With progress in enabling autonomous cars to drive safely on the road, it is time to start asking how they should be driving. A common answer is that they should be adopting their users' driving style. This makes the assumption that users want their autonomous cars to drive like they drive - aggressive drivers want aggressive cars, defensive drivers want defensive cars. In this paper, we put that assumption to the test. We find that users tend to prefer a significantly more defensive driving style than their own. Interestingly, they prefer the style they think is their own, even though their actual driving style tends to be more aggressive. We also find that preferences do depend on the specific driving scenario, opening the door for new ways of learning driving style preference.
The typical behavioral patterns of a driver are usually referred to by the term . This includes the choice of driving speed, headway, overtaking of other vehicles, or the tendency to commit traffic violations @cite_16 .
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Driving style can characteristically be divided into two categories: “typical” (non-aggressive) and aggressive. Understanding and recognizing driving events that fall into these categories can aid in vehicle safety systems. Potentially-aggressive driving behavior is currently a leading cause of traffic fatalities in the United States. More often than not, drivers are unaware that they commit potentially-aggressive actions daily. To increase awareness and promote driver safety, we are proposing a novel system that uses Dynamic Time Warping (DTW) and smartphone based sensor-fusion (accelerometer, gyroscope, magnetometer, GPS, video) to detect, recognize and record these actions without external processing. Our system differs from past driving pattern recognition research by fusing related inter-axial data from multiple sensors into a single classifier. It also utilizes Euler representation of device attitude (also based on fused data) to aid in classification. All processing is done completely on the smartphone. People's driving behavior is influenced by different human and environmental factors, and several attempts to characterize it have been proposed. Nowadays, the standardization of the CAN bus and the increase of the electronic components units in modern cars offer a large availability of sensors data that make possible a more reliable and direct characterization of driving styles. In this work, we propose the concept of "Driving DNA" as a way of describing the complexity of driving behavior through a set of individual and easy-to-measure quantities. These quantities are responsible for some aspects of the driver's behavior, just as -- in the metaphor -- genes are responsible for the tracts of an individual. The concept has been tested on a dataset collected from the CAN bus consisting of more than 2000 trips performed by 53 people, in a wide scenario of road types and open traffic conditions. The Driving DNAs have been calculated for each person, and a graphical visualization of their comparison is provided. A method for detecting drivers’ intentions is essential to facilitate operating mode transitions between driver and driver assistance systems. We propose a driver behavior recognition method using Hidden Markov Models (HMMs) to characterize and detect driving maneuvers and place it in the framework of a cognitive model of human behavior. HMM-based steering behavior models for emergency and normal lane changes as well as for lane keeping were developed using a moving base driving simulator. Analysis of these models after training and recognition tests showed that driver behavior modeling and recognition of different types of lane changes is possible using HMMs. Abstract Two studies were conducted in order to develop a multidimensional instrument of driving style. In Study 1, we developed a self-report scale assessing four broad domains of driving style—the multidimensional driving style inventory (MDSI). A factor analysis revealed eight main factors, each one representing a specific driving style—dissociative, anxious, risky, angry, high-velocity, distress reduction, patient, and careful. In addition, significant associations were found between the eight factors, on the one hand, and gender, age, driving history, and personality measures of self-esteem, need for control, impulsive sensation seeking, and extraversion, on the other. In Study 2, further associations were found between the eight driving style factors and measures of trait anxiety and neuroticism. The discussion focused on the validity and utility of a multidimensional conceptualization of driving style. In urban environments traffic safety is primarily determined by the successful interaction between road users. In order to define behavioral requirements for future autonomous vehicles, an understanding of these interactions is needed. Therefore this paper analyzes the interaction between drivers and pedestrians at crosswalks from both the driver's and the pedestrian's perspective. A study with driving experiments in real-life traffic was conducted. The study not only investigates how drivers respond to pedestrians who intend to use the crosswalk, but also their response to pedestrians who waive their right-of-way. An analysis of recorded driving and video data identified typical behavior patterns of drivers approaching a crosswalk, as well as of pedestrians crossing on it. Supplemented by questionnaires filled in by drivers and pedestrians, we determined factors which have a relevant impact on successful driver-pedestrian interaction. We confirmed that with higher initial speeds, drivers tend to exhibit more anticipatory driving behavior. Contrary to previous studies, the presented results show a significant influence of the vehicle's speed on the pedestrian's decision process. The gained insights into the driver-pedestrian interaction process provide an opportunity to develop autonomous driving functions with a cooperative driving behavior that conforms to the expectations of both pedestrians and vehicle occupants. Driving aggressively increases the risk of accidents. Assessing a person's driving style is a useful way to guide aggressive drivers toward having safer driving behaviors. A number of studies have investigated driving style, but they often rely on the use of self-reports or simulators, which are not suitable for the real-time, continuous, automated assessment and feedback on the road. In order to understand and model aggressive driving style, we construct an in-vehicle sensing platform that uses a smartphone instead of using heavyweight, expensive systems. Utilizing additional cheap sensors, our sensing platform can collect useful information about vehicle movement, maneuvering and steering wheel movement. We use this data and apply machine learning to build a driver model that evaluates drivers' driving styles based on a number of driving-related features. From a naturalistic data collection from 22 drivers for 3 weeks, we analyzed the characteristics of drivers who have an aggressive driving style. Our model classified those drivers with an accuracy of 90.5 (violation-class) and 81 (questionnaire-class). We describe how, in future work, our model can be used to provide real-time feedback to drivers using only their current smartphone. All drivers have habits behind the wheel. Different drivers vary in how they hit the gas and brake pedals, how they turn the steering wheel, and how much following distance they keep to follow a vehicle safely and comfortably. In this paper, we model such driving behaviors as car-following and pedal operation patterns. The relationship between following distance and velocity mapped into a two-dimensional space is modeled for each driver with an optimal velocity model approximated by a nonlinear function or with a statistical method of a Gaussian mixture model (GMM). Pedal operation patterns are also modeled with GMMs that represent the distributions of raw pedal operation signals or spectral features extracted through spectral analysis of the raw pedal operation signals. The driver models are evaluated in driver identification experiments using driving signals collected in a driving simulator and in a real vehicle. Experimental results show that the driver model based on the spectral features of pedal operation signals efficiently models driver individual differences and achieves an identification rate of 76.8 for a field test with 276 drivers, resulting in a relative error reduction of 55 over driver models that use raw pedal operation signals without spectral analysis For many people, driving is a routine activity where people drive to the same destinations using the same routes on a regular basis. Many drivers, for example, will drive to and from work along a small set of routes, at about the same time every day of the working week. Similarly, although a person may shop on different days or at different times, they will often visit the same grocery store(s). In this paper, we present a novel approach to predicting driver intent that exploits the predictable nature of everyday driving. Our approach predicts a driver's intended route and destination through the use of a probabilistic model learned from observation of their driving habits. We show that by using a low-cost GPS sensor and a map database, it is possible to build a hidden Markov model (HMM) of the routes and destinations used by the driver. Furthermore, we show that this model can be used to make accurate predictions of the driver's destination and route through on-line observation of their GPS position during the trip. We present a thorough evaluation of our approach using a corpus of almost a month of real, everyday driving. Our results demonstrate the effectiveness of the approach, achieving approximately 98 accuracy in most cases. Such high performance suggests that the method can be harnessed for improved safety monitoring, route planning taking into account traffic density, and better trip duration prediction Estimating and predicting traffic situations over time is an essential capability for sophisticated driver assistance systems and autonomous driving. When longer prediction horizons are needed, e.g., in decision making or motion planning, the uncertainty induced by incomplete environment perception and stochastic situation development over time cannot be neglected without sacrificing robustness and safety. Building consistent probabilistic models of drivers interactions with the environment, the road network and other traffic participants poses a complex problem. In this paper, we model the decision making process of drivers by building a hierarchical Dynamic Bayesian Model that describes physical relationships as well as the driver's behaviors and plans. This way, the uncertainties in the process on all abstraction levels can be handled in a mathematically consistent way. As drivers behaviors are difficult to model, we present an approach for learning continuous, non-linear, context-dependent models for the behavior of traffic participants. We propose an Expectation Maximization (EM) approach for learning the models integrated in the DBN from unlabeled observations. Experiments show a significant improvement in estimation and prediction accuracy over standard models which only consider vehicle dynamics. Finally, a novel approach to tactical decision making for autonomous driving is outlined. It is based on a continuous Partially Observable Markov Decision Process (POMDP) that uses the presented model for prediction. The ability to accurately predict and simulate human driving behavior is critical for the development of intelligent transportation systems. Traditional modeling methods have employed simple parametric models and behavioral cloning. This paper adopts a method for overcoming the problem of cascading errors inherent in prior approaches, resulting in realistic behavior that is robust to trajectory perturbations. We extend Generative Adversarial Imitation Learning to the training of recurrent policies, and we demonstrate that our model rivals rule-based controllers and maximum likelihood models in realistic highway simulations. Our model both reproduces emergent behavior of human drivers, such as lane change rate, while maintaining realistic control over long time horizons. Misunderstanding of driver correction behaviors is the primary reason for false warnings of lane-departure-prediction systems. We proposed a learning-based approach to predict unintended lane-departure behaviors and chances of drivers to bring vehicles back to the lane. First, a personalized driver model for lane-departure and lane-keeping behavior is established by combining the Gaussian mixture model and the hidden Markov model. Second, based on this model, we developed an online model-based prediction algorithm to predict the forthcoming vehicle trajectory and judge whether the driver will act a lane departure behavior or correction behavior. We also develop a warning strategy based on the model-based prediction algorithm that allows the lane-departure warning system to be acceptable for drivers according to the predicted trajectory. In addition, the naturalistic driving data of ten drivers were collected to train the personalized driver model and validate this approach. We compared the proposed method with a basic time-to-lane-crossing (TLC) method and a TLC-directional sequence of piecewise lateral slopes (TLC-DSPLS) method. Experimental results show that the proposed approach can reduce the false-warning rate to 3.13 on average at 1-s prediction time. Predicting driver behavior in general, and the problem of predicting an impending lane change in particular have been studied in the community under different aspects and setups. Mostly the problem is approached as a classification problem in which each class represents a possible action in the next few seconds. In this work, we re-define the task as a regression problem, in which the time until the ego-vehicle touches the other lane is predicted. In particular, we use Long-Short-Term-Memory (LSTM) networks to learn to predict the time to lane change. Even though a regression-based formulation of the problem captures more information and should thus be harder to learn, we can show that it provides slightly better results than a comparable classification-based approach. Moreover, the additional precision that we get about the exact time of the impending the lane change could be used to further increase a user's acceptance of advanced driver assistance systems. We also show that it is possible to individualize the network by fine-tuning it to a particular driver's behavior. The fine-tuning results in an improvement of F1-Score while observing about 20 minutes of driving data from that driver. The aim of this study was to validate the stability of the different factors of the Multidimensional Driving Style Inventory (MDSI) [16], which was originally developed and validated with participants in different geographical areas of Israel. In this study, the questionnaire was distributed in the Netherlands and Belgium. A factor analysis of the data of 364 participants revealed five of the eight factors that resulted from the original factor analysis: Angry driving, Anxious driving, Dissociative driving, Distress-reduction driving, and Careful driving style. In addition, 24 items divided over the five factors seem to be stable compared to the 44 items divided over the eight factors of the original analysis. The factors revealed through the analysis of these data were used to determine driver profiles, consisting of one or two driving styles. The next step is to compare self-report data on driving style to actual driving behaviour. Over the last decade, there have been many studies that focus on modeling driver behavior, and in particular detecting and overcoming driver distraction in an effort to reduce accidents caused by driver negligence. Such studies assume that the entire onus of avoiding accidents are on the driver alone. In this study, we adopt a different stance and study the behavior of pedestrians instead. In particular, we focus on detecting pedestrians who are engaged in secondary activities involving their cellphones and similar hand-held multimedia devices from a purely vision-based standpoint. To achieve this objective, we propose a pipeline incorporating articulated human pose estimation, and the use gradient based image features to detect the presence absence of a device in either hand of a pedestrian. Information from different streams and their dependencies on one another are encoded by a belief network. This network is then used to predict a probability score suggesting the involvement of a subject with his her device. A framework for modeling driver behavior within driving simulators is described in this paper. This framework serves as a basis for building human- like driving behavior models for autonomous vehicles operating within the virtual environment of a driving simulator. The framework consists of four units, the Perception Unit, the Emotions Unit, the Decision- making Unit (DMU), and the Decision- implementation Unit (DIU). The Perception Unit defines how the model perceives its environment in local and global terms. The Emotions Unit defines how the model responds emotionally to its environment. The DMU investigates the environment for possible actions that might potentially serve the model's emotional demands. And finally the DIU tries to implement these decisions when a traffic condition, perceived as safe enough for such an implementation, emerges. Each of these units has its own set of fuzzy variables and fuzzy ifthen rules. Any driving model, that is based on this framework, should provide membership function parameters for these fuzzy variables in accordance with the category of human driving behavior this model is targeting. Our framework addresses decision making and implementation at the maneuvering and operational levels of the driving task. Decisions at the planning level are addressed through a script- based traffic controller. The present model is limited to simulating human behaviors when driving in a two- lane rural environment. Driving is a complex task that requires constant attention, and intelligent transportation systems that support drivers in this task must continually infer driver intentions to produce reasonable, safe responses. In this paper we describe a technique for inferring driver intentions, specifically the intention to change lanes, using support vector machines (SVMs). The technique was applied to experimental data from an instrumented vehicle that included both behavioral data and environmental data. Comparing these results to recent results using a novel “mind-tracking” technique, we found that SVMs outperformed earlier algorithms and proved especially effective in early detection of driver lane changes. Driver distraction has been identified as one major cause of unsafe driving. The existing studies on cognitive distraction detection mainly focused on high-speed driving situations, but less on low-speed traffic in urban driving. This paper presents a method for the detection of driver cognitive distraction at stop-controlled intersections and compares its feature subsets and classification accuracy with that on a speed-limited highway. In the simulator study, 27 subjects were recruited to participate. Driver cognitive distraction is induced by the clock task that taxes visuospatial working memory. The support vector machine (SVM) recursive feature elimination algorithm is used to extract an optimal feature subset out of features constructed from driving performance and eye movement. After feature extraction, the SVM classifier is trained and cross-validated within subjects. On average, the classifier based on the fusion of driving performance and eye movement yields the best correct rate and F-measure ( @math for stop-controlled intersections and @math for a speed-limited highway) among four types of the SVM model based on different candidate features. The comparisons of extracted optimal feature subsets and the SVM performance between two typical driving scenarios are presented. Predicting driver behavior is a key component for Advanced Driver Assistance Systems (ADAS). In this paper, a novel approach based on Support Vector Machine and Bayesian filtering is proposed for online lane change intention prediction. The approach uses the multiclass probabilistic outputs of the Support Vector Machine as an input to the Bayesian filter, and the output of the Bayesian filter is used for the final prediction of lane changes. A lane tracker integrated in a passenger vehicle is used for real-world data collection for the purpose of training and testing. Data from different drivers on different highways were used to evaluate the robustness of the approach. The results demonstrate that the proposed approach is able to predict driver intention to change lanes on average 1.3 seconds in advance, with a maximum prediction horizon of 3.29 seconds. This research effort provided valuable insight into the nature and severity of lane changes in a naturalistic driving environment. Sixteen commuters who normally drove more than 25 miles (40 km) in each direction participated. The two research vehicles were a sedan and a sport utility vehicle; each participant drove each vehicle for ten days. Data gathering was automatic, and no experimenter was present in the vehicle. There were 8,667 lane changes observed over 23,949 miles of driving, making this the largest known data collection effort for the study of lane changes. Analysis of the full data set resulted in many interesting findings regarding the frequency, duration, urgency, and severity of lane changes in regard to maneuver type, direction, and other classification variables. A subset of the full data set (500 lane changes) was then analyzed in greater depth using the sensor data collected by the instrumented vehicle. The sampled lane changes were generally of the more severe and urgent types since these are the cases in which a lane change collision avoidance system (CAS) is likely to be of greatest help. Variables analyzed for the sampled lane changes included turn signal use, braking behavior, steering behavior, eye glance patterns, and forward and rearward area analysis. The concept of a safety envelope for lane changes was then developed using the forward and rearward area analyses. Finally, the data were used to provide recommendations for designers of a lane change CAS in terms of display location and activation criteria. Overall, the research described in this report provides insight into the behaviors and parameters associated with lane changes, while the naturalistic data archive has the potential to address other questions related to driving behavior. This paper investigates the effect of travel time variability on drivers' route choice behavior in the context of Shanghai, China. A stated preference survey is conducted to collect drivers' hypothetical choice between two alternative routes with designated unequal travel time and travel time variability. A binary choice model is developed to quantify trade-offs between travel time and travel time variability across various types of drivers. In the model, travel time and travel time variability are, respectively, measured by expectation and standard deviation of random travel time. The model shows that travel time and travel time variability on a route exert similarly negative effects on drivers' route choice behavior. In particular, it is found that middle-age drivers are more sensitive to travel time variability and less likely to choose a route with travel time uncertainty than younger and elder drivers. In addition, it is shown that taxi drivers are more sensitive to travel time and more inclined to choose a route with less travel time. Drivers with rich driving experience are less likely to choose a route with travel time uncertainty.