Modeling Driver Behavior in a Connected Environment · Modeling Driver Behavior in a Connected...
Transcript of Modeling Driver Behavior in a Connected Environment · Modeling Driver Behavior in a Connected...
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Modeling Driver Behavior in a Connected EnvironmentIntegration of Microscopic Traffic Simulation and
Telecommunication Systems
Alireza Talebpour
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Connectivity in the Modern Age
Sensor Technology
Info
rmat
ion
Leve
l
Everything is getting connected and users are atthe center of this web of connectivity.
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Smart Cities Vision
Image Powered by Intel
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Automated vs. Connected
VehicleOperation
No AutomationLimited
Self-DrivingAutomation
CombinedFunction
Automation
Function SpecificAutomation
Full Self-DrivingAutomation
CO
NN
EC
TIV
ITY
• Improve drivers’ strategic and operational decisions.
Vehicle-to-Vehicle (V2V)Communications
Vehicle-to-Infrastructure (V2I)Communications
• Increase drivers’ situationalawareness.
• Improve drivers’ strategicdecisions.
• Improve drivers’ operationaldecisions.
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Automated vs. Connected
VehicleOperation
No AutomationLimited
Self-DrivingAutomation
CombinedFunction
Automation
Function SpecificAutomation
Full Self-DrivingAutomation
CO
NN
EC
TIV
ITY
• Enhance self-contained sensing capabilities through real-timemessaging.
Vehicle-to-Vehicle (V2V)Communications
Vehicle-to-Infrastructure (V2I)Communications
• Improve vehicles’ operationaldecisions.
• Improve vehicles’ strategicdecisions.
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Applications for Connectivity
Vehicle-to-Vehicle (V2V)Communications
• Emergency Break Light Warning• Forward Collision Warning• Intersection Movement Assist• Blind Spot and Lane Change Warning
Vehicle-to-Infrastructure (V2I)Communications
• Speed Harmonization• Intelligent Traffic Signals• Enable Traveler Information• Transit Connection• Incident Management
• Eco-Routing• Smart Parking• AFV Charging Stations
Image Source: Lexus and Mercedes
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Motivation
Connected Vehicles technology and Vehicle Automation are two emergingtechnologies that will change the driving environment and consequentlydrivers’ behavior.
• Improvements in drivers’ strategic and operational decisions are expected.
• Improvements in mobility, safety, reliability, emissions, and comfort areexpected.
However, the extent of these improvements are unknown.
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Framework
Traffic
AutomatedAutomated
RegularRegular
ConnectedConnected
Car-following
Lane-Changing
Telecommunications
Clustering
AutomatedAutomated
RegularRegular
ConnectedConnected
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Framework
Traffic
AutomatedAutomated
RegularRegular
ConnectedConnected
Car-following
Lane-Changing
Telecommunications
Clustering
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Outline
Image Source: Volvo, Lexus, and USDOT
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Outline
Image Source: Volvo, Lexus, and USDOT
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• The car-following model of Talebpour, Hamdar, and Mahmassani (2011)is used.
• Acceleration Behavior: Probabilistic
• Perception of Surrounding TrafficCondition: Subjective
• Reaction Time: High
• Safe Spacing: High
• High-Risk maneuvers: Possible
• Probabilistic • Recognizes two different driving regimes:• Congested• Uncongested
• Consider crashesendogenously
Talebpour, A., Mahmassani, H., Hamdar, S., 2011. Multiregime Sequential Risk-Taking Model of Car-Following Behavior. Transportation Research Record: Journal of the Transportation Research Board 2260,60-66.
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• The Intelligent Driver Model (Treiber, Hennecke, and Helbing, 2000) isused.
Active V2V Communications Inactive V2V Communications
Active V2I Communications Inactive V2I Communications
• Acceleration Behavior: Deterministic
• Perception of Surrounding Traffic Condition: Accurate
• Reaction Time: Low
• Safe Spacing: Low
• High-Risk maneuvers: Very Unlikely
Treiber, M., Hennecke, A., Helbing, D., 2000. Congested traffic states in empirical observations andmicroscopic simulations. Physical Review E 62(2), 1805-1824.
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• Sources of information: drivers’ perception and road signs
• Behavior is modeled similarly to the “No Automation Not Connected”.
Active V2V Communications Inactive V2V Communications
Active V2I Communications Inactive V2I Communications
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• TMC can detect individual vehicle trajectories• Speed harmonization• Queue warning
• Depending on the availability of V2V Communications:• Active V2V Communications: IDM• Inactive V2V Communications: Talebpour, Hamdar, and Mahmassani.
Active V2V Communications Inactive V2V Communications
Active V2I Communications Inactive V2I Communications
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• No communication between vehicle and TMC
• Depending on the availability of V2V Communications:• Active V2V Communications: IDM• Inactive V2V Communications: Talebpour , Hamdar, and Mahmassani
Active V2V Communications Inactive V2V Communications
Active V2I Communications Inactive V2I Communications
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• On-board sensors are simulated:• SMS Automation Radars (UMRR-00 Type 30) with 90m±2.5% detection
range and ±35 degrees horizontal Field of View (FOV).
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Acceleration Framework
No AutomationNot Connected
No AutomationConnected
Self-DrivingNot Connected
• Speed should be low enough so that the vehicle can react to any eventoutside of the sensor range ( ) (Reece and Shafer, 19931 and Arem,Driel, Visser, 20062).
vmax
1. Reece, D.A., Shafer, S.A., 1993. A computational model of driving for autonomous vehicles.Transportation Research Part A: Policy and Practice 27(1), 23-50.
2. Van Arem, B., van Driel, C.J.G., Visser, R., 2006. The Impact of Cooperative Adaptive Cruise Control onTraffic-Flow Characteristics. Intelligent Transportation Systems, IEEE Transactions on 7(4), 429-436.
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The average breakdown flow in a series of simulations is considered as thebottleneck capacity.
Throughput AnalysisSimulation Segment
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Throughput AnalysisSensitivity Analysis – Connected Vehicles
0% MPR 10% MPR 50% MPR
90% MPR70% MPR 100% MPR
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Throughput AnalysisSensitivity Analysis – Automated Vehicles
0% MPR 10% MPR 50% MPR
90% MPR70% MPR 100% MPR
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Throughput AnalysisSimulation Results
• Low market penetration rates ofautomated and connectedvehicles do not result in asignificant increase in bottleneckcapacity.
• Automated vehicles have morepositive impact on capacitycompared to connected vehicles.
• Capacities over 3000 veh/hr/lanecan be achieved by usingautomated vehicles.
Automated, Connected, andRegular Vehicles
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Throughput AnalysisSummary
Connected Vehicles / Automated vehicles:
• Low penetration rate increases the scatter in fundamental diagram.
• High penetration rate reduces the scatter in fundamental diagram.
• Capacity increases as market penetration rate increases.
Automated vehicles have more positive impact on capacity compared toconnected vehicles.
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A car-following model can be formulated as:
Empirical observations suggest that there exists an equilibrium speed-spacingrelationship:
A platoon of infinite vehicles is string stable if a perturbation from equilibriumdecays as it propagates upstream.
0,0))(,0,( *** ssVsf
Stability Analysis
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Stability Analysis
String Stable Platoon String Unstable Platoon
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Following the definition of string stability, the following criteria guaranteesthe string instability of a heterogeneous traffic flow (Ward, 2009):
where
02
22
n nm
ms
ns
nv
nv
nv ffff
f
Stability Analysis
Ward, J.A., 2009. Heterogeneity, Lane-Changing and Instability in Traffic: A Mathematical Approach,Department of Engineering Mathematics. University of Bristol, Bristol, United Kingdom, p. 126.
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Stability AnalysisHeterogeneous Traffic Flow
At high market penetration rates, The effect ofautomated vehicles on stability is more significant than
connected vehicles.
Connected and Regular Vehicles Automated and Regular Vehicles
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Stability AnalysisHeterogeneous Traffic Flow
• Parameters of regular vehicles areadjusted to create a very unstabletraffic flow.
• Low market penetration rates ofautomated vehicles do not resultin significant stabilityimprovements.
• At low market penetration ratesof automated vehicles,
Automated, Connected, andRegular VehiclesMarket penetration rate
of connected vehicles
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Stability AnalysisSimulation Results
A one-lane highway with an infinite length is simulated.
String Stability as a Function of Reaction Time and Platoon Size is investigated.
10% Automated
Regular 10% Connected 90% Connected
90% AutomatedOscillation RegimeCollision Regime
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Stability AnalysisSummary
The presented acceleration framework is string stable.
Analytical investigations show that string stability can be improved by theaddition of connected and automated vehicles.
• Improvements are observed at low market penetration rates of connectedvehicles (unlike automated vehicles).
• At high market penetration rates, automated vehicles have more positiveimpact on stability compared to connected vehicles.
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Stability AnalysisSummary
Simulation results revealed that
• Oscillation and collision thresholds increase as platoon size decreases.
• Oscillation and collision thresholds increase as market penetration rateincreases.
• Automated vehicles have more positive impact on stability compared toconnected vehicles.
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Outline
Image Source: Volvo, Lexus, and USDOT
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V2V Communications ModelBackground
Algorithms can be categorized into two groups,• Topological methods
Use network topology to select nodes.Network topology changes rapidly; therefore,
Topological date should be transmitted at a high rate
• Statistical methodsUse local measures (e.g. transmission distance).
Topological methods are more accurate.• Clustering algorithms can be used to reduce
the amount of required data transmission.
Image Source: USDOT
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V2V Communications ModelBackground – What is a Cluster?
Each cluster consists of,• One cluster head• Several cluster members
Cluster members can only communicate with the cluster head (1-hopcommunication between cluster members).
A cluster head can communicate with cluster members and other clusterheads from other clusters.
Having stable clusters is the key to reduce signal interference.
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V2V Communications ModelClustering
1. Hassanabadi, B., C., Shea, L., Zhang, and S., Valaee, 2014. Clustering in Vehicular Ad Hoc Networksusing Affinity Propagation. Ad Hoc Networks Part B, Vol. 13, pp. 535-548.
2. Frey, B.J. and D., Dueck, 2007. Clustering by Passing Messages Between Data Points, Science 315,pp.972–976.
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V2V Communications ModelNS3 Implementation
Network Simulator 3 (NS3) is a discrete-event communication networksimulator.
Dedicated Short-Range Communication (DSRC) Protocol is the standardprotocol for V2V communications.
DSRC interface uses 7 non-overlapping channels (Xu et al., 2012):• A control channel with 1000m range.• Six service channels with 30-400m range.
DSRC uses• The control channel to send safety packets.• Service channels to send non-safety packets (e.g. Clustering information)
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V2V Communications ModelNS3 Implementation – Clustering Frequency
Packet size = 50 byte: Location, speed, accelerationPacket Forwarding Overhead = 10 ms (Koizumi et al., 2012)
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V2V Communications ModelNS3 Implementation – Packet Delivery
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Outline
Image Source: Volvo, Lexus, and USDOT
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SPD-HARM SimulationDefinition
Speed Harmonization• Dynamically adjusts and coordinates maximum speed limit based on
Prevailing traffic stateRoad surface conditionWeather
Objectives• Avoid or delay flow breakdown by reducing speed variance• Smooth out shock waves• Improve flow quality and throughput• Reduce delay and improve reliability• Safety?
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SPD-HARM SimulationShockwave Detection
% wavelet transform
TIME
Dist
ance
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SPD-HARM SimulationSpeed Limit Selection Algorithm
Based on Allaby et al. (2007) a reactive decision tree is used.
Allaby, P., B. Hellinga, M. Bullock. Variable Speed Limits: Safety and Operational Impacts of a CandidateControl Strategy for Freeway Applications, IEEE Transactions on Intelligent Transportation Systems, Vol. 8,No. 4, 2007, pp. 671-680.
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SPD-HARM SimulationStudy Segments
Hypothetical Segment
Chicago
3.5 Miles
3.5 Miles
Image Source: Google Maps
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SPD-HARM SimulationResults: Hypothetical Segment
0% Compliance 10% Compliance 90% Compliance
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SPD-HARM SimulationResults: Chicago
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Concluding Remarks
An integration of a traffic simulation framework and a wirelesscommunication simulation framework is presented.
Under the assumptions of this study, mobility will improve and emissions willdecrease by the addition of connected and automated vehicles.
• Automated vehicles are more effective compared to connected vehicles.
Simulating the flow of information is essential to study the effects ofconnected and automated vehicles on mobility, safety, and emissions.
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Outline
Image Source: Volvo, Lexus, and USDOT
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What is Next?
There is a lot more room for improvement.There are a lot of elements to add.
Image Powered by Intel
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What is Next?
Image Source: USDOT
New measures are required and we need to applynew data collection procedures.
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