# Determining Key Parameters with Data-Assisted Analysis of Conditionally Automated Driving
## 4 Results
### Safety Measures
#### 4.3.3 Lateral Acceleration  
Lateral accelerations are often considered as a part of the TO quality metric. Faster lateral accelerations pose a safety risk to the driver and the vehicle, as the vehicle can easily become unstable. In situations with heavy traffic, sudden lateral accelerations also pose a greater risk of collision with vehicles in adjacent lanes.  
Examination of the study's video recordings indicated that the maximal lateral acceleration could exceed 10 m/s\({}^{2}\) in some extreme cases. This occurred mostly when drivers lost control of the vehicle due to oversteer, causing the vehicle to drift perpendicular to the lane and eventually hit the roadblock with the side.  
\begin{table}
\begin{tabular}{c c c c c} \hline \hline  & **Baseline** & **1R** & **J48** & **Logistic Reg.** \\ \hline Accuracy (\%) & 80.57 & 81.02 & 80.59 & 81.03 \\ AUC (\%) & 0.50 & 0.60 & 0.75 & 0.84 \\ Duration of training (s) & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 \\ Duration of application (s) & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 \\ Model size (B) & 887 & 1240 & 8368 & 23,321 \\ \hline \hline \end{tabular}
\end{table}
Table 6: Results of the TO quality models for predicting off-road drive (mean scores).  
\begin{table}
\begin{tabular}{c c c c} \hline \hline
**Attr.** & **Description** & **Value** & **Odds Ratio** \\ \hline A29 & Maximal acceleration & & \(1.1\times 10^{16}\) \\ A11 & Correct solution of critical situation & turn left & 2.76 \\  & & turn right & 0.36 \\  & & brake & 1 \\  & & left & 2.47 \\ A24 & First steer direction & right & 0.40 \\  & & unknown & 1 \\ P2 & Reaction time & & 1.42 \\ A21 & TOR-to-first-brake interval & & 1.40 \\ A31 & Maximal brake pedal press & & \(3.5\times 10^{-3}\) \\ P3 & Solution suitability & & 0 \\ A30 & Maximal jerk & & 0 \\ \hline \hline \end{tabular}
\end{table}
Table 7: Odds ratios for off-road drive during a take-over.  
\begin{table}
\begin{tabular}{c c c c c} \hline \hline  & **Baseline** & **1R** & **J48** & **Logistic Reg.** \\ \hline Accuracy (\%) & 69.48 & 64.82 & 86.83 & 83.47 \\ AUC (\%) & 0.50 & 0.57 & 0.88 & 0.90 \\ Duration of training (s) & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 & 0.01 \\ Duration of application (s) & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 & \textless{}0.01 \\ Model size (B) & 886 & 1293 & 11,096 & 17,629 \\ \hline \hline \end{tabular}
\end{table}
Table 8: Results of the TO quality models for predicting brake application (mean scores).  
We predicted the maximal lateral accelerations (P6) using A1-A33 and P1-P5. The histogram of the measured maximal lateral accelerations is plotted in Figure 4a. The lowest RRSE = 85.4% was obtained with support vector machines (see Table 9). It was also the only model that was significantly better (\(p\) = 0.005) than the baseline assumption (predicting the mean). The five attributes with the highest absolute weights are _maximal steering wheel speed (A33)_, weight: 0.20; _maximal jerk (A30)_, weight: \(-\)0.18; _maximal steering wheel angle (A32)_, weight: 0.16; _age (A1)_, weight: 0.10; _TOR-to-first-brake interval (A21)_, weight: 0.09.