Development of a Collision Warning System for Adaptive Cruise Control Vehicles Using a Comparison Analysis of Recent Algorithms

Abstract

this paper presents a new Collision Warning (CW) Algorithm for rear-end collisions. Considering the large number of traffic accidents that result due to driver errors or situations that are unpredictable for the driver, many CW Algorithms were developed in the past years. However, these algorithms did not adequately take into account vehicles with an Adaptive Cruise Control (ACC) System. This paper aims to modify these algorithms assuming the presence of an ACC system and to develop a new algorithm considering human factors and maneuvers of vehicles with ACC in critical situations.

Network-level comparison of various Forward Collision Warning algorithms

“…Using a driver simulator, Ararat et al 22 compared a developed algorithm, which is based on velocity information, to previous algorithms in scenarios with and without Adaptive Cruise Control (ACC). The warning time, warning range, final range (i.e., the difference between the stopping distances of the leading and the following vehicles), and velocity at collision, if applicable, were collected for comparison.…”

“…It is worth mentioning that the latter dataset was collected for a different study to evaluate a driver drowsiness warning system. Almost all of the studies compared FCW algorithms at the event level to test the driver reaction, 21 the warning time, [21][22][23] warning distance, 8,14,19,20,22 or probability of positive alarms versus negative alarms. 18 In addition, all the studies used either driving simulators or naturalistic data to assess FCW when a rear-end event occurs or at a braking event.…”

Safe Distance Based Location Privacy in Vehicular Networks

“…In this paper, the safety distance determining algorithm is based on a modified NHTSA algorithm [22], which uses only the velocity information. In (1), d l (i,j) is the leading vehicle's position change, d f (j) is the following position change, i is the following vehicle, j is the leading vehicle, v i is the velocity of following vehicle, v rel (i,j) is the relative velocity between following and leading vehicles, and α max is the maximum deceleration of following vehicle.…”

“…In (1), d l (i,j) is the leading vehicle's position change, d f (j) is the following position change, i is the following vehicle, j is the leading vehicle, v i is the velocity of following vehicle, v rel (i,j) is the relative velocity between following and leading vehicles, and α max is the maximum deceleration of following vehicle. It is noted that α max is usually a constant value [22]. In (2), τ hum is the driver delay, τ sys is the system delay.…”

“…From (20) to (22), WR TTC is the warning broadcast rate, B tot is the total number of broadcast messages in a fix silent period (FSP) of 300 ms, N is the total number of vehicle and T is the total time. B i TTC (t) is the broadcast status of the warning message, if the TTC ij t greater than zero and less than one second, the B i TTC (t) is 1 otherwise 0.…”