Modeling Integrated Lane-Changing Behavior

Abstract

The lane-changing model is an important component within microscopic traffic simulation tools. Following the emergence of these tools in recent years, interest in the development of more reliable lane-changing models has increased. Lane-changing behavior is also important in several other applications such as capacity analysis and safety studies. Lane-changing behavior is usually modeled in two steps: (a) the decision to consider a lane change, and (b) the decision to execute the lane change. In most models, lane changes are classified as either mandatory (MLC) or discretionary (DLC). MLC are performed when the driver must leave the current lane. DLC are performed to improve driving conditions. Gap acceptance models are used to model the execution of lane changes. The classification of lane changes as either mandatory or discretionary prohibits capturing trade-offs between these considerations. The result is a rigid behavioral structure that does not permit, for example, overtaking when mandatory considerations are active. Using these models within a microsimulator may result in unrealistic traffic flow characteristics. In addition, little empirical work has been done to rigorously estimate the parameters of lane-changing models. An integrated lane-changing model, which allows drivers to jointly consider mandatory and discretionary considerations, is presented. Parameters of the model are estimated with detailed vehicle trajectory data.

A framework for simulation of surrounding vehicles in driving simulators

“…The stateof-the-art in lane-changing models includes Gipps (1986), Hidas (2002Hidas ( , 2005 and Toledo et al (2005Toledo et al ( , 2003. For an overview of lane changing models see Toledo (2007) or Janson Olstam (2005).…”

Modeling and Predicting Stochastic Merging Behaviors at Freeway On-Ramp Bottlenecks

“…From Figure 9, we can see that the Weibull distribution well fits the merging probability distribution of the critical gap in both LA and SH. This result can be applied to microscopic traffic simulation, where the Weibull distribution could be more appropriate than the lognormal distribution [17]. Furthermore, the critical gap which is stochastic can help to explain free, forced, and cooperative lane changing [22,23].…”

“…Current simulation models, such as MITSIM [17], CORSIM [18], VISSIM [19], and TransModeler [20], use critical gaps in different ways. For example, risk factors are used to define the critical gaps in CORSIM; and a psychophysical model is used in VISSIM to obtain a critical gap.…”

On the Construction of a Safety Gap Prediction Model for Freeway Bus Lane-Changing Maneuver Using Driving Simulator Data

“…The critical gap was generally defined as the minimum value of the accepted gap. Furthermore, past research (Ahmed et al, 1996;Toledo et al, 2003) indicated that the size of the accepted gap could vary with the speed of the subject vehicle, its lead and lag vehicle, the longitudinal inter-vehicle' spacing, traffic conditions, and driver characteristics, etc. Therefore, the concept of accepted gap and critical gap were adopted in this study to develop a safety gap prediction model for potential application in the development of lane-change support systems.…”

“…Many traffic-flow simulation models applied Gipps' lane-change decision model to simulate vehicle lane-change maneuvers. In CORSIM (FHWA, 1998) and some major research (Ahmed, Ben-Akiva, Koutsopoulos, & Mishalani, 1996;Toledo, Koutsopoulos, & Ben-Akiva, 2003) the types of lane change were classified as either mandatory or discretionary. Mandatory lane change logic was applied to a driver when the driver was required to leave the current lane; discretionary lane change logic was used when the driver perceived the driving conditions in the target lane to be better, although a lane change was not required.…”