,EEE 4th International Conference on Knowledge-Based Engineering and Innovation (KBEI)

Dec. 22QG, 2017

,ran University of Science and Technology) – Tehran, Iran
I

A Novel Design for Adaptive Cruise Control Based

on Extended Reference Model
Seyed Mehdi Mohtavipour HoseinAli Jafari Hadi Shahriar Shahhoseini
School of electrical and electronic School of electrical and electronic School of electrical and electronic
engineering engineering engineering
Iran University of Science and Iran University of Science and Iran University of Science and
Technology (IUST) Technology (IUST) Technology (IUST)
Tehran, Iran Tehran, Iran Tehran, Iran
mehdi_mohtavipour@elec.iust.ac.ir HoseinAliJafari@elec.iust.ac.ir hshsh@iust.ac.ir

Abstract— Design of master loop controller of an adaptive
cruise control (ACC) is a critical section for this system. In this
paper we focus on the reference model and some constraints like
safety, comfort and driver’s acceptance level. We show that with
zones extending of this reference model we can achieve better
performance and have much more freeness for adapting driver’s
behavior. Because of different driving situations like, hard-stop
and stop-and-go scenarios, designing with fixed parameters is not
a good solution for this system, so with extending the critical
inter-distance, this reference model could have better adaption
for these situations. Two critical zones defined in this extended
reference model satisfied driver’s acceptance level and safety of
the passengers and are discussed with several simulation
scenarios.
Keywords— Automotive, Adaptive cruise control, Stop-and-
go, Extended model reference, Master loop controller;
I. INTRODUCTION
Intelligent transportation systems (ITS) are the most
popular research topics in the automotive industry [1].
Systems like adaptive cruise control and lane keeping assist
are some example of this field of researches. Main goals of
ITS are decreasing human intervention and facilitating
function of drivers. Among the ITS, Cruise control is one of
the oldest systems and in recent years has been improved
widely. First model of this system was designed so that driver
chooses a speed and automotive keeps it until a preceding
vehicle arrives. ACC is an extension of cruise control in which
the vehicle is capable of following a leading car on highways
by actions on the throttle pedal [2].
ACC had a limitation on the speed that it cannot work
properly in low speeds so it’s not useful in traffic jam and
urban driving situations. But nowadays by control on the brake
system and the stop-and-go capability, ACC system can deal
with the vehicle in urban scenarios with frequent and
sometimes hard braking and acceleration [2]. Acceleration
control is often carried out by electronic throttle control,
whereas deceleration control for braking is typically performed
using a “smart” booster, brake-by-wire, or an ABS modulator
(hydraulic mechanism) [3]. ACC system has two main loop
controllers, the master loop controller and the slave loop
controller. The slave loop controller has the duty of
accelerating and braking of the host vehicle based on the
desired tracking speed coming from the master loop controller.
several different approaches for designing slave loop controller
has been proposed like fuzzy logic [4] and sliding-mode
control [5,6] to find a suitable engine/brake control algorithm.
Like slave loop controller there are different approaches to
design the master loop controller. One of the main methods is
to regulate the vehicle around the well-known 2-s headway
rule, which attempts to maintain a distance proportional to the
human reaction time (approximately 2 seconds) [7]. This rule
is called the constant time-headway rule. With this designing
method, safe distance between host and preceding vehicle can
be achieved from equation (1).
d safe = V host × t headway + d min (1)
dmin in this equation is minimum allowed distance between
the host and the preceding vehicle while preceding car stopped
and Vhost is the speed of the host vehicle. theadway is the reaction
time of driver. With comparing safe distance from above
equation and distance coming from the front sensor of the host
vehicle, desired decision for accelerating or decelerating can
be obtained.
It had been showed in [8] that relationship between speed
and relative distance from equation (1) is far from real drivers’
behavior, so a reference model is proposed that inter-distance
between host and preceding vehicle is a nonlinear function of
host vehicle’s speed. One of the advantages of the reference
model design is dependency of the inter-distance with
maximum deceleration of preceding vehicle that guaranteed
safety of the vehicle which cannot be considered in constant
time headway. Proposed nonlinear function has two variables
that should be solved with some predefined values such as
maximum deceleration and preset speed of the host vehicle and
minimum allowed distance between vehicles. Choosing those

978-1-5386-2640-5/17/$31.00 ©2017 IEEE 0822

variables will directly effect on the comfort and safety
constraints.
Fig 1 inter-distance reference model
Fig 2 extended inter-distance reference model
Because of inverse relationship between comfort and
safety, satisfying both of them is a challenging problem. With
this in mind that some driving situations like hard-stop are rarer
than others, we extended inter-distance situation for alleviating
of the problem. In this work we broke inter-distance situation
into two part and designed each of them for one constraint, one
of them for comfort constraint and the other one for safety
constraint. The rest of paper is organized as follows; reference
model and choosing variables are described in section 2,
extended reference model in details presented in section 3,
simulation model showed and discussed in section 4, and
finally conclusion is provided in section 5.
II. GENERATION OF REFERENCE MODEL
As mentioned before, the goal of master loop controller is
to achieve a desired tracking distance that satisfies both
comfort and safety constraints. A reference model proposed
by [8] will provide some freeness in designing that it will be
possible. Fig 1 shows inter-distance situation of the reference
model with two critical zones (CR1 and CR2) and its dynamic
is given by equation (2).
~
 ~~
d = − c d d − x p (2)
~ zones which is shown in fig 2 with Vpreset2 should be
With d = d 0 − d r and d r is distance between two vehicles
at the moment. Parameters c and d0 are two unknown variables
that should be solved using system conditions. These
conditions are: 1- speed of the host vehicle when entering the
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CR2 zone is the preset speed chosen by driver (Vset). 2-
Maximum deceleration of equation (2) is bounded by
maximum physical deceleration (Bmax). 3- when host vehicle
entering the CR1 zone, the speed of the host vehicle must be
zero or on the other hand, relative distance between two
vehicles must not be less than dc. With these conditions and
solving equation (2), speed of the host vehicle and parameters
c and d0 is derived as equation (3).
1 ~ 2
x h = −c d (t ) + V set
2
(3)
27 B 2 max 16 V 2 set
c= , d 0 = + dc
8V 3 set 27 B max
By comparison of reference model speed from equation (3)
and real speed of the host vehicle, desired acceleration or
deceleration is sent to the slave loop controller. Note that the
amount of acceleration and deceleration of the slave loop
controller can effect on the safety and comfort of the vehicle,
but in this research we assumed that the slave loop controller
designed correctly and then focused on the master loop
controller.
III. EXTENDED REFERENCE MODEL
Selecting the designing parameters c and d0 will influence
on safety and comfort constraints. In other words, an increase
in c, will results in using of more braking force so that safety
will be satisfied but if comfort constraints is considered, d0
must be increased. That means increasing in one parameter
results in decreasing another parameter so satisfying both
safety and comfort is a challenging problem. Some driving
situations like hard-stop are infrequent than others so
designing all inter-distance reference model with this
condition that host vehicle must using maximum strength of
braking force is not an optimized solution. Fig 2 shows
extended inter-distance reference model that is used in this
research to satisfy both safety and comfort constraints. Each
zones of extended reference model (CR3 and CR2) is
designed for one constraint. Reference model dynamics for
each CR2 and CR3 zones is given by equation (4).
~
 ~~
d = − c1 d d − xp , d 1 < d r < d 0
(4)
~
 ~~
d = − c 2 d d − xp , d c < d r < d1
Speed of the host vehicle at the confluence of CR3 and CR2
determined that can be Vset/2, Vset/3 or etc. in this research
Vpreset2 is defined to be Vset/3. Second and third critical zones
(CR2 and CR3) considered to be designed for safety and
comfort constraints respectively. Conditions for CR3 zone are:
1- speed of host vehicle when entering the CR3 zone is preset ~ 2β
speed chosen by driver (Vset) 2-maximum deceleration is d max = (10)
bounded by 3Bmax/4 3- speed of the host vehicle while entering c2
the CR2 zone equals Vset/3. With these conditions and solving
the first equation of (4) equation (5) can be derived. Assume that maximum relative distance between the host
1 ~ vehicle and the preceding vehicle equals to (d0 – dc) then d0
x h = − c1 d (t ) 2 + V set parameter can be derived from equation (10).
2
(5)
243 B 2 max 512 V 2 set
c1 =
128 V 3 set
, d 0 =
729 B max
+ d1 d0 =
2
3
( −1 −1
)
V set × c 2 + 2c1 + d c (11)

One of the useful equations in this zone that will be used in The last variable that should be determined is d1. This
CR2 is given by equation (6) and is obtained from the host variable is obtained using equations (6) and (11).
vehicle’s speed condition in CR3.

4 V
(d 0 − d1 ) 2
= × set (6)
3 c1
We have an unknown variable d1 that should be determined
in second critical zone. Equation (5) gives that CR2 of
extended reference model designed with less c parameter than
equation (3) and has more comfortable behavior. Conditions
for second critical zone (CR2) are: 1- speed of the host vehicle
when enters the CR2 zone is (Vset/3) 2- maximum deceleration
is bounded by Bmax 3- speed of the host vehicle when entering
CR1 zone is zero. With these conditions speed of the host
vehicle in CR2 zone equals to equation (7).
1 ~ V 1
x h = − c 2 d (t ) 2 + β , β = set + c 2 (d 0 − d 1 ) (7)
2
d1 =
2
( −1 −1
V set × c 2 + 2c1 − ) 4 V set
× + d c (12)
3 3 c1
With the inputs Vset, Bmax and dc all variables c1, c2, d0 and d1
will be obtained. Table 1-3 demonstrate parameters of
reference model and extended model with some input
variable. Because of changing the parameters of the equations
in both CR2 and CR3 when host vehicle entering the CR2
zone, speed of host vehicle will be changed abruptly. This will
cause spikes in deceleration. For solving this problem we
approximate the speed of the host vehicle around the end of
the CR3 zone and the start of the CR4 zone (around d1) with
polynomial sentences. To do so, some points of both critical
zones have to be calculated first. These points are speed of
host vehicle 5 meter before reaching d1 and 5 meter after

2 3 2 passing d1 that can be obtained from equations (13).

With maximum deceleration and acceleration of equation Vset 1 1

+ c2 (d 0 − d1 ) − c2 (d 0 − (d1 − x)) ,
2 2
PCR2 =
(3) in [8], equation (8) can be derived. 3 2 2 (13)
1
= Vset − c1 (d 0 − (d1 + x)) ,0 < x < 5
2
2 2 PCR3
− β c 2 β = − B max (8) 2
3 3
Fig 3 shows the speed of the host vehicle when enters the
By use of equation (6) the c2 parameter in equation (8) can CR2 zone form CR3 zone. It is obvious that slope of the host
be calculated as equation (9). vehicle’s speed changes abruptly around d1 distance that means
sharp decrease in acceleration too and causes discomfort
feeling for host vehicle. Fig 3 also shows polynomial
(27 )2 × Bmax 2
3
§ c · approximation that reduces abrupt changes in the speed of the
c 2 ¨¨1 + 2 2 ¸¸ = 3
(9) host vehicle.
© c1 ¹ 8 Vset
These polynomials sentences of second order is given with
All variables of Equation (9) are known except c2, so this equation (14).
2
variable will be calculated easily. Another variable that should x h = −0.023 d r + 1.486 d r − 9.505 (14)
be calculated is d0. This variable is calculated with applying
speed condition of the host vehicle while entering CR2 on
equation (7) that result in equation (10).

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 parameters of extended reference model can be obtained from
table1.
In the Simulink model, inputting the speed of preceding
vehicle and extracting distance point with integrating it, this
distance point compared with the distance point of the host
vehicle at each time. This compared distance will give us
relative distance of two vehicles and with that we can
calculate the speed of the host vehicle at next time of
calculating in Matlab-function block. In this paper we assume
that information of front sensor of vehicle is available with no
delay and this information is the speed of the preceding
vehicle.
For a good comparison larger d0 should be considered,
Fig 3 demonstrative of abrupt changing in the speed of the host parameter c will drop and system will behave more
vehicle around boundary of CR2 and CR3 zones and its softened comfortable. If d0 selected to be 93m for extended reference
approximations model, so same d0 should be chosen for reference model.
Table 2 shows simulation scenarios for evaluating the
Table 1 Parameters of reference model and extended reference
model proposed extended approach. First scenario is in high speed
Extended Extended and will evaluate driver’s acceptance level. Fig 4,5 show
Input Reference reference model reference model relative distance and speed of host vehicle for two original and
variables model with with extended reference model. It can be seen that extended
Vpreset2=Vset/3 Vpreset2=Vset/2 reference model use less relative distance and satisfy more
Bmax=10m/s2
d0=93m d0=93m driver’s acceptance level. Fig 6,7 also show these models in
d0=75m d1=18m d1=28m low speed and it can be seen extended reference model could
dc=5m
c=0.0125 c1=0.0070 c1=0.0070 provide a suitable relative distance when the front vehicle is
Vpreset=30m/s
c2=0.0100 c2=0.0087 stopped. Third scenario is for profile of front vehicle with
d 0=91m d0=90m
Bmax=7m/s2 different driving situations. It can be seen from fig 8 that in
d0=74m d1=16m d1=25m
dc=5m this state, the proposed approach could track front vehicle
c=0.0105 c1=0.0059 c1=0.0059
Vpreset=25m/s appropriately.
c2=0.0095 c2=0.0082
With these simulations, it can be observed that extended
reference model could provide more acceptance level in high
At the end of designing, the speed of the host vehicle speed with reducing the relative distance and also in low speed
equations with 2nd order polynomial approximations are given could provide appropriate safety with considering the amount
by equation (15): of deceleration in dynamic equations.

1 ~
x h = − c1 d (t) 2 + Vset , d1 + x < d r < d 0
2 Table 2 Simulation Scenarios for evaluation of proposed approach
2 (15)
x h = −0.02d r +1.48d r − 9.50 , d1 − x < d r < d1 + x ݉
Simulation ܸ௙௥௢௡௧ ൌ ʹͺ
1 ~ V 1 ‫ݏ‬ Fig 4,5
x h = − c2 d (t ) 2 + set + c2 (d 0 − d1 ) , d c < d r < d1 − x
2
Scenario 1
2 3 2 ݀ሺͲሻ ൌ ͺͷ݉

݉
IV. SIMULATION MODEL AND RESULTS
Simulation ܸ௙௥௢௡௧ ൌ ͷ
‫ݏ‬ Fig 6,7
The design of extended reference model of an adaptive Scenario 2
cruise control was verified using Matlab/Simulink software. In ݀ሺͲሻ ൌ ͺͷ݉
our simulation model we have designed a test profile including
comfort and safety behavior of extended reference model. Simulation
ܵ‫݈݂݁݅݋ݎ݂ܲܿ݅݅ܿ݁݌‬ Fig 8
Initial conditions for this model are x h ( 0 ) = 0 m , Scenario 3
x p ( 0 ) = 85 m , and inputs of system are: Bmax=10m/s2,
Vpreset=30m/s, dc=5m and Vpreset2 =Vset/3. Then design

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fig 4, Relative distance between host vehicle and front vehicle
for two Original and Extended reference model in high speed
fig 5, speed of host vehicle and front vehicle for two Original
and Extended reference model
fig 6, acceleration for host vehicle and front vehicle for two
Original and Extended reference model
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fig 7, Relative distance between host vehicle and front vehicle
for two Original and Extended reference model in low speed
fig 8, Speed of host vehicle and front vehicle for two
Original and Extended reference model in specific speed
profile of front vehicle
V. CONCLUSION
In this research we try to improve safety and comfort
constraints in an adaptive cruise control. We considered
reference model and broke critical zones to have more
freeness in designing this system with the constraints. One
zone is designed for comfort constraints and another for safety
with different parameters selected for each one. For having
more continuity in the boundary of designed zones, the
boundary zones approximated with polynomial sentences to
avoid abrupt changes in the speed of the vehicle that causing
discomfort behavior. Simulation results show that extending
the zones of reference model in the high speed of Vpreset2 gives
more comfort behavior and also designing next critical zone
with safety constraints will avoid collision if a hard-stop
happens at low speed and minimal critical distance would be
respected.
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