Lane Departure Warning System using Standard GPS Technology

and V2V Communication

Md Touhid Hossain, Shahnewaz Chowdhury and M. I. Hayee

Department of Electrical Engineering, University of Minnesota Duluth, Duluth, Minnesota, U.S.A.

Keywords: Lane Departure Warning, GPS, Road Reference Heading, V2V, DSRC.

Abstract: Lane departure warning system (LDWS) has significant potential to reduce crashes. Generally, an LDWS

uses various image processing techniques or global positioning system (GPS) technology with lane-level

resolution maps. However, these are expensive to implement and have performance limitations, such as harsh

weather or irregular lane markings can drastically reduce their performances. Previously, we developed an

LDWS which generated road reference heading (RRH) from a vehicle’s past travel trajectories acquired by

GPS to detect unintentional lane departure. However, when a vehicle travels for the first time on a given road,

it does not have any past trajectory to generate the RRH needed to detect unintentional lane departure. To

overcome this limitation, we have augmented our previously developed LDWS by adding a vehicle to vehicle

(V2V) communication feature to it, which can acquire the required RRH from a nearby vehicle via V2V

communication. We have extensively tested the V2V communication feature of our current LDWS in the

field to evaluate its performance in real-time. Test results show that the RRH of a given road can be

successfully transferred from one vehicle to another on demand, and the LDWS can detect each unintentional

lane departure accurately in a timely manner.

1 INTRODUCTION

All modern vehicles are equipped with different

Advanced Driver Assistance Systems (ADAS) to

improve safe driving (Maag et al., 2012). Lane

departure warning is one of the most important

ADAS features which can prevent accidents on

highways and freeways when a vehicle is about to

unintentionally drift away from its lane. According to

American Association of State Highway and

Transportation Officials (AASHTO) almost 60% of

the fatal accidents are caused by an unintentional lane

drifting of a vehicle on major roads (Officials, 2008).

In a recent study which compared crashes with and

without a lane departure warning system (LDWS), it

was found that an in-vehicle LDWS was helpful in

reducing crashes of all severities by 18%, with

injuries by 24%, and with fatalities by 86% without

considering for driver demographics (Cicchino,

2018).

Most available lane departure warning systems

typically use a single camera and a processor to

identify the imminent lane departure (Hsiao & Yeh,

2006) (An et al., 2006) (Yu et al., 2008) (Leng &

Chen, 2010) while other modern systems use optical

scanning and Light Detection and Ranging (LIDAR)

sensors (Lindner et al., 2009). A careful view of

camera-based systems reveals that the calibration of

a camera is an important element. However, there are

systems available that can detect the lateral offset of

a vehicle even with an uncalibrated camera (Jung &

Kelber, 2005). Most of these camera-based systems

use different image processing techniques such as

linear parabolic lane model (Jung & Kelber, 2004) or

the extended edge-linking algorithm (Lin et al.,

2010), which extract the lane markings from

consecutive picture frames to calculate lateral shift of

a vehicle. Earlier camera-based systems were

vulnerable to lighting conditions, hence not capable

to accurately recognize the lane markings at

nighttime. However, image processing techniques

have advanced over the past couple of decades

overcoming the limitation of diminished lighting

conditions to successfully detect lane drifting even in

the low lighting or night-time (Hsiao et al., 2008). For

example, a Video-Based Lane Estimation and

Tracking (VioLET) system, which uses steerable

filters, is an efficient method for detecting solid-line

and segmented-line markings under varying lighting

and road conditions for robust and accurate lane-

marking detection (McCall & Trivedi, 2006).

Hossain, M., Chowdhury, S. and Hayee, M.

Lane Departure Warning System using Standard GPS Technology and V2V Communication.

DOI: 10.5220/0011043700003191

In Proceedings of the 8th International Conference on Vehicle Technology and Intelligent Transport Systems (VEHITS 2022), pages 80-87

ISBN: 978-989-758-573-9; ISSN: 2184-495X

Similarly, optical scanning systems which comprise

of a linear array of infrared transmitting devices to

scan the lateral area of the highway for lane markings,

are inherently independent of the varying lighting

conditions (Dobler et al., 2000). Although camera and

optical sensor-based systems work well in favorable

weather and road conditions in day or night light,

their performance deteriorates when the road

conditions are not favorable such as an absent or

irregular/broken lane marking or harsh weather

conditions such as fog, rain, and snow resulting in

inaccurate lane departure detection. Moreover, there

are also some systems which integrate Global

Positioning System (GPS) data with a camera based

LDWS to increase the reliability of lane departure

detection in adverse road and weather conditions.

However, such systems require GPS technology,

inertial navigation sensor, and access to digital maps

of lane-level resolution to correct the GPS position

(Clanton et al., 2009), making such systems more

complex and expensive to implement.

In our previously developed LDWS, we used

standard GPS technology and developed a road

reference heading (RRH) generation algorithm which

uses a vehicle’s past trajectories on a road to generate

an RRH for that road (Shahnewaz Chowdhury et al.,

2021). By comparing the RRH of a given road with a

vehicle’s current travel trajectory on that road

obtained from a standard GPS receiver, our

developed LDWS calculates the instantaneous lateral

shift which is accumulated over time to detect any

unintentional lane departure (Faizan et al., 2019).

However, our previously developed LDWS had a

drawback in case of a vehicle traveling on a given

road for the first time, as it would not have the any

past trajectories to generate the RRH needed to detect

unintentional lane departure. In this work, we have

augmented our previously developed LDWS by

adding the feature of vehicle to vehicle (V2V)

communication. The provision of V2V

communication enables the transfer of RRH from one

vehicle to the other; provided both the vehicles are

equipped with V2V communication device. Our field

test results show that by using the RRH received from

another vehicle, our newly proposed LDWS can

detect any lane departure on a given road and issue

timely warning even if the vehicle is traveling for the

first time on that road.

The rest of the paper is organized as follows.

Section 2 describes the system architecture of the

newly developed LDWS enabled with V2V

communication feature to transfer RRH generated

from a vehicle’s past trajectories. Section 3 provides

the details about the V2V communication process,

and section 4 discusses the field test results. Finally,

section 5 states the conclusions.

2 SYSTEM ARCHITECTURE

The newly developed lane departure warning system

has both an RRH generator as well as it is equipped

with V2V communication feature to transfer RRH

from one vehicle to another on need basis. The RRH

generator can generate RRH for any given road using

Figure 1: (a) Conceptual diagram showing how a past trajectory (black dashed line) of a given vehicle can serve to generate

RRH to detect its unintentional lane departure in future (black dotted line), and (b) the system architecture of LDWS enabled

with V2V communication to transmit or receive RRH from a nearby vehicle.

Lane Departure Warning System using Standard GPS Technology and V2V Communication

a vehicle’s one or more past trajectories on that road

acquired by a standard GPS receiver as shown in

schematic diagram of Figure 1a. The dashed line in

Figure 1a represents a vehicle’s past trajectory which

can be used to generate RRH for the road to detect any

unintentional lane departure as represented by the

dotted line in Figure 1a. In case if a vehicle is traveling

on a given road for the first time, it would lack any past

trajectory to generate RRH. However, if any nearby

vehicle equipped with V2V communication has the

RRH for that road, our current LDWS enables the

vehicle in need to obtain the RRH from the nearby

vehicle via V2V communication. Once an RRH for a

given road is generated or an RRH is received from a

nearby vehicle, it can be used to detect any future

unintentional lane departure on that road.

Figure 1b shows the architectural diagram of the

proposed system combining the previously developed

LDWS, and the newly added V2V communication

feature; the GPS receiver acquires longitude and

latitude of a moving vehicle’s position in real-time to

be used by both processors 1 and 2. The processor 1

uses a sufficient length of a past trajectory on a given

road whenever that is available to generate an RRH

for that road. On the other hand, processor 2 works in

real-time to detect unintentional lane departure by

using either the RRH generated by processor 1 or

RRH received from a nearby vehicle via V2V

communication. Once an RRH is generated or

received from another vehicle, it is stored in the

memory of LDWS for future lane departure detection.

This prevents processor 2 from reproducing RRH if

already available and thus improves the LDWS’s

efficiency. The V2V communication module added in

this augmented LDWS can transmit an already

generated RRH to a nearby vehicle when requested as

well as request and receive a missing RRH from a

nearby vehicle when needed.

3 V2V COMMUNICATION FOR

LDWS

The V2V communication feature added to our

proposed LDWS has overcome the drawback of not

having past trajectories to generate necessary RRH

for a first-time traveling vehicle on any given road.

To establish proper communication between two

vehicles, we have developed a V2V handshake

protocol and RRH data transfer software. This section

will highlight the design and development of V2V

communication protocol needed to exchange RRH

between two vehicles upon need.

Figure 2: A scenario illustrating V2V handshake protocol

where (a) a vehicle VR in need of road reference heading

(RRH) broadcasts a REQUEST to all neighboring vehicles

within its V2V communication range, (b) all potential

candidate vehicles (colored in green) send a REPLY

message back to the requesting vehicle and (c) the

requesting vehicle VR sends a SELECT message to receive

RRH from the most suitable potential candidate vehicle

(V1).

3.1 V2V Handshake Protocol

For successful transfer of an RRH from one vehicle

to another upon request, proper V2V handshake

protocol is required to identify the most suitable

neighboring vehicle to transfer RRH to the vehicle in

need. A vehicle will request an RRH from

neighboring vehicles only when it is traveling on a

road for the very first time or does not have the RRH

for that road. One such scenario showing a vehicle V

traveling on a 4-lane road for the first time while not

having the RRH for that road is illustrated in Figure

2. A total of 12 neighboring vehicles (V

to V

) are

also traveling on the same road (Figure 2). The

vehicle V

will need the RRH for that road to detect

any unintentional lane departure. Therefore, it

broadcasts a request for the RRH by transmitting a

message called REQUEST. The REQUEST reaches

all nearby vehicles within its communication range as

shown by dashed arrows in Figure 2a. The data of

REQUEST includes the direction of travel of the

requesting vehicle (V

) and its location coordinates.

The direction of travel is needed to eliminate those

V2V Communication

Range of V

REQUEST

V2V Communication

Range of V

V2V Communication

Range of V

SELECT

RRH

(a)

(b)

(c)

VEHITS 2022 - 8th International Conference on Vehicle Technology and Intelligent Transport Systems

vehicles which are traveling in the opposite direction

of the requesting vehicle (V

) because those vehicles

will not stay within the communication range of the

requesting vehicle long enough to complete the

handshake protocol to transfer RRH.

All neighboring vehicles receiving the REQUEST

will assess if they are traveling in the direction of the

requesting vehicle and if they have the requested

RRH to pass on. Any vehicle not having the requested

RRH or traveling in the opposite direction of the

requesting vehicle will ignore the REQUEST. Any

vehicle having the requested RRH and traveling in the

same direction as the requesting vehicle becomes a

potential candidate vehicle to transfer RRH to the

requesting vehicle (V

). There are 4 such potential

candidate vehicles (V

, V

, and V

) shown in

green color in the scenario of Figure 2. The rest of the

vehicles (shown in grey color) are either traveling in

the opposite direction or do not have the requested

RRH. There is always a possibility to have more than

one potential candidate vehicles to transmit RRH as

in the scenario of Figure 2. In case of more than one

potential candidate vehicles having the needed RRH,

it is important that only one of those vehicles is

selected to transfer RRH to avoid broadcast

congestion. Usually, a vehicle which is the nearest to

the requesting vehicle should transfer the requested

RRH for most reliable communication. To

accomplish this, each potential candidate vehicle

calculates its distance from the requesting vehicle

) and transmits a message called REPLY back to

the requesting vehicle as shown by dashed arrows in

Figure 2b where the same scenario of Figure 2a is

repeated showing communication paths of REPLY

messages from all potential candidate vehicles. The

data of each REPLY message from a potential

candidate vehicle includes its distance from the

requesting vehicle as well as a unique identifier (ID)

so that the requesting vehicle can distinguish among

all potential candidate vehicles.

After receiving the REPLY messages from all

potential candidate vehicles, the requesting vehicle,

selects one potential candidate vehicle at the

shortest distance. Please note that if two or more

vehicles are at the same distance, then the requesting

vehicle can randomly select any one of them. After

selecting one of the potential candidate vehicles, the

requesting vehicle (V

) sends a message called

SELECT back to all potential candidate vehicles as

shown in Figure 2c where the same scenario is

repeated showing the multiple communication paths

of the SELECT message to all potential candidate

vehicles. The data of the SELECT message includes

the unique ID of only one potential candidate vehicle

which is at the shortest distance from the requesting

vehicle so that all other potential candidate vehicles

can ignore this message except the one whose unique

ID is carried in this message. This will complete the

V2V handshake protocol by successfully selecting

the most suitable vehicle to transfer RRH to the

requesting vehicle. The potential candidate vehicle

with matched unique ID (V

in case of the given

scenario of Figure 2c) can now start transferring the

requested RRH to the requesting vehicle (VR) as

shown by a solid arrow from V

to V

in Figure 2c.

The implementation details of the V2V handshake

protocol and transfer of RRH are given in the rest of

this section.

Figure 3: A flow chart of the V2V handshake protocol for a vehicle in need to receive RRH data of a given road from the

most suitable neighboring vehicle on that road.

Lane Departure Warning System using Standard GPS Technology and V2V Communication

Figure 4: Screenshot of an RRH file of a given road with all

optimized parameters.

After developing the V2V handshake protocol to

identify the most suitable vehicle to transfer RRH to a

vehicle in need, we implemented this protocol in our

LDWS and did the necessary programming to

successfully demonstrate its functionality. The flow-

chart of the software to implement the newly designed

V2V handshake protocol is shown in Figure 3. Please

note that the software of flowchart given in Figure 3

will be running in each vehicle in addition to two other

previously developed software i.e., RRH generation

software and the lane departure detection software.

3.2 V2V Transfer of RRH

The handshake protocol to select the most suitable

vehicle to transfer RRH to the vehicle in need is

described above. The actual data transfer is

implemented using a dedicated short-range

communication (DSRC) based device for the

demonstration purposes. The DSRC device used has

a built in GPS receiver and necessary processing

power to run the V2V communication software as

well as software for RRH generation and LDWS

algorithms. As an alternative to DSRC based V2V

communication, cellular V2V (C-V2V)

communication could be used as well.

After the most suitable vehicle is identified and

selected, the process to transfer RRH takes place

slowly over next several cycles of DSRC

communication depending upon the amount of RRH

data. The data of RRH generated from past vehicle

trajectories using our previously developed algorithm

is included in a text file as shown in Figure 4 where a

screenshot of a typical RRH data file for a 4.2 km road

segment of the Interstate I-35 is shown. Each row

describes an individual section (straight, curve or

transition) of the road and there are 13 sections (rows)

in the given text file. Each section is defined by its

beginning and ending points (in terms of latitude and

longitude), the optimized values of relevant

parameters, and the section type. Please note that an

“N” indicates that the corresponding parameter is not

applicable to that section. This text file has the

necessary information to completely define the road

reference heading at any point along the road and can

be used by LDWS to detect any unintentional lane

departure in real-time. Although each section of the

road in RRH data file contains seven parameters to

fully characterize the given section, one of the 7

parameters (the section type shown in Figure 4) is not

necessarily needed as it can be deduced from the other

parameters. Therefore, in our developed system, each

section can be transmitted using only six parameters.

Figure 5: Screenshot of the console of the DSRC device in the transmitter vehicle (left bubble box) showing a text file of

RRH data stored in the device and screenshot of the console of the DSRC device in the receiving vehicle (right bubble box)

when the RRH data is received via DSRC based V2V communication.

VEHITS 2022 - 8th International Conference on Vehicle Technology and Intelligent Transport Systems

In DSRC based V2V communication, each data

transfer cycle is 100 ms and any data transfer can take

place during this cycle. We have implemented RRH

data transfer process section by section but in such a

way that only two parameters can be transferred in

one communication cycle (100 ms). As there are six

useful parameters in each section of RRH data for any

given road, we need three cycles (300 ms or 0.3 s) to

completely transfer one section. Depending upon the

number of sections of the road in an RRH text file, it

can take up to a few seconds to complete the RRH

transfer process. For example, there are 13 sections in

the RRH text file of Figure 4, therefore, it will take

3.9 seconds (13 x 0.3 s) to completely transfer all the

sections of this RRH. After successfully completing

the transfer of all the sections present in the RRH data

file, a final message is sent to the receiving vehicle to

indicate that all the data has been sent. Please note

that an additional communication cycle (0.1 s) will be

needed for the final message indicating the data

transfer completion. For some reason, if the

connection is lost before the transfer of RRH data is

completed or before enough RRH data is transferred,

our developed software can manage the situation by

restarting the process as described above in the V2V

handshake protocol.

After developing the software for V2V handshake

protocol and RRH data transfer, we evaluated this in

the lab by using two DSRC devices to simulate two

vehicles, one vehicle without the RRH and the other

with the RRH. One such lab evaluation scenario is

illustrated in Figure 5 where the vehicle shown as

yellow needs an RRH for a given road and the vehicle

shown as green has that RRH. Once the V2V

handshake protocol establishes the connection

between the two vehicles (transmitting and

receiving), the transfer of RRH data takes place

section by section. The transfer of the RRH data is

also illustrated in Figure 5 where the screenshots of

the consoles of the two DSRC devices of the two

corresponding vehicles are also shown. The left-side

console is for the transmitting vehicle’s device and

shows the actual RRH data which is being transmitted

to the other vehicle. The right-side console is for the

device of the receiving vehicle and shows the actual

received RRH data by the receiving vehicle’s device.

There are 11 sections in the RRH of the text file used

in this lab evaluation which was successfully

transmitted in a total of 3.4 seconds. The transmission

of each of the 11 sections in the RRH data file took

0.3 seconds so all 11 sections were successfully

transmitted in 3.3 seconds (11 x 0.3 s). The final

message (in the form of two consecutive zeros) took

another 0.1 second indicating that the transfer was

complete.

4 FIELD TESTS AND RESULTS

After successfully developing and testing V2V

handshake and data transfer software in the lab, we

wanted to evaluate both in the field to detect

unintentional lane departures. We have been using a

Figure 6: (a) A typical V2V communication scenario for transferring RRH data, and (b) ALS vs. traveled distance for a test

run on the 4.2 km road segment of interstate I-35 with 10 lane changes. The red dashed line in (b) represents a digital mask

for the duration of audible warning and the two black dashed lines in (b) represent ALS threshold for LDWS.

Lane Departure Warning System using Standard GPS Technology and V2V Communication

4.2 km long road segment of the Interstate I-35 for

our previous field tests for which we have already

generated an RRH. We used the same road segment

to test the V2V handshake protocol and RRH data

transfer software. The complete field test involves

driving at least two test vehicles, one of these two

vehicles without having the RRH data file in its

DSRC device and running only lane departure

warning software while the other vehicle having the

required RRH data file in its DSRC device. The two

vehicles should be driven within the DSRC

communication range of each other on the same road.

We wanted to drive two test vehicles in close

proximity on our test road segment as shown in

Figure 6a. However, because of the Covid-19, we

were not able to go to the field as it required at least

two people in each of the two vehicles for a prolonged

period. Instead, we used an innovative method to test

the full operation of all the pieces of our developed

software including V2V handshake protocol, RRH

data transfer, and lane departure detection. We had

previously acquired and stored multiple GPS

trajectories of a test vehicle on our test road segment.

We used two such separate trajectories of two

vehicles driven in proximity of each other on the test

road segment and stored them in two separate DSRC

devices. The two DSRC devices represented two test

vehicles traveling on the actual road. Each of the two

DSRC devices was operated normally in the lab

except that every new GPS point acquired by the GPS

receiver of the corresponding DSRC device was

replaced with one of the GPS points in stored

trajectory. By doing this, each DSRC device appeared

to be as it was being driven on the actual road. The

DSRC device of one of the two vehicles (shown as

yellow in Figure 6a) was running the lane departure

detection software but did not have the corresponding

RRH of that road segment so it needed to request

RRH from a neighboring vehicle to detect lane

departure and issue an audible warning. The other

vehicle (shown as green in Figure 6a) acted as a

neighboring vehicle having the necessary RRH data

file in its DSRC device. In this test, only one of the

two vehicles (yellow) without the needed RRH data

file was tested for lane departure detection algorithm

after successfully receiving the RRH data file from

the neighboring vehicle (green).

Our lane departure detection algorithm calculates

lateral shift of the test vehicle by comparing its

calculated heading with the RRH of that road in real-

time. The instantaneous lateral shift is accumulated

over time and when the accumulated lateral shift

(ALS) crosses 1 m threshold, an audible warning is

issued. When a vehicle intentionally changes its lane,

the increase in lateral distance saturates upon

completion of its lane change because the vehicle

starts to travel again in parallel to the RRH of the

road. This phenomenon is used to reset the ALS to

zero after every lane change to detect a future lane

change or unintentional lane departure.

We used two test vehicles’ trajectories on the

same road segment with the trajectory of one vehicle

having many lane changes present in it to test lane

departure detection and warning. Please note that in

all our field tests, we used lane change to test

unintentional lane departure warning for safety

reasons. One of the two test vehicles or the DSRC

devices did not have the necessary RRH while the

other vehicle or the DSRC device had the necessary

RRH data file, and both were always driven in

proximity of each other to ensure DSRC connection.

In each new test drive, the vehicle running the lane

departure software successfully obtained the required

RRH from the neighboring vehicle using our

developed V2V handshake protocol and RRH data

transfer software. After obtaining the required RRH,

a lane departure warning was issued upon each lane

change.

Although, we have tested our LDWS on a freeway

with two lanes each direction, our algorithm design is

not restricted to number of lanes of the road.

Furthermore, roadside units (RSU) if available can be

used to transfer RRH when traffic density is too low

or V2V communication equipped vehicles are absent

within the range of communication.

For one such test run, the calculated ALS versus

traveled distance is shown in Figure 6b. Our lane

departure warning software issued audible warning

upon each of the 10 lane changes whenever ALS

crossed the 1 m threshold as shown by dashed black

line in Figure 6b. A digital mask for audible lane

departure warning signal is also superimposed in

Figure 6b with dashed red line showing the start and

end of the lane departure warning signal for each of

the 10 lane changes. Lane departure audible warning

signal becomes active when ALS crosses the

threshold (1m) and is deactivated when the vehicle

heading becomes parallel to the RRH of the road. In

each of the 10 lane changes, our algorithm accurately

detected all lane departures (or lane changes) in a

timely manner and nowhere else along the trajectory,

ALS crossed the threshold showing no false alarms.

5 CONCLUSIONS

In this work, we have successfully augmented our

previously developed LDWS by adding a V2V

VEHITS 2022 - 8th International Conference on Vehicle Technology and Intelligent Transport Systems

communication feature to transfer RRH from one

vehicle to another. We have designed a V2V

handshake protocol and developed the corresponding

software to facilitate proper communication among

neighboring vehicles to select and transfer RRH from

one vehicle to another upon request. We have used

two DSRC devices simulating the two vehicles in the

lab to test our developed V2V handshake protocol

and RRH data transfer software. Please note that

instead of DSRC based V2V communication, C-V2V

communication can also be used to test our software.

After developing and extensively testing our

software, we have performed field tests to

successfully detect lane departures using the RRH

received via V2V communication. The V2V

communication based LDWS can be successfully

implemented in large scale if the market penetration

of V2V communication enabled vehicles reaches a

critical level which is not there as of now. As an

alternative to V2V communication, the developed

LDWS can also be integrated into popular

smartphone apps e.g., Waze, Google Maps or Apple

Maps to take advantage of the vast database of

multiple GPS trajectories which can be used to

generate RRH for almost all roads making it available

for a vehicle to detect its unintentional lane departure

on any road even if the vehicle is driven on that road

for the first time.

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Lane Departure Warning System using Standard GPS Technology and V2V Communication