Examining lane change gap acceptance, duration and impact using naturalistic driving data
Examining lane change gap acceptance, duration and impact using naturalistic driving data
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使用自然驾驶数据检查变道间隙接受度、持续时间和影响
DOI：
10.1016/j.trc.2019.05.024
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发表时间：
2019-07-01
影响因子：
8.3
通讯作者：
Quddus, Mohammed
中科院分区：
文献类型：
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作者：
Yang, Minming;Wang, Xuesong;Quddus, Mohammed
变道分析对于微仿真和安全性改进具有重要意义，也可以为先进驾驶辅助系统（ADAS）和自动驾驶汽车（cav）提供参考。然而，很少有研究全面探索变道，特别是在中国，一个目前的自动驾驶汽车测试地点。本研究开发了一种自动提取算法，从上海自然驾驶研究中提取了5339个变道事件，并利用这些数据分析了变道的核心成分：间隙接受度、持续时间和对后续车辆的影响。采用多水平混合效应线性模型，研究间隙接受度与持续时间及其影响因素之间的关系；然后使用速度变化率、制动时间戳和碰撞时间（TTC）来评估影响。关键结果表明：(1)道路类型和动力因素对间隙接受度的影响较大，环境变量、车辆类型和运动参数对超前和滞后间隙的影响显著；(2)持续时间在0.7 ~ 16.1 s之间变化，受间隙接受等变量的显著影响，但不受动机的显著影响；(3)高达1 / 5的中国FV驾驶员对加速超过10%的变道响应；(4)近一半的FVs在感知到车辆变道意图时采取了制动，90%的FVs在TTC达到4.7 s之前采取了制动；(5)在70%以上的变道过程中，最小TTC发生在起始点和跨道点之间。除了推动变道理论的国际发展外，该研究的重要应用之一是可以设计自动驾驶汽车在更安全的TTC阶段进行制动。
Analysis of lane change is important for microsimulation and safety improvement, and can also provide reference for advanced driver assistance systems (ADAS) and connected and autonomous vehicles (CAVs). Yet little research has comprehensively explored lane changing, particularly in China, a site of current CAV testing. This study developed an automatic extraction algorithm to retrieve 5339 lane change events from the Shanghai Naturalistic Driving Study, and used the data to examine the core lane change components: gap acceptance, duration, and impact on the following vehicle (FV). Multilevel mixed-effects linear models were employed to develop relationships between gap acceptance and duration and the influencing factors; impact was then assessed using speed change rate, brake timestamping, and time-to-collision (TTC). Key results showed that (1) gap acceptance varied by roadway type and motivation, and lead and lag gaps were significantly affected by environmental variables, vehicle type, and kinematic parameters; (2) duration varied from 0.7 s to 16.1 s, significantly affected by variables similar to gap acceptance, but notably, not by motivation; (3) as many as 1 in 5 Chinese FV drivers responded to lane changes with acceleration exceeding 10%; (4) nearly half of FVs braked when they perceived a vehicle's lane-change intention, and 90% braked before TTC reached 4.7 s; (5) in over 70% of lane changes, the minimum TTC occurred between the initiation and cross-lane points. In addition to advancing the international development of lane-change theory, one of this study's important applications is that CAVs can be designed to brake during a safer TTC phase.