## 2 Methodology
### Driving Behavior Models of Vehicles
#### 2.1.2 Lateral Driving Behavior Models of Vehicles  
The lateral driving behavior models of vehicles mainly involve the lane changing model and the lateral behavior model. The process of lane changing contains four steps, which are lane changing decision, lane selection, clearance selection, and lane changing action [25; 26]. Lane changing decision is the driver's judgment of whether lane changing is necessary. If it is extremely necessary, such as changing to the correct lane or avoiding an accident, it is regarded as forced lane changing; otherwise, it is free lane changing, which is to obtain higher speed or better position. Lane selection is to select the target lane according to the lane changing purpose. After determining the target lane, the target clearance in the target lane will be found on the premise of safety. Finally, lane changing operations will be performed through acceleration and speed adjustment. At present, the commonly used lane changing models in computer simulation are cellular automata models, rule-based models, discrete choice-based models and excitation-based models. Since SLADS does not have the function of intelligent lane changing, the lateral driving behavior model of ICVs in this article should be consistent with that of HVs. The rule-based lane changing model built in VISSIM is selected because it can truly characterize the behaviors of free lane changing and forced lane changing, the parameter values of which are listed in Table 3. \begin{table}
\begin{tabular}{c c c c c} \hline \hline \multirow{2}{*}{**Parameters**} & **Aggressive** & **Unaggressive** & **Aggressive** & **Unaggressive** \\  & **ICVs** & **ICVs** & **HVs** & **HVs** \\ \hline CC0 & 0.50 & 2.17 & 0.50 & 2.17 \\ CC1 & 0.50 & 1.70 & 0.50 & 1.70 \\ CC2 & 1.00 & 1.00 & 4.00 & 4.00 \\ CC3 & \(-\)1.00 & \(-\)3.33 & \(-\)8.00 & \(-\)8.00 \\ CC4 & 0.00 & 0.00 & \(-\)0.35 & \(-\)0.35 \\ CC5 & 0.00 & 0.00 & 0.35 & 0.35 \\ CC6 & 0.00 & 0.00 & 11.44 & 11.44 \\ CC7 & 0.45 & 0.12 & 0.45 & 0.12 \\ CC8 & 3.50 & 3.50 & 3.50 & 3.50 \\ CC9 & 1.50 & 1.50 & 1.50 & 1.50 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Parameter values of the Wiedemann 99 model. \begin{table}
\begin{tabular}{c c c} \hline \hline \multicolumn{1}{c}{**Parameters**} & **Meaning** & **Value** \\ \hline \multirow{2}{*}{Maximum deceleration} & The upper limit of the deceleration of the driver or preceding & Overtaking other vehicles: \(-\)4.00 m/s\({}^{2}\) \\  & vehicle & Overtaken by other vehicles: \(-\)3.00 m/s\({}^{2}\) \\ \hline \multirow{2}{*}{\(-\)1 m/s\({}^{2}\) per distance} & The maximum deceleration is reduced with increasing & Overtaking other vehicles: 200.00 m/s\({}^{2}\) \\  & distance from the emergency stop position & Overtaken by other vehicles: 200.00 m/s\({}^{2}\) \\ \hline \multirow{2}{*}{Accepted deceleration} & The initial deceleration taken by the driver or preceding & Overtaking other vehicles: \(-\)1.00 m/s\({}^{2}\) \\  & vehicle & Overtaken by other vehicles: \(-\)0.50 m/s\({}^{2}\) \\ \hline \multirow{2}{*}{Waiting time to dissipate} & The maximum time the vehicle waits for the appearance of & \multirow{2}{*}{60.00 s} \\  & lane change clearance in the emergency parking position & & \\ \hline \multirow{2}{*}{Minimum headway distance} & The minimum headway distance required for the vehicle & \multirow{2}{*}{0.50 m} \\  & behind to successfully overtake the vehicle in front & \\ \hline \multirow{2}{*}{Safety distance reduction factor} & The ratio of the safety distance when changing lanes to the & \multirow{2}{*}{0.60} \\  & original safety distance & \\ \hline \multirow{2}{*}{Maximum deceleration for cooperative braking} & The maximum accepted deceleration taken by the driver & \multirow{2}{*}{\(-\)3.00 m/s\({}^{2}\)} \\  & when another vehicle changing to the current lane he (or she) & \\ \hline \hline \end{tabular}
\end{table} 
Table 3: The meanings and values of the parameters of the vehicle lane changing model.