| --- |
| license: cc-by-nc-4.0 |
| task_categories: |
| - time-series-forecasting |
| - video-classification |
| tags: |
| - autonomous-driving |
| - ADAS |
| - takeover |
| - hand-back |
| - driver-behavior |
| - safety-critical |
| - multimodal |
| - CAN-bus |
| - vehicle-dynamics |
| - human-factors |
| size_categories: |
| - n<1K |
| language: |
| - en |
| pretty_name: "ADAS-TO-Critical: Difficult Hand-Backs (High Take-Over Demand + Low Post-Hand-Back Stability)" |
| configs: |
| - config_name: default |
| data_files: |
| - split: train |
| path: "dummy_no_autoload" |
| viewer: false |
| --- |
| |
| <div align="center"> |
|
|
| # ⚠️ ADAS-TO-Critical — Difficult Hand-Backs |
|
|
| ### **491 naturalistic Level-2 ADAS take-overs combining high intervention demand with unstable post-hand-back motion** |
|
|
| [](https://huggingface.co/datasets/HenryYHW/ADAS-TO) |
| []() |
| []() |
| []() |
| [](https://creativecommons.org/licenses/by-nc/4.0/) |
|
|
| A curated tail subset of [**ADAS-TO**](https://huggingface.co/datasets/HenryYHW/ADAS-TO). Every clip |
| keeps the full multimodal payload: a 20 s front-view video centered on the automation disengagement |
| plus **13 synchronized CAN / perception / IMU signal files**. |
|
|
| </div> |
|
|
| --- |
|
|
| ## 🎬 What a difficult hand-back looks like |
|
|
| > Each clip spans **t = 5 → 15 s**; the **<span style="color:red">red border</span> marks |
| > t = 9–11 s**, the moment control passes from the automation back to the driver. |
|
|
| <div align="center"> |
|
|
| ### Featured |
|
|
| <img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/01_rivian_cutin_truck.gif" width="620"/> |
|
|
| **Cut-in alongside a large vehicle** · Rivian R1 · `cut_in` + `dangerous_vehicle` |
| *A vehicle enters the lane while a truck occupies the adjacent one — lateral clearance collapses from both sides.* |
|
|
| <br/> |
|
|
| <table> |
| <tr> |
| <td align="center" width="50%"> |
| <img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/02_sonata_rapid_closing.gif" width="380"/><br/> |
| <b>Rapid closing on the lead vehicle</b><br/> |
| <sub>Hyundai Sonata · <code>rel_speed_high</code> · severity <b>0.69</b></sub> |
| </td> |
| <td align="center" width="50%"> |
| <img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/03_ram_high_severity.gif" width="380"/><br/> |
| <b>Highest-demand hand-back in the set</b><br/> |
| <sub>RAM HD · U = 0.91, S = 0.06 · severity <b>0.95</b></sub> |
| </td> |
| </tr> |
| </table> |
|
|
| <br/> |
|
|
| <table> |
| <tr> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/04_jeep_cutin.gif" width="250"/><br/><sub><b>Sudden cut-in</b><br/>Jeep Cherokee · severity 0.73</sub></td> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/05_ram_swaying.gif" width="250"/><br/><sub><b>Abnormal lateral swaying</b><br/>RAM HD · <code>swaying</code></sub></td> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/06_rivian_close_vehicle.gif" width="250"/><br/><sub><b>Close-proximity large vehicle</b><br/>Rivian R1 · <code>dangerous_vehicle</code></sub></td> |
| </tr> |
| <tr> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/07_accord_cutin.gif" width="250"/><br/><sub><b>Sudden cut-in</b><br/>Honda Accord · <code>cut_in</code></sub></td> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/08_escape_cutin.gif" width="250"/><br/><sub><b>Sudden cut-in</b><br/>Ford Escape · <code>cut_in</code></sub></td> |
| <td align="center"><img src="https://raw.githubusercontent.com/OpenLKA/ADAS-TO/main/showcase_gifs/09_rivian_ttc_drop.gif" width="250"/><br/><sub><b>Sharp TTC drop</b><br/>Rivian R1 · cut-in / TTC drop</sub></td> |
| </tr> |
| </table> |
| |
| <sub>Examples are drawn from the ADAS-TO corpus to illustrate the scenario types; those with a |
| <b>severity</b> score are members of the 491-clip difficult-hand-back subset.</sub> |
| |
| </div> |
| |
| --- |
| |
| ## 1. What this subset is for |
| |
| Most ADAS take-overs are unremarkable. This subset isolates the ones that are **simultaneously |
| demanding to execute and poorly settled afterwards** — the regime where hand-back quality, not |
| hand-back timing, is the limiting factor. It is intended for studying post-transition control |
| quality, warning/HMI design, and long-tail behavior modeling. |
| |
| > **Important framing.** The selection measures *observed intervention demand and post-hand-back |
| > motion*, **not objective crash risk**. These are not crashes or verified near-crashes. |
| |
| --- |
| |
| ## 2. Selection method |
| |
| ### 2.1 Eligible population |
| |
| Starting from the ADAS-TO **Maneuver-Filtered** subset (`cover` — disengagements during ordinary |
| lane-keeping/car-following, with observed turns, lane changes and traffic-control stops removed): |
| |
| | Filter | Effect | |
| |---|---| |
| | `max_vego > 5 m/s` | drop near-stationary events | |
| | exclude **pure-gas** take-overs | accelerator-only overrides are routine re-acceleration, not hand-backs | |
| | **Eligible population** | **n = 4,971** | |
|
|
| ### 2.2 Two deliberately separate constructs |
|
|
| Both are **equal-weight rank averages** (each feature → empirical-CDF percentile rank → averaged). |
| Rank normalization makes the scores robust across vehicle platforms, avoiding raw-scale issues with |
| `steeringTorque` and brake magnitude. PCA-1 was computed as a robustness check and agrees closely |
| (ρ = +1.00 for urgency, +0.96 for stability). |
|
|
| **A. Take-over urgency `U_main`** — window **[−1, +1] s** around disengagement. |
| Rank-average of three components: |
| |
| | Component | Definition | |
| |---|---| |
| | Brake | `active × onset-proximity × duration`, where proximity = `exp(−|t_onset| / 0.75 s)` | |
| | Steering | `active × P95(|steering rate|)` | |
| | Multi-channel | brake **and** steering both used | |
|
|
| Accelerator is **excluded** from the main score (gas often reflects routine re-acceleration); a |
| gas-inclusive variant `U_sens` is reported as a sensitivity and agrees at ρ = +0.77. |
|
|
| **B. Post-hand-back stability `S = 1 − I`** — window **[0, +2] s**. |
| Instability `I` is the rank-average of: |
|
|
| | Component | Definition | |
| |---|---| |
| | `P95 abs(a_x)` | longitudinal acceleration | |
| | `P95 abs(a_y)` | **curvature-implied** lateral acceleration, `vEgo² × signed curvature` | |
| | `P95 abs(j_x)` | longitudinal jerk, differentiated from **signed** acceleration | |
| | `P95 abs(j_y)` | lateral jerk, differentiated from **signed** lateral acceleration | |
| | `T_settle` | first instant after hand-back where all four stay below their P60 for a continuous 1.0 s (capped at +10 s if never reached) | |
|
|
| Jerk is taken from *signed* acceleration so that necessary, smooth hard braking is not penalized as |
| "unstable". |
|
|
| ### 2.3 The selection rule |
|
|
| ``` |
| difficult hand-back ⇔ U_main > P75 AND S < P20 |
| ``` |
|
|
| → **491 clips ≈ 9.9 %** of the 4,971 eligible take-overs. |
|
|
| `difficult_handback_manifest.csv` ranks them by a combined `severity` score (rank 0 = most severe). |
|
|
| ### 2.4 Why the *conjunction* matters |
|
|
| Urgency and stability are only **moderately** associated (Spearman **ρ = −0.43**): more urgent |
| take-overs *tend* to be less stable, but far from deterministically. A median-split of the whole |
| eligible population shows why neither axis alone is sufficient: |
|
|
| | | stable | unstable | |
| |---|---|---| |
| | **high urgency** | **24 %** — decisive but controlled | 26 % | |
| | **low urgency** | 36 % — routine smooth | 14 % — low-input unstable | |
|
|
| Roughly a quarter of high-urgency take-overs are stabilized promptly, i.e. **a strong intervention |
| is often a controlled recovery**. Requiring *both* high demand *and* poor settling isolates the |
| genuinely difficult tail rather than merely the forceful one. |
|
|
| ### 2.5 Construct validity |
|
|
| Both scores correlate with independent signals not used in their own definitions: |
|
|
| - **Urgency** ↔ curvature demand **+0.35**, closing speed **+0.28**, minimum TTC **−0.28**, minimum lane confidence **−0.25** |
| - **Stability** ↔ peak lane offset **−0.32**, minimum TLC **+0.31**, residual offset at +5 s **−0.14**, steering reversals **−0.38** |
|
|
| The difficult-hand-back group has the highest closing speed, curvature demand, peak lane offset and |
| steering-reversal counts of the four quadrants. |
|
|
| --- |
|
|
| ## 3. Contents |
|
|
| ``` |
| ADAS-TO-Critical/ |
| ├── data/<CAR_MODEL>/<driver_NNN>/<route_MMM>/<clip_id>/ |
| │ ├── takeover.mp4 20 s front-view video, takeover at t = 10 s |
| │ ├── meta.json clip metadata & timing |
| │ ├── carState.csv speed, accel, steering, pedals, cruise state |
| │ ├── carControl.csv lateral/longitudinal commands |
| │ ├── carOutput.csv actuator outputs |
| │ ├── controlsState.csv ADAS controller state & alerts |
| │ ├── drivingModelData.csv lane-line estimates, desired curvature |
| │ ├── longitudinalPlan.csv planner targets, FCW |
| │ ├── radarState.csv lead-vehicle radar tracks |
| │ ├── accelerometer.csv IMU acceleration |
| │ ├── VehicleIMU.csv body-frame IMU / yaw rate |
| │ ├── Gyroscope.csv angular rates |
| │ ├── CameraOdometry.csv visual odometry |
| │ ├── LiveCalibration.csv device→vehicle frame calibration |
| │ └── LiveParameters.csv online vehicle-parameter estimates |
| └── annotations/ |
| └── difficult_handback_manifest.csv |
| ``` |
|
|
| `difficult_handback_manifest.csv` columns: |
|
|
| | column | meaning | |
| |---|---| |
| | `rank` | severity rank (0 = most severe) | |
| | `clip_path` | path to the clip inside this repo | |
| | `video` | path to that clip's `takeover.mp4` | |
| | `U_main` | take-over urgency (0–1, percentile-rank average) | |
| | `S` | post-hand-back stability (0–1; **lower = less stable**) | |
| | `severity` | combined ranking score used for `rank` | |
|
|
| Timebase: `t = 0` is the reconstructed ADAS disengagement, at the midpoint of every 20 s clip. |
|
|
| --- |
|
|
| ## 4. Caveats |
|
|
| - **Not crash data.** Selection reflects intervention demand and motion smoothness, not verified |
| collisions or near-collisions. |
| - **Associational.** Reported correlations describe association, not causation. |
| - **Dataset-relative thresholds.** P75/P20 cuts are quantiles of *this* eligible population; they do |
| not transfer unchanged to another corpus. |
| - **`a_y` is geometric.** Lateral acceleration is curvature-implied (`vEgo² × curvature`); a true |
| IMU-lateral-axis version is a planned refinement. |
| - **Signal validity varies.** Lane-based quantities require a lane-confidence gate; radar quantities |
| require a logged lead. Absence of a signal does not mean absence of the condition. |
| - **Anonymized identifiers.** `driver_NNN` / `route_MMM` replace the original device and route IDs, |
| consistently with the parent ADAS-TO dataset. |
| |
| --- |
| |
| ## 5. Provenance & citation |
| |
| Derived from **ADAS-TO** → https://huggingface.co/datasets/HenryYHW/ADAS-TO |
| Sample subset → https://huggingface.co/datasets/HenryYHW/ADAS-TO-Sample |
| |
| Please cite the ADAS-TO paper when using this subset. Access is granted manually; the data is |
| released under **CC BY-NC 4.0** for non-commercial research. |
| |
