Extensions for the Foresighted Driver Model: Tactical lane change, overtaking and continuous lateral control (original) (raw)
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Lane change manoeuvres and safety margins
1999
The relation between perceptual information and the motor response during lane-change manoeuvres was studied in a ®xed-based driving simulator. Eight subjects performed 48 lane changes with varying vehicle speed, lane width and direction of movement. Three sequential phases of the lane change manoeuvre are distinguished. During the ®rst phase the steering wheel is turned to a maximum angle. After this the steering wheel is turned to the opposite direction. The second phase ends when the vehicle heading approaches a maximum that generally occurs at the moment the steering wheel angle passes through zero. During the third phase the steering wheel is turned to a second maximum steering wheel angle in opposite direction to stabilize the vehicle in the new lane. Duration of the separate phases were analysed together with steering amplitudes and Time-to-Line Crossing in order to test whether and how drivers use the outcome of each phase during the lane change manoeuvre to adjust the way the subsequent phase is executed. During the ®rst phase the time margin to the outer lane boundary was controlled by the driver such that a higher speed was compensated for by a smaller steering wheel amplitude. Due to this mechanism the time margin to the lane boundary was not aected by vehicle speed. During the second phase the speed with which the steering wheel was turned to the opposite direction was aected by the time margins to the lane boundary at the start of the second phase. Thereafter, smaller minimum time margins were compensated for by a larger steering wheel amplitude to the opposite direction. The results suggest that steering actions are controlled by the outcome of previous actions in such a way that safety margins are maintained. The results also suggest that visual feedback is used by the driver during lane change manoeuvres to control steering actions, resulting in¯exible and adaptive steering behaviour. Evidence is presented in support of the idea that temporal information on the relation between the vehicle and lane boundaries is used by the driver in order to control the motor response.
2015 IEEE Intelligent Vehicles Symposium (IV), 2015
The Intelligent Driver Model (IDM) is a microscopic, time continuous car following model for the simulation of freeway and urban traffic. Its popularity is grounded in its simplicity and its capacity to describe both single vehicle velocity profiles as well as collective traffic behavior. Nevertheless, it lacks a series of properties that would be desirable for more realistic agent models. In this paper, as an alternative and improvement to the IDM, we propose the Foresighted Driver Model (FDM), which assumes that a driver acts in a way that balances predictive risk (e.g. due to possible collisions along its route) with utility (e.g. the time required to travel, smoothness of ride, etc.). Based on a risk concept developed for full behavior planning, we introduce driver model equations from the assumption that a driver will mainly try to avoid risk maxima in time and space. We show how such a model can be used to simulate driving behavior similar to full behavior planning models and which generalizes and reaches beyond the IDM modeling scenarios.
Lane-changing model with explicit target lane choice
… Record: Journal of the …, 2005
The lane-changing model is an important component of microscopic traffic simulation tools. With the increasing popularity of these tools, a number of lane-changing models have been proposed and implemented in various simulators in recent years. Most of these models are based on the assumption that drivers evaluate the current and adjacent lanes and choose a direction of change (or not to change) based on the utilities of these lanes only. The lane choice set is therefore dictated by the current position of the vehicle, and in multi-lane facilities would be restricted to a subset of the available lanes. Thus, existing models lack an explicit tactical choice of a target lane and therefore cannot explain a sequence of lane changes from the current lane to this lane.
A driver model for vehicle lateral dynamics
International Journal of Vehicle Design, 2011
There have been several studies aiming to develop a realistic driver model in accordance with the increased interest in vehicle safety issues and in computer simulation for a vehicle design. This study is especially considering the human driver's steering process; path planning, feed-forward steering, and preview feedback steering. Important human factors, such as the view angle and the neuromuscular system, are also regarded. The suggested driver model is simulated based on the CarSim vehicle model in a Simulink environment. The simulation results are then compared to the actual vehicle test data and to the driving simulator test data with regard to the four human driver levels. The driver model suggested in this study represents the human steering behaviour and well matches the real vehicle test data.
This paper summarizes a series of advances in lane changing models, which aim to provide fuller and more integrated representation of drivers' behavior. These advances include integration of mandatory and discretionary lane changes in a single framework, inclusion of explicit target lane choice in the decision process and incorporation of various types of lane changing mechanisms, such as cooperative lane changing and forced merging. In the specifications of these models, heterogeneity in the driver population and correlations among the various decisions a single driver makes across choice dimensions and time are addressed. These model enhancements were implemented in the open source microscopic traffic simulator of MITSIMLab. Their impact is demonstrated in validation case studies that compare their performance to existing models.
Modeling the Strategic Behavior of Drivers for Multi-Lane Highway Driving
Journal of Intelligent Transportation Systems, 2014
Current state-of-the-art highway traffic flow simulators rely extensively on models using formulas similar to those describing physical phenomena, such as forces, viscosity, or potential fields. These models have been carefully calibrated to represent the overall flow of traffic and they can also be extended to account for the cognitive limitations of the driver, such as reaction times. However, there are some aspects of driver behavior, such as strategic planning, that are difficult to formulate mathematically. In this article, we describe the YAES-DSIM highway simulator, which integrates virtual physics models with an agent-based model. The virtual physics component models the physical vehicle and the subconscious aspects of the driver behavior, while the agent component is responsible for the strategic and tactical decisions, which are difficult to model using virtual physics. We focus on the lane change decisions of the drivers, with special attention to the optimal lane positioning for a safe exit. We have used the model to simulate the flow of traffic on Highway 408 in Orlando, Florida, and to study the impact of various tactical and strategic decisions on the efficiency and safety of the traffic.
Integrated Lane Changing Models
This paper summarizes a series of advances in lane changing models aiming at providing a more complete and integrated representation of drivers' behaviors. These advances include the integration of mandatory and discretionary lane changes in a single framework, the inclusion of an explicit target lane choice in the decision process and the incorporation of various types of lane-changing mechanisms, such as cooperative lane changing and forced merging. In the specifications of these models, heterogeneity in the driver population and correlations among the various decisions a single driver makes across choice dimensions and time are addressed. These model enhancements were implemented in the open source microscopic traffic simulator of MITSIMLab, and their impact was demonstrated in validation case studies where their performance was compared to that of existing models. In all cases, a substantial improvement in simulation capability was observed.
Trajectory planning and combined control design for critical high-speed lane change manoeuvres
Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering, 2019
The purpose of this research is to develop an advanced driver assistance system for the integrated longitudinal and lateral guidance of vehicles in critical high-speed lane change manoeuvres. The system consists of two parts: trajectory planning and combined control. At the first, by considering the TV position and the available range of longitudinal acceleration, several trajectories with different accelerations are generated. Then, by taking into account the vehicle and tyre dynamics, the most appropriate trajectory is selected. Therefore, the chosen trajectory is collision free and dynamically feasible. Because the trajectory planning is carried out algebraically, it has low computational cost. This is especially valuable in the experimental implementations. At the second part of the study, using a robust combined longitudinal-lateral controller, the control inputs are determined and transmitted to the brake/throttle and steering actuators. Both in the trajectory planning and com...
Driver steering model based on a target & control scheme
2011
This paper aims to develop a driver steering model that can capture driver's key steering mechanisms from a control engineering point of view. Analyses with Double Lane Change (DLC) vehicle test data suggest that, instead of following the traditional concept of trajectory planning, drivers use target points located along the centerline of the lane they are changing to as references