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1.
Attitudes of a sample of 211 UK people who are blind concerning autonomous vehicles (AVs), and the determinants of the willingness of people who are blind to travel in AVs, were examined. Participants answered an open-ended question regarding their attitudes towards level 5 AVs and the results were analysed using a semi-automated structural topic modelling procedure. (Level 5 AVs are fully autonomous anywhere, and do not require controlled areas in which to operate.) Four “topics” emerged from the exercise: (i) “hope” for future independence and freedom to travel offered by AVs to people who are blind, (ii) scepticism that AVs will ever be configured to meet the needs of people who are blind, (iii) concerns over safety, and (iv) the affordability of AVs. The four topics were employed as mediating variables in a structural equation model designed to explain the respondents’ willingness to travel in an AV. A number of covariates were presumed to influence the four mediating topics, including a participant’s desire for independence, comorbidity, locus of control, and level of generalised anxiety. Three of the mediating variables exerted significant influences on willingness to travel in an AV, i.e., hope for future independence, misgivings about safety, and affordability. Scepticism about AVs did not have a significant effect. Several implications for AV design and for the creation of public information messages promoting AVs are suggested. In particular, public information campaigns should emphasise the freedom to travel that AVs will provide for people who are blind; reassurances concerning safety; and the inevitability of AVs appearing on the roads of economically developed countries. 相似文献
2.
Small unmanned aerial systems (sUAS), or drones, have become increasingly utilized for a myriad of applications in the vicinity of roadways and can offer a low-cost alternative to many labor-intensive data collection techniques, including infrastructure inspection, roadway marking data collection, and more. To collect much of this data with a desired degree of accuracy, sUAS must be flown near moving vehicles, pedestrians, and/or bicyclists. However, sUAS, and their operators, have the potential to be a distraction to drivers. Through a full-immersion driver simulator study and post-experiment questionnaire, this study furthered the current state-of-the-literature and investigated the potential for sUAS to be flown in the vicinity of roadways in the future as well as potential safety implications of those circumstances. Specifically, driver performance due to drone height and the presence of drone operators was evaluated. The results of the driving simulation study revealed that participants were more visually distracted in situations where the operators and drone were both present compared to the drone only scenarios. Furthermore, in 11% of all analyzed situations, drivers were critically visually-distracted as shown by a continuous glance of two seconds or more at the drone or operators. The post-experiment questionnaire revealed that approximately 30% of participants had seen a drone in flight near a roadway prior to this study. Ultimately, this research provides recommendations to policymakers for creating regulations on the use of sUAS in the vicinity of roadways. 相似文献
3.
This research study focused on the evaluation of an emulated in-vehicle Active Traffic and Demand Management (ATDM) system on Interstate 66 in Northern Virginia. Traditional ATDM systems rely on infrastructure-mounted variable message signs (VMS) to provide information (speed limits, lane availability, etc.) to the traveling public. By providing information about dynamic roadway conditions on an in-vehicle device, the ATDM may improve driving safety and performance by allowing drivers to remain consistently aware of forthcoming traffic conditions and roadway requirements; even when external signage is inaccessible. This study represents an initial investigation of an emulated in-vehicle ATDM to provide developers with design guidance and ensure that unintended consequences, such as distraction, do not undermine the potential benefits.Twenty younger and 20 older participants, accompanied by a member of the research team, experienced the following ATDM features on an in-vehicle device (IVD) mounted to the dashboard: (1) dynamic speed limits, (2) dynamic lane use/shoulder control, (3) High Occupancy Vehicle (HOV) restrictions, and (4) roadway information from variable message signs. The IVD was equipped with auditory and visual alerts notifying the driver when relevant visual information was updated. Research questions addressed distraction and driver behavior associated with use of the system. Qualitative and quantitative participant data was acquired from the instrumented vehicle, various questionnaires, and researcher observation.Several key findings were uncovered: (1) The IVD, as tested, did not warrant classification as a source of distraction according to the NHTSA guidelines; v2) There was a significant difference in eye-glance durations to the IVD when comparing the VMS alerts to both the speed limit and lane management alerts; and (3) The speed limit alert motivated participants to alter their speed (per survey results and participant speed data). 相似文献
4.
As the technology matures, fully autonomous vehicles (AVs) are on the corner. This calls for exploring the factors that might influence potential users’ perception and acceptance of AVs. Limited existing studies related to acceptance modeling investigated the effects of media and human on fully AVs’ beliefs. Hence, a media-based perception and adoption model (MPAM) is developed to investigate how information and opinion (from mass media and social media) affect human self-perception (including self-efficacy and subjective norms) and product value perception (including perceived usefulness and risks), which in turn drive users’ adoption intention to private AVs and public AVs as well. Through a questionnaire survey, 355 samples from two universities were collected in Beijing. The structural equation model results confirm that media channels have salient effects on consumer and product with different emphases. Mass media enhances potential users’ self-efficacy of fully AVs, while social media strengthens subjective norms. Both usefulness and risks of AVs are perceived simultaneously via mass media, whereas risks perception can be significantly eliminated by social media. All constructs of user’s self-perception and product perception are verified to drive users’ intention to using AVs and public AVs. Besides the theoretical and modeling contributions, practical implications are provided for the marketers and stakeholders in the early stages of AVs launch. 相似文献
5.
Previous studies indicate that, if an automated vehicle communicates its system status and intended behaviour, it could increase user trust and acceptance. However, it is still unclear what types of interfaces will better portray this type of information. The present study evaluated different configurations of screens comparing how they communicated the possible hazards in the environment (e.g. vulnerable road users), and vehicle behaviours (e.g. intended trajectory). These interfaces were presented in a fully automated vehicle tested by 25 participants in an indoor arena. Surveys and interviews measured trust, usability and experience after users were driven by an automated low-speed pod. Participants experienced four types of interfaces, from a simple journey tracker to a windscreen-wide augmented reality (AR) interface which overlays hazards highlighted in the environment and the trajectory of the vehicle. A combination of the survey and interview data showed a clear preference for the AR windscreen and an animated representation of the environment. The trust in the vehicle featuring these interfaces was significantly higher than pretrial measurements. However, some users questioned if they want to see this information all the time. One additional result was that some users felt motion sick when presented with the more engaging content. This paper provides recommendations for the design of interfaces with the potential to improve trust and user experience within highly automated vehicles. 相似文献
6.
Appropriate communication between road users can lead to safe and efficient interactions in mixed traffic. Understanding how road users communicate can support the development of effective communication methods for automated vehicles. We carried out observations of 66 pedestrian-driver and 124 driver-driver interactions in a shared space setting. Specific actions and reactions of the road users involved were recorded using a novel observation protocol. Overall, results showed that pedestrians’ failure to look towards a driver created the greatest uncertainty in the interaction, with the driver slowing down, but not completely stopping, in response to pedestrians. Looking towards the driver also influenced which road user took priority in driver-driver interactions. Groups of pedestrians were more likely to be given priority than an individual pedestrian, and the use of vehicle-based signals were also associated with taking priority during an interaction. Our observations show the importance of non-verbal communication during road user interactions, highlighting it as an essential area of research in the development of automated vehicles, to allow their safe, cooperative, interactions with other road users. Observations were made on a limited number of interactions to inform challenges facing future automated vehicles. Further work should therefore be done to corroborate and extend our findings, to examine interactions between human road users and automated vehicles in shared space settings. 相似文献
7.
The number of automated vehicles (AVs) is expected to successively increase in the near future. This development has a considerable impact on the informal communication between AVs and pedestrians. Informal communication with the driver will become obsolete during the interaction with AVs. Literature suggests that external human machine interfaces (eHMIs) might substitute the communication between drivers and pedestrians. In the study, we additionally test a recently discussed type of communication in terms of artificial vehicle motion, namely active pitch motion, as an informal communication cue for AVs.N = 54 participants approached AVs in a virtual inner-city traffic environment. We explored the effect of three communication concepts: an artificial vehicle motion, namely active pitch motion, eHMI and the combination of both. Moreover, vehicle types (sports car, limousine, SUV) were varied. A mixed-method approach was applied to investigate the participantś crossing behavior and subjective safety feeling. Furthermore, eye movement parameters were recorded as indicators for mental workload.The results revealed that any communication concept drove beneficial effects on the crossing behavior. The participants crossed the road earlier when an active pitch motion was present, as this was interpreted as a stronger braking. Further, the eHMI and a combination of eHMI and active pitch motion had a positive effect on the crossing behavior. The active pitch motion showed no effect on the subjective safety feeling, while eHMI and the combination enhanced the pedestrianś safety feeling while crossing. The use of communication resulted in less mental workload, as evidenced by eye-tracking parameters. Variations of vehicle types did not result in significant main effects but revealed interactions between parameters. The active pitch motion revealed no learning. In contrast, it took participants several trials for the eHMI and the combination condition to affect their crossing behavior. To sum up, this study indicates that communication between AVs and pedestrians can benefit from the consideration of vehicle motion. 相似文献
8.
An important challenge of automated vehicles (AV) will be the cooperative interaction with surrounding road users such as pedestrians. One solution to compensate for the missing driver-pedestrian interaction might be explicit communication via external human machine interfaces (eHMIs). Additionally, implicit communication such as a vehicle pitch motion might support AVs when interacting with pedestrians. While previous work explored various explicit and implicit communication cues, these concepts communicated the intention of the AV at one single time point. Currently, empirical findings on two-step communication lack so far. In this study, we empirically test the effect of a two-step AV communication that uses an implicit cue at a long distance and subsequently provides an implicit or explicit cues at a short distance. We compared its efficiency to single-step communication concepts providing implicit or explicit cues at the shorter distance only. To explore whether the right communication cue is used at the right distance, we analyzed pedestrians’ fixations while approaching an AV using an eye tracking device.We conducted a virtual reality study (N = 30) with AV communication concept that provided an active pitch motion or an eHMI and compared them with a two-step AV communication concept that provided an additional active pitch motion at a long distance when approaching the pedestrian. Furthermore, we recorded pedestrians’ fixation behavior while the AV approached.Consistently to previous work, single-step AV communication showed a beneficial effect on crossing behavior. Pedestrians initiated their crossing earlier while approaching an AV with an active pitch motion or an eHMI compared to the baseline condition. While active pitch motion reduced subjective safety feeling, eHMI increased it. However, the two-step communication concept did not further improve pedestrians’ crossing initiation times and their safety feeling. The pattern of fixation behavior differed as a function of AV distance. When the approaching AV was far away, pedestrians exclusively looked at the environment. During the approach, pedestrians gradually fixated the bumper and the hood and only then the windshield of the AV. Hence, it seems to be useful to present an AV intent communication at a certain distance from the pedestrian. These findings posit the importance of considering pedestrians’ fixation behavior when developing communication concepts between AVs and pedestrians. 相似文献
9.
The introduction of autonomous vehicles (AVs) in the road transportation systems raises questions with respect to their interactions with human drivers’, especially during the early stages. Issues such as unfamiliarity or false assumptions regarding the timid and safe behaviour of AVs could potentially result in undesirable human driver behaviours, for instance “testing” AVs or being aggressive towards them. Among other factors, morality has been determined as a source of aggressive driving behaviour. Following previous approaches on moral disengagement, the current paper argues that moral standards during interactions of human drivers with AVs could potentially blur, leading to the disengagement of self-regulation mechanisms of moral behaviour. The study investigates the impact of moral disengagement on the intention of human drivers to be aggressive towards AVs. To that end, an online survey was conducted including a newly developed survey of moral disengagement, adapted to the context of AVs. Moreover, measures of personality, driving style, attitudes towards sharing the road with AVs and perceived threats were collected. A confirmatory factor analysis provided support for the concept of moral disengagement in the context of AVs. Moreover, relationships between personality, driving style and attitudes towards sharing the road with AVs were found, via a structural equation modelling approach (SEM). The results could have implications in the future driver training and education programmes, as it might be necessary to not only focus on driving skills but also on the development of procedural skills that will improve the understanding of AVs’ capabilities and ensure safer interactions. Efforts on improving attitudes towards AVs may also be necessary for improving human driver behaviour. 相似文献
10.
Autonomous robotic vehicles need accurate positioning to navigate. For outdoor autonomous vehicles, the localization problem has been solved using GNSS systems. However, many places suffer from problems in the signal of those systems, known as GNSS-denied environments. To face such a problem, several approaches first map the environment to thereafter localize the vehicle within it. The solutions for mapping in GNSS-denied places, mostly, are tested indoors, and the revisited areas are generally close from the starting position. In this work, we develop a single sensor system for mapping in large-scale GNSS-denied sites, based exclusively on a 3D LiDAR system. The proposed work consists of a 3D-LiDAR with a LiDAR Odometry approach (LO) estimating movements between frames thus providing of dead-reckoning estimates of the vehicle. The LiDAR Odometry is the input to a virtual GNSS system based on a Particle Filter Localization which matches the estimated dead-reckoning with a road map, with the assumption that the vehicle usually navigates on roads. The global position produced by the virtual GNSS is used to detect and correct loop closures in case of revisited areas. A GraphSLAM implementation fuses the outcomes from LiDAR Odometry, virtual GNSS and loop closure, and yield a feasible pose of the vehicle. Finally, a mapping procedure places every 3D frame and builds 2D occupancy grid maps. The system developed here is evaluated empirically using two datasets collected in a dynamic environment with paths of 3.7 and 6.5 km long, respectively. For both datasets, the system presents an RMS of 6.5 m according to GNSS sensor readings used for comparison purposes. 相似文献