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CSci 435/535: Software Engineering

The Lane-Change Model MOBIL

This is copied from Treiber's webpage

Lane changes takes place, if

the potential new target lane is more attractive, i.e., the "incentive criterion" is satisfied,
and the change can be performed safely, i.e., the "safety criterion" is satisfied.

In our lane change model MOBIL , We base both criteria on the accelerations on the old and the prospective new lanes, as calculated with the longitudinal model, i.e., the IDM in our case.

Model equations:

The safety criterion is satisfied, if the IDM braking deceleration acc'=acc'_IDM imposed on the back vehicle B' of the target lane after a possible change does not exceed a certain limit b_save, this means, the safety criterion

acc' (B') > - b_save

is satisfied. In this formula, the dash of the acceleration acc'=acc'_IDM stands for "after a possible change", while the dash of the back vehicle label B' stands for "on the target lane".
To asses the incentive criterion, we weight the own advantage on the target lane, measured by the increased acceleration (or reduced braking deceleration), against the disadvantage imposed to other drivers, again measured by the decrease acceleration or increased braking deceleration for these drivers. Since we tend to be egoistic, we weight the disadvantage imposed on other drivers with a politeness factor p whose values are typically less than 1, resulting in following incentive criterion:

acc' (M') - acc (M) > p [ acc (B) + acc (B') - acc' (B) - acc' (B') ] + a_thr
- As above, acc mean the actual IDM accelerations while acc' mean the accelerations after a possible change. The car labels M and M' mean "Me" before and after a possible change, respectively, while B and B' mean the back vehicle before and after a possible change, respectively.
- The own advantage is measured by "my" acceleration difference acc' (M') - acc (M) after the change, compared to the actual situation.
- The combined disadvatage to the new and old back vehicles is given by the sum [acc (B) + acc (B')] of the accelerations of both vehicles before the change, minus the acceleration sum [acc' (B) + acc' (B')] of these vehicles after the change.
- To avoid lane-change maneoeuvres triggered by marginal advantages which can lead to frantic lane hopping, an additional lane-changing threshold a_thr has been added to the balance of the above equation.

Model Parameters and Typical Values

Parameter	Typical Value	Remarks
Politeness factor p	0 ... 0.5	For details, see below
Maximum safe deceleration b_save	4 m/s²	Must be lower than maximum deceleration of about 9 m/s²
Threshold a_thr	0.2 m/s²	Must be below the lowest acceleration ability (IDM parameter a) of any vehicle type
Bias to the right lane Delta b	0.2 m/s²	Only for European traffic rules (see below)

The lane-change model MOBIL has the following main features:

While other lane-change models typically assume purely egoistic behaviour, i.e., p=0, we can model different behaviours by varying this factor:
- p > 1 => a very altruistic behaviour.
- p in ]0, 0.5] => a realistic behaviour: Advantages of other drivers have a lower priority, but are not neglected: Notice that this feature means that yielding to "rubberneck drivers" is included into MOBIL.
- p=0 => a purely selfish behaviour. Notice that also selfish drivers do not ignore the safety criterion!
- p<0 => a malicious personality who takes pleasure in thwarting other drivers even at the cost of own disadvantages. This may have some interesting game-theoretic consequences. Of course, even those mischief makers do obey the safety criterion.
A special case is given by p=1 and a_thr=0. In this case, lane changing takes place whenever the sum of the accelerations of all affected drivers increases after the change, or, equivalently, the overall decelerations are minimized.
This effect gave birth to the acronym for this model:

MOBIL = Minimizing Overall Braking decelerations Induced by Lane changes
The model defined by the two equations above describes more or less symmetric lane usage where overtaking on the right is not explicitely forbidden. In many European couuntries, however, the lane usage rules are explicitely asymmetric, particularly,
- One should keep to the right,
- Overtaking to the right is forbidden unless traffic is congested.
For some countries such as Thailand, Britain or Australia, swap "left" and "right".
To incorporate the keep-right directive, one can simply add an we added to the incentive criterion an additional bias in favour of the right lane. Implementing the overtaking rule is more difficult and requires a so-called "longitudinal-transversal coupling", see this reference for details.

More information (in German) can be found at the publication

M. Treiber and D. Helbing, Realistische Mikrosimulation von Straßenverkehr mit einem einfachen Modell , 16. Symposium "Simulationstechnik ASIM 2002" Rostock, 10.09 -13.09.2002, edited by Djamshid Tavangarian and Rolf Gr\"utzner pp. 514--520.

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Last changed Fri Jan 21 14:58:31 2005. David Coppit, david@coppit.org