驾驶员喜好的LKA介入时机特性与其自然驾驶特性差异的研究

doi:10.19562/j.chinasae.qcgc.2021.06.007

Abstract

Abstract:

Some researches reveal that the prerequisite for LKA system can be adapted to different drivers is the consistency of driver’s favorable LKA intervention timing characteristic with his own naturalistic driving characteristic， but the real?world situation about this is still unknown at present. In view of this， a subjective / objective evaluation test is conducted in this paper to obtain the objective indicators of driver’s favorable LKA intervention timing， and the naturalistic driving data of drivers are collected and the steering return points of drivers are chosen. Then the characteristics of steering return points are quantified with the corresponding indicators extracted. Finally， the indicators of driver’s favorable LKA intervention timing characteristic and his steering return point indicators during naturalistic driving are compared and the results show that for 12.5% of drivers， the favorable LKA intervention timing characteristic is significantly different from his naturalistic driving characteristic.

Key words: lane keeping assistance system, subjective and objective evaluation, naturalistic driving

Jiachen Chen,Hui Chen,Xiaoming Lan,Nishimura Yosuke,Ishihara Atsushi. Study on Discrepancy Between Drivers’ Favorable LKA Intervention Timing Characteristics and Their Naturalistic Driving Characteristics[J].Automotive Engineering, 2021, 43(6): 842-850.

Figures/Tables 16

特性序号	$D L C t h$ /m	$v y - l a n e$ /（m·s^-1）
1	0	0.15
2	0	0.25
3	0.1	0.05
4	0.1	0.40
5	0.2	0.30
6	0.3	0.20
7	0.4	0.10
8	0.4	0.45
9	0.5	0.35
10	0.6	0.25
11	0.7	0.15
12	0.7	0.50
13	0.8	0.40
14	0.9	0.30

$Q 1$ ：介入时机是否合适？
不可接受（过晚）			可接受			不可接受（过早）
极其晚	非常晚	比较晚	稍晚	合适	稍早	比较早	非常早	极其早
-4	-3	-2	-1	0	1	2	3	4

驾驶员序号	回归方程	判定系数 $R ˉ 2$
1	$Q 1 = 5.33 (D L C t h - 0.64 × v y - l a n e - 0.32)$	0.98
2	$Q 1 = 5.01 (D L C t h - 0.38 × v y - l a n e - 0.64)$	0.96
3	$Q 1 = 4.01 ? (D L C t h - 0.80 × v y - l a n e - 0.36)$	0.97
4	$Q 1 = 5.23 (D L C t h - 0.99 × v y - l a n e - 0.33)$	0.88
5	$Q 1 = 5.26 (D L C t h - 0.41 × v y - l a n e - 0.73)$	0.96
6	$Q 1 = 2.43 (D L C t h - 0.65 × v y - l a n e - 0.66)$	0.82
7	$Q 1 = 8.70 (D L C t h - 0.59 × v y - l a n e - 0.41)$	0.90
8	$Q 1 = 5.00 (D L C t h - 0.01 × v y - l a n e - 0.61)$	0.67
9	$Q 1 = 2.66 (D L C t h - 0.60 × v y - l a n e - 0.26)$	0.74
10	$Q 1 = 3.36 (D L C t h - 0.46 × v y - l a n e - 0.74)$	0.85
11	$Q 1 = 4.21 (D L C t h - 0.80 × v y - l a n e - 0.59)$	0.87
12	$Q 1 = 1.88 (D L C t h - 0.49 × v y - l a n e - 0.49)$	0.84
13	$Q 1 = 5.24 (D L C t h - 0.60 × v y - l a n e - 0.44)$	0.88
14	$Q 1 = 2.74 (D L C t h - 0.50 × v y - l a n e - 0.78)$	0.78
15	$Q 1 = 2.81 (D L C t h - 0.25 × v y - l a n e - 0.54)$	0.81
16	$Q 1 = 3.06 (D L C t h - 0.10 × v y - l a n e - 0.44)$	0.65
17	$Q 1 = 6.13 (D L C t h - 0.37 × v y - l a n e - 0.15)$	0.79
18	$Q 1 = 2.54 (D L C t h - 0.76 × v y - l a n e - 0.51)$	0.68
19	$Q 1 = 3.69 (D L C t h - 0.21 × v y - l a n e - 0.66)$	0.81
20	$Q 1 = 5.23 (D L C t h - 0.55 × v y - l a n e - 0.54)$	0.88
21	$Q 1 = 3.69 (D L C t h - 0.28 × v y - l a n e - 0.38)$	0.88
22	$Q 1 = 5.47 (D L C t h - 0.30 × v y - l a n e - 0.41)$	0.96
23	$Q 1 = 4.72 (D L C t h - 0.03 × v y - l a n e - 0.34)$	0.88
24	$Q 1 = 2.74 (D L C t h - 0.80 × v y - l a n e - 0.65)$	0.73

驾驶员序号	$c ˉ 0$ /m	$c ˉ 1$ /s
1	0.32	0.64
2	0.64	0.38
3	0.36	0.80
4	0.33	0.99
5	0.73	0.41
6	0.66	0.65
7	0.41	0.59
8	0.61	0.00
9	0.26	0.60
10	0.74	0.46
11	0.59	0.80
12	0.49	0.49
13	0.44	0.60
14	0.78	0.50
15	0.54	0.25
16	0.44	0.10
17	0.15	0.37
18	0.51	0.76
19	0.66	0.21
20	0.54	0.55
21	0.38	0.28
22	0.41	0.30
23	0.34	0.03
24	0.65	0.80

驾驶员序号	上包络线指标		整体包络线指标		下包络线指标
驾驶员序号	$k 0 - u p$ /m	$k 1 - u p$ /s	$k 0 - m i d$ /m	$k 1 - m i d$ /s	$k 0 - l o w$ /m	$k 1 - l o w$ /s
1	0.71	1.24	0.63	0.52	0.43	0.54
2	0.72	1.84	0.65	1.02	0.35	1.72
3	0.90	1.56	0.82	0.89	0.57	1.38
4	0.80	1.04	0.71	0.74	0.54	0.80
5	0.76	0.63	0.72	0.24	0.62	0.41
6	0.67	1.00	0.59	0.44	0.30	0.41
7	0.60	1.12	0.41	0.86	0.13	0.91
8	0.63	1.94	0.49	1.74	0.16	1.94
9	0.69	1.05	0.53	0.78	0.13	0.92
10	0.73	0.84	0.50	0.84	0.06	1.17
11	0.51	1.59	0.43	0.49	0.14	1.38
12	0.63	1.30	0.60	0.29	0.07	1.26
13	0.56	2.01	0.41	1.34	-0.06	1.91
14	0.87	0.99	0.80	0.58	0.58	0.93
15	0.89	0.61	0.84	0.32	0.65	0.44
16	0.61	1.11	0.48	0.65	0.07	0.93
17	0.91	0.22	0.77	0.17	0.60	0.05
18	0.72	1.06	0.67	0.39	0.41	1.20
19	0.51	1.50	0.41	1.16	0.19	0.64
20	0.66	1.24	0.49	0.68	0.03	0.78
21	0.61	1.08	0.52	0.62	0.26	0.94
22	0.93	0.75	0.83	0.48	0.64	0.51
23	0.54	1.47	0.46	0.64	0.11	1.22
24	0.40	1.72	0.27	0.91	-0.14	1.21

驾驶员序号	$Δ Q 1 ∈ 0,0.5$	$Δ Q 1 ∈ 0.5,2$	$Δ Q 1 ∈ 2, + ∞$
1	0	2	1
2	0	2	1
3	0	0	3
4	0	2	1
5	1	2	0
6	2	1	0
7	0	1	2
8	0	0	3
9	1	2	0
10	0	2	1
11	0	3	0
12	1	2	0
13	0	1	2
14	1	2	0
15	0	3	0
16	0	2	1
17	0	0	3
18	2	1	0
19	0	3	0
20	1	0	2
21	0	2	1
22	0	1	2
23	0	2	1
24	0	2	1

References 19

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Study on Discrepancy Between Drivers’ Favorable LKA Intervention Timing Characteristics and Their Naturalistic Driving Characteristics

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References 19

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驾驶员序号	$Δ Q 1 ∈ 0,0.5$	$Δ Q 1 ∈ 0.5,2$	$Δ Q 1 ∈ 2, + ∞$
1	0	2	1
2	0	2	1
3	0	0	3
4	0	2	1
5	1	2	0
6	2	1	0
7	0	1	2
8	0	0	3
9	1	2	0
10	0	2	1
11	0	3	0
12	1	2	0
13	0	1	2
14	1	2	0
15	0	3	0
16	0	2	1
17	0	0	3
18	2	1	0
19	0	3	0
20	1	0	2
21	0	2	1
22	0	1	2
23	0	2	1
24	0	2	1

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驾驶员序号	$Δ Q 1 ∈ 0,0.5$	$Δ Q 1 ∈ 0.5,2$	$Δ Q 1 ∈ 2, + ∞$
1	0	2	1
2	0	2	1
3	0	0	3
4	0	2	1
5	1	2	0
6	2	1	0
7	0	1	2
8	0	0	3
9	1	2	0
10	0	2	1
11	0	3	0
12	1	2	0
13	0	1	2
14	1	2	0
15	0	3	0
16	0	2	1
17	0	0	3
18	2	1	0
19	0	3	0
20	1	0	2
21	0	2	1
22	0	1	2
23	0	2	1
24	0	2	1

驾驶员序号	$Δ Q 1 ∈ 0,0.5$	$Δ Q 1 ∈ 0.5,2$	$Δ Q 1 ∈ 2, + ∞$
1	0	2	1
2	0	2	1
3	0	0	3
4	0	2	1
5	1	2	0
6	2	1	0
7	0	1	2
8	0	0	3
9	1	2	0
10	0	2	1
11	0	3	0
12	1	2	0
13	0	1	2
14	1	2	0
15	0	3	0
16	0	2	1
17	0	0	3
18	2	1	0
19	0	3	0
20	1	0	2
21	0	2	1
22	0	1	2
23	0	2	1
24	0	2	1