice jam develops simultaneously. By conducting a series of flume experiments, the interaction between the local scour around bridge piers and the migration of ice waves was studied. By applying both continuity and momentum equations, an empirical equation has been derived for predicting the thickness of ice waves around the pier. The impacts of the scour hole on the thickness of ice waves around the pier have been studied. The thickness of the wave crest and the migration speed of ice waves have been investigated. Similar to a scour hole in a sand bed, an “ice scour hole” appeared at the bottom of the ice jam around the pier. The existence of the “ice scour hole” affects the development of ice waves. A formula for calculating ice transport capacity has been obtained. Results calculated using the derived formula are in good agreement with those of laboratory experiments.

The interaction between the evolution of an ice jam and the local scour at bridge piers becomes much more complicated due to the evolution of both the channel bed and ice jam. Thus, research work regarding this topic has been hardly conducted. In the present study, experiments under different flow conditions with three different pier shapes were carried out. Through laboratory experiments, the development of scour holes around bridge piers under open flow, ice-covered, and ice-jammed flow conditions was compared. The results show that under the same hydraulic condition and with the same ice discharge rate (Qi/Q), the development of an initial ice jam with a local scour around bridge piers along the entire flume takes a relatively short time. However, it takes a longer time for an ice jam to achieve an equilibrium state. With the presence of a local scour at bridge piers, after an ice jam reaches an equilibrium state, the ice jam thickness, water level, and water depth for flow are relatively larger compared to that without a local scour at the pier. The equilibrium ice jam thickness around the pier is negatively correlated with the initial flow Froude number. When the development of an initial ice jam is dominated by a mechanical thickening process, the rate of the development of a scour hole around a pier is faster. On the other hand, when the development of an initial ice jam is dominated by a hydraulic thickening process, the development of a scour hole around a pier can be treated as a scour process under an ice-covered flow condition. An equation was developed to determine the scour depth around a pier under an ice-jammed flow condition by considering related factors such as the flow Froude number, ice jam thickness, and ice discharge rate. The results of this research can provide a reference for bridge design and safety protection, as well as the interaction mechanism of local scour and ice jam evolution.

There has been a large variety of mobile robots developed to demonstrate navigation capabilities on rural roads or highways. However a small amount of work focuses on autonomous navigation in densely populated areas depending only on a 16-line LiDAR. In this paper, we present an autonomous navigation system for mobile robot which can be used for delivery, cleaning, surveillance and so on in industrial areas and campus where the environment is unstructured and dynamic. The perception of the environment relies on the 16-line LiDAR installed on top of the mobile robot. The proposed system is composed of three components: LiDAR-based mapping and re-localization module, traversable path and obstacle detection module, and path planning and trajectory tracking module. We tested our system on a real mobile robot that can run autonomously on a campus in a complex environment.

to appear in the Proc. of the IEEE International Conference on Robotics and Automation, 2019; International audience; In this work, we propose a novel paradigm to design a hybrid thermal/EO (Electro-Optical or visible-light) camera, whose thermal and RGB frames are pixel-wisely aligned and temporally synchronized. Compared with the existing schemes, we innovate in three ways in order to make it more compact in dimension, and thus more practical and extendable for real-world applications. The first is a redesign of the structure layout of the thermal and EO cameras. The second is on obtaining a pixel-wise spatial registration of the thermal and RGB frames by a coarse mechanical adjustment and a fine alignment through a constant homography warping. The third innovation is on extending one single hybrid camera to a hybrid camera array, through which we can obtain wide-view spatially aligned thermal, RGB and disparity images simultaneously. The experimental results show that the average error of spatial-alignment of two image modalities can be less than one pixel.

In this paper, we propose a new feature-point based RGB-D visual odometry approach for estimating the relative camera motion from two consecutive frames. The approach differs from most feature-point based RGB-D visual odometry approaches in two key aspects: (1) we do not directly use point correspondences to compute relative motion, instead, we link each two distinct points to form a line segment, then utilize correspondences of the generated line segments to estimate relative motion; (2) considering the measurement noise of the RGB-D camera, we design a threshold technique to control the size of maximum clique. Several experiments on real-world dataset show that our method achieved improved accuracy when compared with other recent RGB-D based odometry methods.