International Journal of

INTELLIGENT SYSTEMS AND APPLICATIONS IN

ENGINEERING
ISSN:2147-67992147-6799 www.ijisae.org Original Research Paper

Extending the FSM Model for Critical Decision-Making and Safety

Control in Autonomous Vehicles
V. Tamil Selvi 1, M. Dhurgadevi 2, Prithiviraj3, T. Jackulin4, K. Baskaran5

Submitted: 15/07/2023 Revised: 08/09/2023 Accepted: 24/09/2023

Abstract: Safety and security are important when it comes to the generation of autonomous vehicles. Therefore when there is any
drawback in the normal autonomous vehicle then it will not gain a good reach among the audience. The main aim of this autonomous
vehicle is to give good transport service without human intervention. The decision-making and control of vehicle speed and direction and
the necessary features are required to be improved to avoid damage or problem to the pedestrians and also to the car. Thus to improve the
enhanced autonomous vehicle transportation that is good in the decision making and controlling the car driving is possible using this
proposed FSM model in this research paper. This finite state machine model will give satisfaction and easy control of the autonomous
vehicle which means that it will give a good travelling experience to the customers. Good detection of the pedestrian using the sensors
and moving the car with maneuver is possible with this model. Once this is implemented the autonomous vehicles that contain this FSM
technique will surely clear all the traffic problems and obstacles like center medians, potholes, zebra crossing, traffic signals, etc. that are
present in any kind of road conditions or traffic. Driving the car with maneuvering is now possible using autonomous intelligence and the
proposed and trending FSM model. Final evaluations on the recommended technique's effectiveness and engineering practicality
comprise simulation studies and outdoor operating trials. Control of autonomous vehicles in tough road conditions will be enhanced
when compared to human driving. Furthermore, the entire structure is very scalable for unsupervised vehicle driving under various traffic
environments.

Keywords: Autonomous vehicle, Finite State Machine (FSM) model, Autonomous Intelligence, HFSM

increasingly prevalent throughout the general public as an

1. Introduction
outcome of the positive impacts of pollution-free, zero-
The promise of driverless cars to transform cities, enable emission clean power. For further improvements in the
everyone's freedom of mobility, and promote disciplines of renewable energy, vehicle management,
transportation efficiency has rendered them fashionable in comfort, safety, and quick reflexes of AEVs are vital. Since
recent years. Another aspect that draws scholars and the longitudinal rigidity is an essential issue for AEVs,
manufacturing sector is the assumption that autonomous researchers have been paying close focus to it recently. [2]
cars will be far more secure and pleasant than human
Furthermore, as a result of their distinctive hierarchical
drivers. Human driving is susceptible to accidents because
decision framework and capacity to move it to pre-set sub-
being drowsy and even making the wrong or delayed
states, hierarchical finite state machines are an effective
decisions affect our capacity to drive, which subsequently
approach and are often utilized to aid in vehicle decision-
results in property loss and mortality. A variety of
making. Split vehicle behavior into distinct components
studies pertinent to the mechanics and regulation of four-
and create a decision-making system with a constrained
wheel vehicles have been carried out in recent times.[1]
state methodology. These states involve the start state,
Autonomous electric cars (AEVs) are gradually growing
forward driving, automobile following, evading obstacles,
1
Professor, Department of Science and Humanities, R.M.D. Engineering and many others. This enhances the system's overall clarity
College, Kavaraipettai-601 206, Tamil Nadu.
Mail id: tamilselvivairavan18@gmail.com, and deepens the functional field of the finite state machine.
Orcid id: 0000-0001-6462-9148
2
Associate Professor, Department of Computer Science and Engineering, For the reason to build a hierarchical state machine, further
Sri Krishna College of Technology, Coimbatore-640142, Tamilnadu, investigators include vehicle behavior as a sub-state in the
India.
Email: devi.durga@gmail.com,
finite state machine. The stacked finite state machine is
Orcid: 0000-0002-3156-9545 also employed to assist with the decision-making of the
3
Asst.Professor (Sr.Grade), Department of CSE, Sona College of
Technology, Salem-5. prithivi@sonatech.ac.in, vehicle. Initially, the traffic situation for autonomous
Orcid: 0000-0002-6936-7359 vehicles communicating with other vehicles on urban roads
4
Associate Professor, Panimalar Engineering College, Chennai, India.
Mail id – karthijackulin@gmail.com, Orcid: 0000-0003-4015-7718 has been separated into 30 sub-scenes, and these are
5
Associate professor, Department of Biomedical Engineering, Chennai regarded as substrates of the uppermost layer of the state
institute of technology, Chennai - India, Email: baskarank@citchennai.net
machine. The highest tier is used to evaluate the scene of

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 2024, 12(2s), 397–410 | 397
automatic vehicles, and the state transition circumstance is simulation which alters the action for the controlled and
assessed in conjunction with the spatial arrangement of the secured driving.
sub-scenes. Figure 1.1 indicates the complete FSM

Regaining
Orientation Path Following

Replanned Track Emergency

Succeeding Halt

Complication
Evading
U -Turn

Time-based
Halt

Fig 1.1. Finite State Machine that simulates alterations in action

Utilizing the greater energy efficiency operation, the tables and charts are implemented to test the FSM model.
energy efficiency measurement for each car's behavior is Section 5 delivers the conclusion.
derived from all three elements of safety, efficiency, and
lane inactivity. Here, we divide the behaviors of cars in any 2. Related works
sub-scene into four distinct groups: lane shifting to the left,
Q. H., Tehrani, H., Mita, S., [6] In contrast, a driver
lane shifting to the right, accelerating ahead, and slowing
purpose recognition method made up of finite state
down ahead.
machines (FSM) was developed as well. The FSM
Four diverse vehicle actions make up the state machine set categorizes vehicle behavior employing stipulated
of the lowest stage, and the automobile state progression operating standards, which are selected depending on
prediction matrix is implemented. Establish the most actual traveling incidents. The Stanford Racing Team, for
reasonable vehicle conduct for the forthcoming example, utilized FSM to shift between 13 different
circumstance, analyze it, and then conduct it. [3] We offer operating modes.
an autonomous overtaking methodology that employs a
Montemerlo, M., Becker, J., [7] The FSM transitions
finite state machine (FSM) and guidelines to pick a correct
among the common operating modes, including
action every time. Trajectory planning and tracking for
maintaining your lane and parking lot navigation, at the top
autonomous cars generate safe and achievable intermediate
level. The stuckness detectors begin transfers to reduced
emphasis for each activity. [4] A further problem is the
driving intensities (exceptions). Previous to the appropriate
fundamental strategy, as many systems use irreversible
exceptional response beginning, a great number of those
tools like the finite-state machine (FSM). Despite this,
transfers trigger a "wait period". Once a robotic function
throughout simulation assessments, rapid alterations to the
has been effectively implemented, the FSM restarts its
scenario cars' behaviors are usually necessary. [5]
standard activity.
The division of the essay's multiple sections is offered
Zita, A., Mohajerani, S., & Fabian, M. [8] It can be useful
below. Section 2 contains an research on the applicable
to consider in terms of creative states and happenings if
earlier works. Section 3 highlights the unique features of
predicting the sort of sensible activity discussed here due
the suggested FSM model, including its proposed design,
to continual dynamics can be neglected and floating point
implementation framework, elements of the graph-based
information is mostly used for assessments. States
technique, and data assessment. In Section 4, distinctive
symbolize occasions in which specific features are correct,
and events are tied to changes between the states resulting

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 2024, 12(2s), 397–410 | 398
in modifications to those properties. Finite-state machines
constitute a prevalent paradigm for this.
Acosta, M., Ivanov, V., [9] The primary benefit of this
research is that (a) an innovative machine-learning-based
road friction understanding method is incorporated into the
FSM to enable the road friction adjusting feature, and (b)
for the very first time, a Finite State Machine (FSM) is
recommended for operating an autonomous vehicle in the
race track, bringing together racing-line-based and drifting-
like maneuvers settings.
Liu, Q., Li, X., [10] Rule-based decision-making
methods involve using an administrative database
generated concerning multiple traffic rules, driving
specialization, and data; tactics are subsequently selected
upon taking into consideration numerous vehicle
circumstances. The Finite State Machine (FSM)
methodologies are the most prevalent of rule-based
methodologies. The FSM is a finite input/output
mathematical structure in which individuals' states are
transferred from one agent to the other as the outcome of
appropriate behaviors being developed by outside factors.
Under the conceptual framework of various states, FSM
can be divided into three main groups: tandem form,
parallel form, and hybrid form.
Wang, P., Gao, S., [11] Research indicates that there do not
constitute numerous optional driving behaviors when
you're driving. The finite state machine (FSM) is a
computational framework for communicating finite states,
state transitions, and activity. As a consequence, a finite
state machine paradigm could turn out to be leveraged to
create the automatic driving system's decision-making
framework for driving patterns.
International Journal of Intelligent Systems and Applications in Engineering
Kurt, A., Yester, J. L., [12] A collection of unique speed
and acceleration groups are utilized to maintain the
significant final states distinct in the FSM driver method,
meaning it is intended to offer maximum state precision as
feasible. The appropriate portion offers demonstrations and
results concerning the framework's capacity to
accommodate and classify several crucial overlap approach
scenarios.
3. Proposed Finite State Machine Model (FSM)
Logic-based methods
1) Finite State Machine: The finite state machine (FSM)
comprises a multitude of phases and switch linkages
among each state. Conditional opinions are utilized to
execute the interior rules in between each phase. The three
classes of the FSM's construction are sequence, parallel,
and mixed.
The hybrid framework is the one that autonomous driving
systems utilize the most regularly. As demonstrated in
Figure 3.1, the ultimate decision consequence is
determined via state estimation and target determination in
the hybrid framework of the FSM. The consequences of
distinct submodules can be decided depending on priority,
which includes all sections of risk theory to imitate human-
like steering. The hybrid FSM architecture usually works
adequately, although it is not yet an ideal approach. It is an
immense task for the legislative base to account for all the
possible eventualities that could happen in intricate traffic
scenarios. If the condition enters an area not controlled by
the rule base, the automobile can no longer be ensured to
function safely.
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 Decision –Making System Input

State
Estimate
Global
Assessmen
Present t
Lane
scene
Selector
writer

Distance Merge Priority estimator

guardian Planner

Changeove Panhead
Automobile
r Manager Planner
Driver

Decision –Making System Input

Fig 3.1. Illustration of a finite state machine-based decision-making procedure.

A mathematical representation of computing widely used
in computer programs is designated as a finite-state
machine (FSM). The concept underlying it is that it is a
machine intangible that can only live in any one of a
limited number of preset states, between which migrations
are carried out to reach an alternate state. Once within that
state, an estimation or operation is carried out before
passing on to the subsequent one. In robotics and AI, FSMs
are common answers to high-level control issues. Yet,
trying to set up a control system utilizing FSMs could lead
to an array of challenges and downsides.
For effectively intricate structures, FSMs are recognized to
become intractable, an incidence known as the state and
shift burst. Each phase has to shift to every other phase for
the structure to be fully reactive, generating a fully coupled
graph.
Because of this, servicing and modifications are time-
consuming and prone to mistakes. In simpler terms, when
trying to correctly arrange the other states that may alter
the former one, a particular stage must be erased. Since it
depends on how tightly state changes are combined this
lack of adaptability renders it tough to delegate tasks to
International Journal of Intelligent Systems and Applications in Engineering
separate behavioral control system modules. Once FSMs
grow larger, they turn extremely hard for partners to work
on.
2) Fuzzy Explanation: Fuzzy logic pertains to the
imitation of the human mind. It can adequately
communicate emotional and empirical information that has
imprecise boundaries. The decision-making system
centered on fuzzy logic has been extensively implemented
in the domains of medical care, the agricultural sector, and
social services. Fuzzy logic delivers a greater level of
understanding for decision-making. It recognizes dynamic
rule formulation and is more prepared to adapt to a hazy
traffic matter. Insufficient logical predictability and an
unwillingness to accurately forecast a vehicle's situation
based on its actions are vital concerns with fuzzy
reasoning. Fuzzy thinking can be utilized in partnership
with additional algorithms to boost the decision-making
procedure. [13]
Hierarchical FSM
Hierarchical finite states machines (HFSM), also referred
as statecharts, were designed to comfort the tedious
IJISAE, 2024, 12(2s), 397–410 | 400
transition waste necessary in big FSMs as well as provide
design in order to improve understanding of complex
networks. All of the fundamental internal states (which are
also referred to as substates) are inherently associated with
the set of states that are brought altogether as a superstate.
Even while it is more flexible than traditional FSMs, it
nonetheless brings over much of the disadvantages like
restricted reusability. An HFSM enables some or all of the
phase transfers to be adopted from a superstate via
polymorphism, avoiding the necessity to replicate transfers
to a particular state for every additional state. [14]
Strategies for FSM creation and meta-states
3.1 Meta-states, scenarios, and fullness
The high-level controller employs a further degree of a
structure implicitly in the tiered manager hierarchy
displayed in Figure 3.2 as well as described in the earlier
part. A meta-state machine builds up this hierarchical FSM,
demonstrated in Figure 3.3.
Fig 3.2. Internal substate machines and meta-states
International Journal of Intelligent Systems and Applications in Engineering
A finite state machine is case-oriented by default, scalable,
and straightforward to comprehend. The further higher-
level "metastate machine" became constructed, in which
the meta-states or "states made of states" correlate to
universal scenarios and each one of them incorporates a
fully effective state-machine for that unique setting. This
was accomplished to further capitalize on the case-by-case
nature of the conventional state machines.
By definition, a meta-state involves a specific class of
incidents that could be classified or a certain activity that
the mobile operator is obliged to accomplish. To respond to
that group of scenarios, every meta-state has its unique
intrinsic state machine (substrates).
The meta-state option and project descriptions can be
merged into a goal-based program. A meta-state with an
underlying substrate system to perform that special class of
eventualities can control each distinct style of operation.
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STATE A
STATE A
STATE A
Fig 3.3. Three states make up a straightforward state
machine
One scenario might be a search and retrieve utilization,
where ‘‘exploration’’ or ‘‘search’’ behaviors are dissimilar
and satisfactory from the judgments and behaviors related
to the ‘‘rescue’’ modality of the mobile operator. Therefore
it is feasible to properly categorize the design process by
creating two distinct meta-state FSMs, one for search and
one for recovery. The meta-states may be separately
configured to handle certain elements of the entire
operation if the handheld agent is made to work in a
complex environment. Meta-states are capable of dealing
with a wide range of scenarios and guidelines for a robot to
run smoothly in mixed surroundings, such as urban,
suburban, and rural locations, with different laws for every
situation. For an instance, picking a meta-state can be
relied on:
Objectives and assignments: Meta-states assist in
categorizing the design when a single assignment differs
from another primarily due to multiple validations and
decisions. In particular, distinct meta-states may be
implemented to organize research missions and safeguard
tasks.
Rules and scenarios: Based on the rules unique to the
given information, interpreting the same information may
necessitate various steps. By rules, meta-states serve to
distinguish the reactions. Varying maneuvers are required
to stay away from a barrier on a roadway, in the vicinity of
an intersection, or a parking area.
To achieve an appropriate level of accuracy, meta-state
selection by the previous requirements should additionally
take responsibility for the following indications, so that the
International Journal of Intelligent Systems and Applications in Engineering
influence of unforeseen factors or conditions can be
minimized:
Taking into consideration, every possible occurrence that
the mobile representative will need to handle is explained
here. At this maximum level, concentrate on each class of
eventualities instead of every potential event.
Aim to categorize the instructions for autonomous
function into meaningful collections of behavior. On a one-
lane and a two-lane highway, a self-driving vehicle
operates by equivalent or very similar laws; however, the
rules drastically differ in the parking lot.
Specify the observable success indicators for the selected
autonomy project. Try to reply to these inquiries: Is there a
list of responsibilities that the robot is expected to be able
to complete on its own? What classification can be offered
to these tasks? Are "search for specific product" and
"general investigation" near enough to be in the same
meta-state, or should they be separated?
Once these pointers have been reviewed, the thorough
construction of each meta-state, and the selection of
substrates and occurrences, may ultimately contribute to an
additional diversification of general occasions and their
related meta-states. Additional meta-states might be
established to satisfy evolving requirements if a single
meta-state is found to be insufficient to cope with the
whole class of instances it was dedicated to. The steps
required for picking the meta-state and producing the
substrate are repeatedly tied. [15]
The foundation procedure estimates the desired
acceleration separately for each scenario. The ego vehicle's
existing situation and if a pedestrian is recognized dictate
when a paradigm changeover happens. All four modes'
specifics are as follows:
Maintain pace: In this setting, the ego car attempts to
stick to the set speed 𝑤𝑑𝑒𝑠 despite the fact it identifies no
pedestrians on the road. Applying the proportional speed
control law, the objective rapidity is figured out:
𝑏 = 𝑙𝑞 (𝑤𝑊 − 𝑤𝑑𝑒𝑠 ) (1)
where 𝑙𝑞 represents the corresponding coefficient, 𝑤𝑊 is the
ego vehicle's present speed, and 𝑤𝑑𝑒𝑠 is an appropriate
speed which happens to be the same as that particular
lane's pace limit 𝑤𝑙𝑖𝑚 . When pedestrians are observed on
the path, the Boolean variable QE is initialized to 1. The
ego vehicle preserves its current velocity in the Uphold
pace mode if
QE is equivalent to 0 or the time benefit 𝑢𝑎𝑑𝑣 surpasses the
specified max. If not, the FSM decides on which setting
should be triggered next.
Slow down: If the duration benefits remain too tiny for the
ego vehicle to move straight away, the FSM initiates the
slow-down mode. The ego car will stop and give way to
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the pedestrian at an appropriate deceleration 𝑏𝑐𝑚𝑓 when the
2
𝑤𝑊
distance is satisfactory 𝑒 > 𝑒𝑐𝑚𝑓 = to preserve the
2𝑏𝑐𝑚𝑓
fluidity of the driving. In this state, the target acceleration
is established and the intended slowing down is 𝑏𝑐𝑚𝑓 .
𝑤𝑑𝑒𝑠 (𝑒) = √2𝑏𝑐𝑚𝑓 (𝑒 − 𝑒0 ) + 𝑤02
(2)
Where 𝑒𝑝 and 𝑤𝑝 symbolize the beginning values of e and
w, when the FSM begins the slow-down technique,
accordingly. By Eq. (3), the automobile yields at 𝑏𝑐𝑚𝑓 of
deceleration with an extra feedback aspect.
𝑏 = −𝑏𝑐𝑚𝑓 + 𝑙𝑞 (𝑤 − 𝑤𝑑𝑒𝑠 )
(3)
Strong brake: The self-important vehicle should
decelerate quicker than 𝑏𝑐𝑚𝑓 whenever the separation
between it and the pedestrian fulfills 𝑒𝑚𝑎𝑥 < 𝑒 < 𝑒𝑐𝑚𝑓 .
′
𝑤𝑝
𝑤𝑑𝑒𝑠 = √𝑒
√𝑒𝑝′
(4)
Where 𝑒𝑝′
and 𝑤𝑝′
are the values of d and v respectively at
the time FSM first enters into the hard brake mode. The
target deceleration can be evaluated in this mode as
𝑤2
𝑏=− + 𝑙𝑞 (𝑤 − 𝑤𝑑𝑒𝑠 )
2𝑒
Speed up: The FSM passes through this phase when the
condition 𝑒 < 𝑒𝑚𝑎𝑥 is fulfilled, which implies there doesn't
seem adequate room for the ego automobile to
decelerate and stay away from the pedestrian. In this
instance, it makes greater sense to speed up and overtake
swiftly. This mode's momentum is set to 𝑏𝑐𝑚𝑓 .
We must discuss the pedestrian circumvention issue as a
Markov decision process (MDP) to use the learning-based
strategy. We commence by identifying the issue's current
state, action, and reward system.
State: All of the scenario's taken-in elements are supposed
to be located in the state region. You can establish the state
space T as follows:
𝑡 = (𝑒, 𝑒𝑧 , ∅𝑞 , 𝑤𝑊 , 𝑤𝑞 ) ∈ 𝑇
Action: In this job, we suppose that the ego automobile
controls interaction with individuals by simply adjusting
its transverse momentum. For RL policy creation, the ego
car can use the equivalent modes as the baseline FSM
legislation, specifically retain acceleration, slow down,
brutal brake, and accelerate. Therefore, action area B can
be represented as
𝐵 = {𝑏𝑙𝑡 , 𝑏𝑡𝑒 , 𝑏𝑖𝑐 , 𝑏𝑡𝑣 }
International Journal of Intelligent Systems and Applications in Engineering
Reward: The reward framework for RL,𝑠(𝑡, 𝑏): 𝑇 × 𝐵 →
𝑆, must be appropriate to these two factors because the
proposed approach attempts to minimize crashes and
maximize effectiveness. The incentive system is separated
into two components: economy penalty 𝑠1 and security
reward 𝑠2 . Here 𝑠 = 𝑠1 + 𝑠2 is given an incentive in the
end.
When crashes occur, the representative is evaluated for a
secure penalty.
𝑠1 = {
0, 𝑛𝑜 𝑐𝑜𝑙𝑙𝑖𝑠𝑖𝑜𝑛,
−1, 𝑡ℎ𝑒𝑟𝑒 𝑖𝑠 𝑎 𝑐𝑜𝑙𝑙𝑖𝑠𝑖𝑜𝑛
To ensure a normal road capability, we implement an
economic award
𝑤
𝑠2 = −1
𝑤𝑑𝑒𝑠
Where the lane's maximum speed is identical to the aimed
speed 𝑤𝑑𝑒𝑠 . If the speed falls short of the intended pace,
the agent is charged.
Information collecting: To establish an HRL policy, the
subsequent sets of data must be collected:
𝑈𝜌 (𝑡) ≔ {𝑡1 = 𝑡, 𝑏1𝑈 , 𝑡2𝑈 , 𝑏2𝑈 , … , 𝑡𝐼𝑈 },
{ 𝐸𝜌 ≔ {𝑈𝜌 (𝑡𝑗 )}, 𝑡𝑗 ∈ 𝑇, (6)
𝐻 (𝑈𝜌 (𝑡)) ≔ ∑𝑗 𝛿 𝑜
(𝑠(𝑡𝑗𝑈 , 𝑏𝑗𝑈 )) ,
Here 𝑈𝜌 (𝑡)is an I-length itinerary with a policy𝜌, which
(5)
corresponds to an array of locations and adjectives that
starts with state t. The dataset 𝐸𝜌 reflects the accumulation
of all these different flights. The profit magnitude, implied
by the symbol 𝐻 (𝑈𝜌 (𝑡)), is the aggregate of the reduced
bonuses for every itinerary.
We establish two sub-datasets to contrast two different
methods as
𝐸(𝑡, 𝑏) = 𝐸𝑟𝑢𝑙𝑒 (𝑡) ∪ 𝐸𝑠𝑚 ,
{𝐸𝑟𝑢𝑙𝑒 ≔ {𝑈(𝑡1 = 𝑡, 𝑏1 = 𝜌𝑟𝑢𝑙𝑒 (𝑡1 ))}, (7)
𝐸𝑠𝑚 ≔ {𝑈(𝑡1 = 𝑡, 𝑏1 = 𝜌𝑠𝑚 (𝑡1 ))},
Here the two sub datasets 𝐸𝑟𝑢𝑙𝑒 and 𝐸𝑠𝑚 constitute the
entire data set 𝐸(𝑡, 𝑏). The earlier one provides avenues
that begin with the rule-based policy, while the latter
commences with the RL policy.
In our HRL strategy, we use DQN as a learning strategy to
address the previously mentioned MDP problem. The
Bellman calculation forms the foundation for revamping
the R-value:
𝑅(𝑡𝑢 , 𝑏𝑢 ) ← 𝑅(𝑟𝑢 , 𝑏𝑢 ) + 𝛽 [𝑠(𝑡𝑢 + 1) + 𝛿 max 𝑅 (𝑡𝑢 +
𝑏
1, 𝑏) − 𝑅(𝑡𝑢 , 𝑏𝑢 )], (8)
Where in the R-value at state 𝑡𝑙 with operation 𝑏𝑙 is
denoted by 𝑅(𝑡𝑢 , 𝑏𝑢 ): 𝑇 × 𝐵 → 𝑆. 𝛽 Is the acquisition rate,
IJISAE, 202x, x(x), xx–xx | 403
and 𝛿is the reduction factor, which is a scalar in [0, 1] that distribution of the value function for the learning-based
illustrates the comparative significance of the forthcoming strategy employing the datasets 𝐸(𝑡𝑢 , 𝑏𝑠𝑚 ). The hybrid
incentive about the present. In Eq. (8), we learn that the strategy can then be constructed as
modification of the R function depends on the condition 𝜌𝑠𝑚 −𝜌𝑟𝑢𝑙𝑒
𝜌ℎ𝑟𝑙 = 𝜌𝑟𝑢𝑙𝑒 + (11)
and the event. However, since the state area in our problem 1+𝑒𝑥𝑝(−𝑥𝐷(𝜌𝑠𝑚 ,𝜌𝑟𝑢𝑙𝑒 ,𝑡))

is constant, we are not able to continuously visit any

where 𝜌𝑟𝑢𝑙𝑒 , 𝜌𝑠𝑚 , and 𝜌ℎ𝑟𝑙 , respectively, stand for the rule-
specific state.
based policy, RL policy, and hybrid policy. The constant x
To calculate the R operation, we therefore apply a neural inclines to ∞.
network 𝜗containing the value.The revised principle is
The activation function 𝐷(𝜌𝑠𝑚 , 𝜌𝑟𝑢𝑙𝑒 , 𝑡) is
represented as
2 𝐷(𝜌𝑠𝑚 , 𝜌𝑟𝑢𝑙𝑒 , 𝑡) = 𝑅(𝑡, 𝜌𝑠𝑚 (𝑡)) − 𝑅(𝑡, 𝜌𝑟𝑢𝑙𝑒 (𝑡)) − 𝑑𝑡ℎ𝑟𝑒 ,
𝜗𝑘+1 ← 𝜗𝑘 − 𝛽∄𝜗 ℱ [(𝑅(𝑡𝑢 , 𝑏𝑢 , 𝜗𝑘 ) − 𝑅+ (𝑡𝑢 , 𝑏𝑢 )) ] , (12)
{
𝑅+ (𝑡𝑢 , 𝑏𝑢 ) = 𝑠(𝑡𝑢 + 1) + 𝛿 max 𝑅(𝑡𝑢 + 1, 𝑎, 𝜗 − ) ,
𝑏 Here an activation threshold, 𝑑𝑡ℎ𝑟𝑒 , is an integer between 0
(9) and 1. The learning-based strategy gets started when 𝐷 >
Here 𝜗and 𝜗 − , accordingly, represent the present adjusting 0; alternatively, the rule-based policy takes effect. [16]
factor and the value from an earlier loop. A learning error
is symbolized by the phrase (𝑅(𝑡𝑢 , 𝑏𝑢 , 𝜗𝑘 ) − 𝑅+ (𝑡𝑢 , 𝑏𝑢 )) ,
2 4. Experimental and Implementation Results
where 𝑅 + represents the outcomes of the Bellman Outcomes of Panoramic Vision Simulation
equation. The outcomes of the deep learning R learning
Figure 4.1 demonstrates the method by which the ego-
algorithm is
vehicle generates 66 decisions concerning driving behavior
𝑏𝑠𝑚 = 𝑎𝑟𝑔 max(𝑡𝑢 , 𝑏) while getting involved in the panoramic sight self-driving
𝑏∈𝐵
(10) study. The entire traveling duration is 159.83 seconds, the
mean decision-making interval is 2.42 seconds, and the
To develop hybrid policies, we initially estimate the rule- median decision-making length is 30.30 meters.
based approach's value function dispersion by using the
datasets acquired by the rule-based policies𝐸(𝑡𝑢 , 𝑏𝑟𝑢𝑙𝑒 ).
We are additionally able to calculate the likelihood

FSM decision type

16
14
12
10
state(type)

8
6 FSM decision type
4
2
0
160
100
110
120
130
140
150
30
10
20

40
50
60
70
80
90

Time (s)

Fig 4.1. Driving performance decision-making consequences

Based on Figure 4.2 and Figure 4.3, the pace change is ultimate braking slowing down is 5.62 m/s2 when tackling
comparatively smooth, meaning it satisfies the demand. the terminal point.
The median pace is 45.05 km/h, and acceleration is
regulated between 4.21 and 2.11 m/s2 from 3 to 157 s. The
highest speed of acceleration is 4.21 m/s2 while the ego-
vehicle initiates and the

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 2024, 12(2s), 397–410 | 404
 Velocity
60

50
Velocity (km/h)
40

30
Velocity
20

10

0
0 10 20 30 40 50 60 70 80 90 100110120130140150160
Time (s)

Fig 4.2. Ego vehicle’s speed curve

Acceleration
6

4
acceleration(m/s2)

-2 Acceleration

-4

-6
20 40 60 80 100 120 140 160
Time (s)

Fig 4.3. Ego vehicle’s acceleration curve

We requested 10 experienced drivers to assess each driving Furthermore, the total average score for all 66 selections is
judgment generated by the HFSM structure concurrently 4.97, meaning it's above the median. With every option in
throughout the panoramic eyesight to ensure the rightness this investigation, proposition 𝐼0 : 𝜎 ≤ 4.0 was
of the ICV autonomous vehicle judgment-making shown in systematically tested. By Figure 4.4, all driving decision is
Fig. 4. The skilled driver designated a score of more effective than the standard range at the threshold of
{0,1,2,34,5,6} for every driving option, with the ratings of 5%, and 40 choices regarding driving are superior to the
extremely unreasonable, unreasonable, reasonable, normal, median level at a 1% significance level. For ICV
suboptimal, optimal, and highly ideal representing autonomous vehicle choice-making, the HFSM model
acceptable grades. The average ratings for all 66 driving is appropriate.
judgments range from 3.30 to 5.80, with 3.50 becoming
the lowest and 5.80 representing the greatest [16, 17].

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 202x, x(x), xx–xx | 405
 18
16
14
12

state(type)
10 t-value
8
critical t-value at 5% level
6
4 critical t-value at 1% level
2
0

110
100

120
130
140
150
160
30
10
20

40
50
60
70
80
90
Time (s)

Fig 4.4. The outcomes of a statistical analysis on choice-making

Outcomes of a Modeling of Accident Prevention
The positions and velocities of each vehicle are shown in Table 1.
Table 1. vehicle position and velocity parameters

No. Present Present Distance

ID Track Speed to
objective
(km.h-
1 vehicle
)
(km)
1 3 46 1
2 4 51 41
3 3 26 31
4 2 51 33
5 5 41 81

The worldwide FSM algorithm's choice-making
framework for driving action is displayed in Table 2. We
requested 8 experienced drivers to rate the relevance of the
instances in Table 2 employing hazardous operating
principle with the goal to calculate the emotional relevance
of events in the worldwide FSM model. utilizing
individual assessment and the bipolar scale method,
allocating ratings from sets of {1,2, … ,9} for every instance
and upper layer index. The objective weight of events is
established utilizing the AHP algorithm to deal with expert
input, as demonstrated in Table 3. On the contrary hand,
the EWM methodology right away derives the target
weight of events in tandem with the data provided in Table
2.

Table 2. Driving behavior decision-making matrix of the global FSM

Event f2 f f4 f5 f6 f f8 f f f f1 f13 f f1 f16 f17

/States 3 7 9 1 2 5
f1 11 1
0
4

T1 46 554.02 - - 801.4 - - - - - - - 1949.6 - - -

7 1

T2 46 604.02 - - 855.1 - - - - - - - 1999.6 - - -

2 1

T3 46 51.00 - - 301.0 - - - - - - - 1449.0 - - -

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 2024, 12(2s), 397–410 | 406
 7 7

T4 46 1.00 - - 252.6 - - - - - - - 1399.6 - - -

2 1

T5 46 - - - - - - - - - - - - - - -

T6 46 491.02 - - 741.3 - - - - - - - 1889.3 - - -

1 8

T7 46 554.02 - - 801.4 - - - - - - - 1949.6 - - -

7 1

Table 3. Subjective weight of events in the global FSM model

Driving Safety weight Travel efficiency index

0.91 0.20
f2 f5 f1 f13
0.96 0.06 0.86 0.16

Table 4. Driving behavior decision-making result of the global FSM model

State T1 T2 T3 T4 T6 T7

Synthetic Similarity degree 0.8020 1.0001 0.0082 0.0000 0.8494 0.9913

The regional FSM algorithm's choice-making structure for the top layer metrics in an arrangement similar to the
influencing conduct is displayed in Table 5. The eight most global FSM model. Applying the AHP algorithm for
knowledgeable drivers employed a one-by-one comparison handling expert input results in the personal weight of
and bipolar scaling method to rate the impact of each events, as demonstrated in Table 6. Furthermore, using the
occurrence and information in Table 5 along with using the EWM method,
the objective weight for events is derived.
Table 5. Driving behavior decision-making matrix of the local FSM model

Events/States f1 (m) f2 (m) f3 (m) f4 (m) f5 f6 (s) f7 (km.h-1) F8 (km.h-

1
)
T1 16.7500 6.2500 41.0000 33.0000 1.0000 1.0000 71.0000 26.0000
T2 16.7500 6.2500 41.0000 33.0000 1.0000 3.4000 71.0000 26.0000
T3 16.7500 6.2500 41.0000 33.0000 1.0000 3.4000 71.0000 26.0000
T4 16.7500 6.2500 41.0000 33.0000 1.0914 3.4000 71.0000 26.0000
T5 16.7500 6.2500 41.0000 33.0000 1.0000 3.4000 71.0000 26.0000
T6 13.2500 9.7500 41.0000 33.0000 1.0000 5.8000 71.0000 26.0000
T7 16.7500 6.2500 41.0000 33.0000 1.0000 11.4000 71.0000 26.0000
T8 13.2500 9.7500 41.0000 33.0000 1.0000 3.4000 60.0000 6.0000
T9 13.2500 9.7600 41.0000 31.0000 1.9929 5.8000 71.0000 26.0000
T10 20.2500 2.7500 31.0000 33.0000 1.9912 5.8000 60.0000 6.0000

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 202x, x(x), xx–xx | 407
T11 16.7500 9.7500 41.0000 31.0000 2.0000 7.0000 71.0000 26.0000
T12 16.5000 2.7500 31.0000 33.0000 2.0000 7.0000 60.0000 6.0000
T13 16.7500 6.2500 41.0000 33.0000 1.0000 11.4000 71.0000 26.0000
T14 16.7500 6.2500 41.0000 33.0000 1.0000 49.0000 71.0000 26.0000
T15 20.2500 2.7500 31.0000 33.0000 1.9461 1.6660 60.0000 6.0000
T16 6.2500 2.7500 41.0000 33.0000 1.0000 160.8888 60.0000 6.0000

Table 6. Subjective weight of events in the local FSM

model
Table 7. Driving behavior decision-making result of the
local FSM model
Driving safety index Travel efficiency index
State Synthetic State Synthetic
0.91 0.20
Similarity degree Similarity
g1 g2 g3 g4 g5 g6 g7 g8 Degree
T1 0.01157 T9 0.98990
0.02 0.04 0.03 0.03 1.00 1.00 0.02 0.04
T2 0.01121 T10 0.89888
5 5 5 5 0 0 5 5
T3 0.01111 T11 0.97994
The local FSM model's consequence, illustrated in Table 7, T4 0.02347 T12 0.89897
is state T11 (move to left lane with slowdown), which fits T5 0.01121 T13 0.00105
the traffic circumstance fairly well. Furthermore, the 11 T6 0.01152 T14 0.00538
experienced drivers examined this steering selection T7 0.01005 T15 0.88569
live and granted it a mean score of 4.7, which at first was T8 0.01187 T16 0.00004
greater than the standard threshold of 4.0, verifying the
preciseness of the HFSM model's advice. Figure 4.5 illustrates that the regional FSM's steering
judgment result is still mode T11 across randomly chosen 5
portfolios of the AHP choice element and TOPSIS
preferred parameter. Furthermore, it reinforces the theory
that pushing characteristic activities supervises the local
FSM approach, which also has a durability aspect when
compared to alterations in the TOPSIS importance
coefficient or AHP importance element. On top of that, the
artificial correspondence degree of state T9 and state T11 in
Figure 4.5 is concerning alike under several value
portfolios. The primary argument is that, in the existing
traffic predicament, the left-forward car (No. 2) is
approaching faster than the ego-vehicle; as an outcome, the
ability to shift to the left lane without stopping down (T9)
is also acceptable [18].

0.8
Ci(100%)

λ=0.6,δ=0.6
0.4
λ=0.2,δ=0.4

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
State

Fig 4.5. Local FSM output under different factors

International Journal of Intelligent Systems and Applications in Engineering IJISAE, 2024, 12(2s), 397–410 | 408
5. Conclusion
Self-driving cars are the future of the automobile
world because they provide simpler mobility for
travelers and minimize fatal crashes. As it pertains to self-
driving cars, choice-making as well as security control are
the most important factors to consider into account. As an
outcome, we examined decision-making and the safe
handling of a vehicle while traveling in a traffic area in this
essay. Without a requirement for human engagement, the
autonomous car will be able to decide, halt, begin to avoid
obstacles, cross dividers, obey traffic signals, avoid
harming pedestrians, etc. Therefore thanks to the finite
state machine model that is laid out in the current research.
Depending on the lane-changing benefits associated with
autonomous vehicles as evaluated by an array of utility
functions, the decision-making tier decides the vehicles'
lane-changing sequences. The control layer offers
particular instructions for shifting lanes and velocity
alterations for moving cars. The upsides and downsides of
several ways of making decisions were investigated and
appropriate concerns were explored. To generate advanced
choice-making techniques, relevant study on automotive
datasets and simulation frameworks was also reviewed.
Finally, several kinds of difficulties with driving that
mimic a human being have been identified in combination
with some relevant study paths. We have confidence that
the partnership between universities and EV industries will
promote the advancement of autonomous vehicle
technology.
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