驾驶员在交通场景中的变化视盲及其启示

变化视盲(change blindness)现象,也称变化盲,是指视觉情景中人们不能觉察到某个事物变化的现象。研究以驾驶员为主体探讨了道路交通领域中的变化视盲现象。首先,从场景变化特征和驾驶员特征两个方面综述了影响驾驶员变化视盲的影响因素;其次,结合影响因素与变化视盲的特征理论建立了驾驶员变化检测的认知过程模型;最后,在模型的基础上,讨论了提高驾驶员变化检测能力的实际意义和潜在措施,并对未来有关交通安全变化视盲的研究予以展望。     

Change blindness in driving scenes

One of the key perceptual errors that contributes to accidents on the road is ‘looking but failing to see’. Though this has previously been attributed to failures of attention or time gaps, the recent change blindness literature suggests another alternative. Researchers have proposed that we have a poor memory for the visual world, and as such, participants find it very hard to notice a change between two successive pictures providing the transients that normally catch attention are masked. Such masking can occur naturally due to blinks and saccadic suppression. It is suggested that these effects may contribute to accident liability. An experiment was undertaken to test the application of the change blindness paradigm to the driving domain. It was predicted that experienced drivers may have greater visual persistence for changed targets in a road scene provided they are relevant to a driver’s parsing of the road (i.e. if the targets are potential hazards such as pedestrians, rather than changes in background scenery). The experiment required drivers and non-drivers to view a complex driving-related visual scene that was constantly interrupted by a flash once per second. During the flashes one item in the scene was changed. This target was manipulated according to location and semantic relevance. Results showed an interaction between central and peripheral items with semantic relevance. Participants found it hard to detect central items that were inconsequential, relative to other classifications of targets. No effect of experience was noted. The results are discussed in relation to the general theoretical literature and their potential applications to the driving domain.     

Attending to the peripheral world while driving

Do inexperienced drivers see less of the world when driving? Previous research suggests that participants detect fewer peripheral targets while watching video clips of dynamic hazardous driving scenes due to increases in foveal demand (i.e. the presence of a hazard), increases in peripheral target eccentricity, and the lack of driving experience. The current study aimed to further explore the role of experience as a key factor in the potential narrowing of spatial attention, and the possibility of differences in the time course of attentional deployment. It was predicted that the amount of narrowing due to central processing demands would change as a function of driving experience, with more experienced drivers suffering less narrowing due to their mastery of central processing demands in road scenes. The data did not support the narrowing hypothesis, though they did support the alternative strategic difference between the driver groups in the time‐course of attentional deployment. Learners seem to suffer attentional degradation in extra‐foveal regions over a longer period of time whereas experienced drivers seem to invest peripheral attention at the hazard location in short but intense bursts. Copyright © 2002 John Wiley & Sons, Ltd.     

Are situation awareness and decision-making in driving totally conscious processes? Results of a hazard prediction task

Detecting danger in the driving environment is an indispensable task to guarantee safety which depends on the driver’s ability to predict upcoming hazards. But does correct prediction lead to an appropriate response? This study advances hazard perception research by investigating the link between successful prediction and response selection. Three groups of drivers (learners, novices and experienced drivers) were recruited, with novice and experienced drivers further split into offender and non-offender groups. Specifically, this works aims to develop an improved Spanish Hazard Prediction Test and to explore the differences in Situation Awareness, (SA: perception, comprehension and prediction) and Decision-Making (DM) among learners, younger inexperienced and experienced drivers and between driving offenders and non-offenders. The contribution of the current work is not only theoretical; the Hazard Prediction Test is also a valid way to test Hazard Perception. The test, as well as being useful as part of the test for a driving license, could also serve a purpose in the renewal of licenses after a ban or as a way of training drivers. A sample of 121 participants watched a series of driving video clips that ended with a sudden occlusion prior to a hazard. They then answered questions to assess their SA (“What is the hazard?” “Where is it located?” “What happens next?”) and DM (“What would you do in this situation?”). This alternative to the Hazard Perception Test demonstrates a satisfactory internal consistency (Alpha = 0.750), with eleven videos achieving discrimination indices above 0.30. Learners performed significantly worse than experienced drivers when required to identify and locate the hazard. Interestingly, drivers were more accurate in answering the DM question than questions regarding SA, suggesting that drivers can choose an appropriate response manoeuvre without a totally conscious knowledge of the exact hazard.     

Sleep loss and change detection in driving scenes

Driver sleepiness is a significant road safety problem. Sleep-related crashes occur on both urban and rural roads, yet to date driver-sleepiness research has focused on understanding impairment in rural and motorway driving. The ability to detect changes is an attention and awareness skill vital for everyday safe driving. Previous research has demonstrated that person states, such as age or motivation, influence susceptibility to change blindness (i.e., failure or delay in detecting changes). The current work considers whether sleepiness increases the likelihood of change blindness within urban and rural driving contexts. Twenty fully-licenced drivers completed a change detection ‘flicker’ task twice in a counterbalanced design: once following a normal night of sleep (7–8 h) and once following sleep restriction (5 h). Change detection accuracy and response time were recorded while eye movements were continuously tracked. Accuracy was not significantly affected by sleep loss; however, following sleep loss there was some evidence of slowed change detection responses to urban images, but faster responses for rural images. Visual scanning across the images remained consistent between sleep conditions, resulting in no difference in the probability of fixating on the change target. Overall, the results suggest that sleep loss has minimal impact on change detection accuracy and visual scanning for changes in driving scenes. However, a subtle difference in response time to change detection between urban and rural images indicates that change blindness may have implications for sleep-related crashes in more visually complex urban environments. Further research is needed to confirm this finding.     

自我评估的能力与驾驶经验对危险知觉的影响

结合反应时和眼动研究方法,采用驾驶经验2（新手,有经验）×自我评估的能力2（高,低）×危险类型2（明显,隐藏）的混合实验设计,探索驾驶员驾驶能力的自我评估和驾驶经验对危险知觉及视觉注意的影响。采用驾驶能力量表和基于动态交通视频的危险知觉任务对86名驾驶员测试,并使用Tobbi T120记录眼动数据。结果发现,新手和有经验驾驶员自我评估的能力与危险知觉反应时间之间相关不显著,这说明两组驾驶员对自己驾驶能力的认识和评估不准确。有经验驾驶员对两类危险的反应比新手快。新手自我评估的能力过高,他们对两类危险的反应比同龄驾驶员和有经验驾驶员慢。然而,有经验驾驶员自我评估的能力与危险知觉反应时间之间不存在显著差异。此外,与新手相比,有经验驾驶员对两类危险的首次注视较快,总注视时间更长。与同龄驾驶员相比,新手自我评估的能力过高,他们对危险的首次注视较慢,对危险的总注视时间更少。这些研究结果表明,新手自我评估的能力过高,可能会提高他们的风险接受阈限,由此降低了他们对危险的反应速度。未来驾驶训练应当采取措施减少新手对驾驶能力的自我评估偏见,改善他们的视觉搜索模式以降低事故风险。     

驾驶员选择性注意过程中的规则图式启动效应

本研究将驾驶无意视盲范式与交通违规事件识别任务相结合, 通过两个实验分别探究任务性质(有提示、无提示)和规则图式训练(训练、未训练)对驾驶员识别交通信号和违规事件的影响。结果发现, 交通规则提示能够提高有经验的驾驶员识别交通信号的正确率(实验1); 对于新手驾驶员, 则需要结合规则图式训练才能起到相同效果(实验2)。研究表明驾驶员选择性注意过程中存在规则图式启动效应, 图式训练能够弥补新手驾驶员经验的不足。     

Driving manoeuvre during lane maintenance in older adults: Associations with neuropsychological scores

Older drivers experience difficulties in lane maintenance under challenging driving sections due to age-related cognitive declines, yet there is little comprehensive evidence on associations between cognitive functions and the lane maintenance in this population. In this study, fifty older drivers completed an on-road driving assessment and a battery of standard neuropsychological tests. Mean Lane Position (MLP), Standard Deviation of Lane Position (SDLP) and manoeuvre time calculated from precise vehicle movement trajectories were used as the lane maintenance parameters. The GNSS tracking vehicle movement presents comprehensive and reliable vehicle position data, which is more sensitive for detecting subtle variations of lane maintenance in older drivers. Statistical analysis results showed that lower visual attention (selective and divided attention) was associated with higher MLP and SDLP; MLP was also correlated to spatial abilities, executive function, and motor speed; manoeuvre time was negatively correlated with drivers’ risk-taking personality (all p < .01). Selective attention was found to be the best predictor of MLP in lane maintenance. A combined eight variables from three neuropsychological tests, UFOV 2 and 3, BD and BJLO, D-KEFS TMT 1, 2, 3, and 4, correctly classified 80.4% of participants with good versus low-performing lane maintenance.     

Older drivers’ self-assessed driving skills,driving-related stress and self-regulation in traffic

Previous research on older drivers has indicated connections between self-rated driving ability, confidence in their own driving, driving-related stress, and self-regulatory behaviour. However, more systematic associations between older drivers’ perceptions on their own driving and self-regulation or driver stress and self-regulation behaviour, and possible gender differences in these, have not been obtained in previous studies. The aim of the present study was to gain a better understanding of older drivers’ self-regulatory driving and the motivators behind this behaviour, by placing this behaviour in the modern traffic psychological framework of the driving task. 888 drivers aged 75 or older completed a structured phone interview about their perceived changes in driving skills, driving-related discomfort, and avoidance of driving situations. The results showed that when reporting change, the participants were more likely to report improvement of higher level skills and decline of the lowest level skills. Women were less likely to report improvement and more likely to report decline of skills. Driving situations related to inner states or adverse conditions were more often associated with discomfort and avoidance than situations related to infrastructure, and women were more likely to report discomfort and avoidance of driving situations. The results suggest that older drivers generally show good self-judgement of changes in their driving skills and acknowledge the different types of skills comprised in the driving task. The results also provide a better understanding of older drivers’ self-regulation of driving and gender differences in this, thus providing a better understanding in particular of women drivers’ self-regulation and increased risk of premature driving cessation. These findings may be valuable when encouraging older drivers, especially women, to prolong their driving.     

Behavioral changes to repeated takeovers in automated driving: The drivers’ ability to transfer knowledge and the effects of takeover request process

Only a couple of studies evaluated whether drivers of automated vehicles change their takeover behavior when they experience takeover requests repeatedly. Even less evidence was accumulated regarding the question whether drivers are able to transfer learned behavior to takeover situations with varying visibility characteristics and whether drivers’ takeover behavior depends on the takeover process in these situations. This paper therefore examines three research questions. First, it assesses how drivers change their behavior with the repeated experience of a takeover situation with the same visibility (fog or no fog). Second, it tests whether drivers can transfer their learned takeover behavior from a takeover situation with high or low visibility to the same takeover situation with different visibility conditions. Third, it assesses whether drivers’ takeover behavior and their experience of the situation differ between a one-step and a two-step takeover request process. Forty participants experienced a takeover situation three times. Experimental trials varied between-subjects concerning the permanent presence or absence of fog in the adaptation condition, the change of visibility conditions from fog to no fog or vice versa in the transfer condition, and the design of the takeover process with one-step or two-steps. Dependent variables included participants’ takeover time, minimum time-to-collision (TTC_min) with the construction site, deceleration and maximum steering behavior, and their ratings of criticality of the driving situation and perceived effort. Results show that participants adapted their deceleration behavior when repeatedly experiencing a takeover situation with the same visibility characteristics (adaptation condition). Changing these characteristics (transfer condition) lead to increased minimum TTCs, criticality and perceived effort ratings. In general, participants were able to maintain their takeover behavior in takeover situations with varying visibility characteristics indicating that they can transfer their takeover behavior across situations. Finally, the two-step takeover request process was associated with longer takeover times. However, minimum TTCs were larger and maximum steering movements and criticality ratings were lower compared to the one-step process. We conclude that drivers transfer their behavior across takeover situations. However, this performance comes at higher costs in terms of perceived effort and criticality. In addition, two-step takeover request processes should be favored over one-step processes when designing takeover requests. Future studies should examine the validity of the results in various takeover situations and on-the-road studies.     

驾驶经验和危险类型对驾驶员危险检测的影响

结合反应时和信号检测方法,考察不同危险类型下驾驶员危险检测的特点。35名新手和35名有经验驾驶员依次完成一个反应时测试和一个信号检测任务。结果发现：新手对明显和隐藏危险的反应时间比有经验驾驶员长。与隐藏危险相比,驾驶员对明显危险的敏感性高、判断标准低。驾驶员对两类危险的反应时间长是因为他们的判断标准严格。研究结果表明,驾驶员危险检测的特点随着危险类型不同而变化。     

驾驶经验和危险类型对驾驶员危险检测的影响

结合反应时和信号检测方法,考察不同危险类型下驾驶员危险检测的特点。35名新手和35名有经验驾驶员依次完成一个反应时测试和一个信号检测任务。结果发现：新手对明显和隐藏危险的反应时间比有经验驾驶员长。与隐藏危险相比,驾驶员对明显危险的敏感性高、判断标准低。驾驶员对两类危险的反应时间长是因为他们的判断标准严格。研究结果表明,驾驶员危险检测的特点随着危险类型不同而变化。     

Compensating for failed attention while driving

While operating a motor vehicle, drivers must pay attention to other moving vehicles and the roadside environment in order to detect and process critical information related to the driving task. Using a driving simulator, this study investigated the effects of an unexpected event on driver performance in environments of more or less clutter and under situations of high attentional load. Attentional load was manipulated by varying the number of neighboring vehicles participants tracked for lane changes. After baseline-driving behavior was established, the unexpected event occurred: a pedestrian ran into the driver’s path. Tracking-accuracy, brake initiation, swerving, and verbal report of the unexpected pedestrian were used to assess driver performance. All participants verbally reported noticing the pedestrian. However, analyses of driving behavior revealed differences in the reactions to the pedestrian: drivers braked faster and had significantly less deviation in their steering heading with a lower attentional load, and participants in low clutter environments had a larger overall change in velocity. This research advances the understanding of how drivers allocate attention between various stimuli and the trade-offs between a driver’s focus on an assigned task and external objects within the roadway environment. Moreover, the results of this research lend insight into how to construct roadway environments that encourage driver attention toward the most immediate and relevant information to reduce both vehicle-to-vehicle and vehicle-to-pedestrian interactions.     

The interactive effect of vehicle signals and sensation-seeking on driver hazard perception

Does sensation seeking—as a personality trait that is closely related to risky driving—affect a driver's hazard perception, and if so, under what circumstances? Using hazard locations and vehicle signals as cues, this study classifies traffic situations into four types: danger ahead with cues, danger ahead without cues, danger behind with cues, and danger behind without cues. Based on these classifications, we examine the characteristics of hazard perception, decision-making criteria, sensitivity, and visual attention patterns of drivers with different sensation-seeking tendencies. Fifty-two experienced drivers were recruited for experiments in Dalian, China. Using computer, participants were shown videos taken from the driver's perspective and were asked to respond to hazards by pressing keys on the left mouse button. Their eye movements were recorded, and a multi-dimensional driving-style scale was used to divide participants into higher and lower sensation-seeking groups. The results showed that the higher sensation-seeking drivers had a lower hazard detection rate, fewer fixation counts, and shorter glances when there were cues, and they responded more slowly when there was danger ahead. For dangers ahead with cues and dangers behind without cues, the more attention the higher sensation-seeking drivers paid to the danger, the slower their response and the lower their hazard detection rate. The results indicated that higher sensation-seeking drivers have poor hazard perception in situations when there are vehicle signals as prompting clues and dangers ahead. In particular, for a danger with clues, the visual agility of the higher sensation-seeking drivers was worse than that of the lower sensation-seeking drivers. The more attention they paid to the danger the worse their hazard perception. The results of this study can provide guidance to teach drivers hazard-perception skills.     

Do sport modes cause behavioral adaptation?

A key question in transportation research is whether drivers show behavioral adaptation, that is, slower or faster driving, when new technology is introduced into the vehicle. This study investigates behavioral adaptation in response to the sport mode, a technology that alters the vehicle’s auditory, throttle-mapping, power-steering, and chassis settings. Based on the literature, it can be hypothesized that the sport mode increases perceived sportiness and encourages faster driving. Oppositely, the sport mode may increase drivers’ perceived danger, homeostatically causing them to drive more slowly. These hypotheses were tested using an instrumented vehicle on a test track. Thirty-one drivers were asked to drive as they normally would with different sport mode settings: Baseline, Modified Throttle Mapping (MTM), Artificial Engine Sound enhancement (AESe), MTM and AESe combined (MTM-AESe), and MTM, AESe combined with four-wheel steering, increased damping, and decreased power steering (MTM-AESe-4WS). Post-trial questionnaires showed increased perceived sportiness but no differences in perceived danger for the three MTM conditions compared to Baseline. Furthermore, compared to Baseline, MTM led to higher vehicle accelerations and, with a smaller effect size, a higher time-percentage of driving above the 110 km/h speed limit, but not higher cornering speeds. The AESe condition did not significantly affect perceived sportiness, perceived danger, and driving speed compared to Baseline. These findings suggest that behavioral adaptation is a functional and opportunistic phenomenon rather than mediated by perceived sportiness or perceived danger.     

Factors affecting perceived safety and enjoyment based on driver experience

A positive driving experience, especially for older drivers, increases the attention to the emotional dimensions of driving, such as the driver’s perceived safety. Therefore, this study empirically presents factors affecting driver experience and compares them between older and younger drivers. Consequently, we conducted a face-to-face survey on elderly and young drivers and analyzed the data of 246 drivers using structural equation modeling. The analysis presented measurements and structural model evaluations. Considering the analysis, it was found that driving-related information and car-exterior context affect the perceived safety and enjoyment of a driver’s experience. Additionally, car-exterior context exerts a greater influence on the perceived safety and enjoyment of the elderly drivers’ group than the young drivers’ group. The results of this study will empirically contribute to the satisfaction of driver experience and perceived safety improvement in the future. It also provides a basis for the development of driving interfaces to improve the quality of the driving experience of the elderly.     

Investigating the motivational factors influencing drivers intentions to unsafe driving behaviours: Speeding and overtaking violations

Achieving road safety depends on driver attitudes and behaviours in handling the vehicle on roads. The availability of good road, improvement of vehicle designs and drivers experience lead to reduction in crashes but not prevention of crashes. The study aims to predict the drivers’ intentions towards speeding and overtaking violations when under the influence of motivational factors using belief measure of TPB and DBQ variables. To achieve this, questionnaires were randomly administered to a sample of Ghanaian drivers (N = 354) who held valid driving licenses. This study applied regression techniques. The result shows that the components of TPB and DBQ variables were able to predict drivers’ intentions towards speeding and overtaking violations. The study further shows that components of TPB made larger contributions to the prediction of divers’ intentions to speeding and overtaking than the DBQ. Further analysis revealed that, in the prediction of drivers’ intentions, speeding attitude was the most frequent violations compared to overtaking. The drivers tend to involved in overtaking violations when they perceived the driving motivations would enhance the performance of the behaviour. Additionally, control belief has been the strongest predictor of drivers’ intentions under the influence of motivations to speeding and overtaking violations. It appeared that the drivers who intended to involve in speeding and overtaking violations had strong beliefs in the factors and are more likely to violate based on their beliefs. The practical implications of the findings for the development of interventions to promote road safety and positive changes are also discussed.     

How Stimulus Variables Combine to Affect Change Blindness

Change blindness is the inability to detect changes that occur in a scene, when the scene is briefly obscured while the change happens. It has been found to occur during driving simulations and computer use for example. Scene-Complexity, stimulus On-Time and time for which a scene is obscured can all affect our ability to detect changes (or change blindness). In most studies parameters have been selected to induce change blindness with little consideration of the extent to which change blindness might be induced. There is however evidence that variables that describe the visual scene can affect likelihood of detecting changes (Rensink Visual Cognition 7:345?C376, 2000). These effects have in this paper been explored in combination. Increasing Scene-Complexity, decreasing stimulus On-Time and increasing the duration for which a scene is obscured all increase change blindness but they all interact to further increase the likelihood of changes being missed. In order to reduce change blindness in a changing scene, all the variables need to be considered.     

Driving anger in Germany: Validation of the driving anger scale for German drivers

In 1994, Deffenbacher et al. published the Driving Anger Scale (DAS), a tool for assessing a driver’s propensity to experience anger in road traffic. Since then, much research has used this scale to measure the driving anger experienced in various countries around the world. This study examines the scale’s validity for German drivers. It also relates their experiences of anger while driving to their experiences and expressions of anger in general, as well as to certain demographic variables. In addition, it compares German drivers’ experiences of driving anger to those reported by drivers from other countries. We distributed a German version of the DAS and the State-Trait Anger Expression Inventory (STAXI) to a sample of 1136 German drivers. Results showed that a 22-items version of the DAS with six factors produced good fit indices for German drivers. Furthermore, data analysis revealed small to moderate significant relationships between German drivers’ driving anger experiences and their experiences and expressions of anger in general, underlining the idea that driving anger is a personality characteristic that is related to one's general experience and expression of anger. Finally, German drivers' driving anger experiences differed from those of drivers from other countries in that German drivers reported less driving anger than drivers from Spain and New Zealand, comparable levels to those from Turkey, Malaysia, and the United States, and more driving anger than drivers from France, Australia, China, and the United Kingdom. In addition, discourteous driver actions and hostile gestures consistently triggered highest driving anger ratings whereas police presence was rated lowest. Given these results, we conclude that the DAS can be applied to German drivers in its modified version.     

Measuring driving workload of heavy vehicles at roundabouts

Correctly designed roundabouts proved to have positive safety and functional performances. However, they are also affected by peculiar disadvantages. In particular, they are difficult to manoeuvre, especially for heavy vehicle drivers. Despite these concerns, there are currently no driving workload metrics devoted to roundabouts.A novel methodological approach is proposed for trying to quantify workload impinging on heavy vehicle drivers when manoeuvring through complex at-grade intersections. Proper acquisition of input data constitutes the starting point for future research about ascertainment of workload for these particular road scenarios. The described procedure enables recording steering wheel angles performed by a driver when manoeuvring an articulated lorry through a complex at-grade intersection. A field trial was carried out for verifying the practical feasibility of proposed method in capturing driver’s steering behaviour. Dynamic data acquired via global navigation satellite system instrumentation were related to actual driver’s steering wheel behaviour captured by camera frames. As a complement to the experiment, selected steering behaviour metrics were calculated. Steering Entropy attributed a high difficulty level to the manoeuvres performed through the roundabout, whereas High Frequency Component and Steering Reversal Rate showed intensity and occurrences of driver’s corrections needed for controlling position of the semitrailer at the ring. It appears that even a single roundabout may represent an arduous task for drivers. The study concludes with recommendations for further research about workload imposed by roundabouts to heavy vehicle drivers, with special attention to successions of closely spaced roundabouts.