Abstract

Longitudinal vehicle trajectories suffer from errors and noise because of detection and extraction techniques, challenging their applications. Existing smoothing methods either lack physical meaning or cannot ensure solution existence and uniqueness. To address this, we propose a two-step quadratic programming method that aligns smoothed speeds and higher-order derivatives with physical laws, drivers’ behaviors, and vehicle characteristics. Unlike the well-known smoothing splines method, which minimizes a weighted sum of discrepancy and roughness in a single quadratic programming problem, our method incorporates prior knowledge of position errors into two sequential quadratic programming problems. Step 1 solves half-smoothed positions by minimizing the discrepancy between them and raw positions, subject to physically meaningful bounds on speeds and higher-order derivatives of half-smoothed positions. Step 2 solves smoothed positions by minimizing the roughness while maintaining physically meaningful bounds and allowing the deviations from raw data of smoothed positions by at most those of the half-smoothed positions and prior position errors. The second step’s coefficient matrix is not positive definite, necessitating the matching of the first few smoothed positions with corresponding half-smoothed ones, with equality constraints equaling the highest order of derivatives. We establish the solution existence and uniqueness for both problems, ensuring their well-defined nature. Numerical experiments using Next Generation Simulation (NGSIM) data demonstrate that a third-order derivative constraint yields an efficient method and produces smoothed trajectories comparable with manually re-extracted ones, consistent with the minimum jerk principle for human movements. Comparisons with an existing approach and application to the Highway Drone data set further validate our method’s efficacy. Notably, our method is a postprocessing smoothing technique based on trajectory data and is not intended for systematic errors. Future work will extend this method to lateral vehicle trajectories and trajectory prediction and planning for both human-driven and automated vehicles. This approach also holds potential for broader smoothing problems with known average error in raw data. History: This paper has been accepted for the Transportation Science Special Issue on ISTTT25 Conference. Funding: The authors extend their gratitude to the Pacific Southwest Region University Transportation Center and the University of California Institute of Transportation Studies (UC ITS) Statewide Transportation Research Program (STRP) for their valuable financial support.