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31.
The Objective Sleepiness Scale (OSS) was developed to detect and quantify sleepiness on the basis of two direct and reliable sleepiness indicators: EEG and EOG. The present study aims to test whether the OSS can be used to detect sleepiness episodes that impair performance on driving and vigilance tasks accurately and with a good time synchronization. Forty-three healthy volunteers performed monotonous driving sessions on a simulator and the psychomotor vigilance task (PVT) in a normal sleep condition and after partial sleep deprivation. OSS reliability and time synchronization for sleepiness detection were tested on driving (standard deviation of vehicle lateral position and off-road duration) and PVT (reaction time and lapses). Inter-rater reliability of the scale was evaluated by two blinded scorers. Results show that the OSS score indicates higher sleepiness in sleep deprivation conditions (p < 0.001) and with time-on-task. Differences of performance between OSS score calculated with multiple pairwise comparisons, indicate OSS score increase when driving performance (SDLP and off-road duration) decreases (p < 0.001 for comparisons between OSS stages 0 vs 2, 0 vs 3, 1 vs 2 and p < 0.05 for 1 vs 3). Reaction time during PVT is also related to the OSS score (p < 0.05 for OSS values from 0 to 2, 0 to 3, 1 to 2 and 1 to 3). There is no proportional relation between OSS score and performance impairment, but a threshold effect between levels 1 and 2 of the scale is observed. Positive outcomes are also obtained for time synchronization of the OSS assessed on driving performance (p < 0.001 for both SDLP and off-road duration). Finally, inter-rater agreement is found to be considerable. The results allow us to consider using the Objective Sleepiness Scale as a tool for research on sleepiness. 相似文献
32.
The driver of a conditionally automated vehicle equivalent to level 3 of the SAE is obligated to accept a takeover request (TOR) issued by the vehicle. Considerable research has been conducted on the TOR, especially in terms of the effectiveness of multimodal methods. Therefore, in this study, the effectiveness of various multimodalities was compared and analyzed. Thirty-six volunteers were recruited to compare the effects of the multimodalities, and vehicle and physiological data were obtained using a driving simulator. Eight combinations of TOR warnings, including those implemented through LED lights on the A-pillar, earcon, speech message, or vibrations in the back support and seat pan, were analyzed to clarify the corresponding effects. When the LED lights were implemented on the A-pillar, the driver reaction was faster (p = 0.022) and steering deviation was larger (p = 0.024) than those in the case in which no LED lights were implemented. The speech message resulted in a larger steering deviation than that in the case of the earcon (p = 0.044). When vibrations were provided through the haptic seat, the reaction time (p < 0.001) was faster, and the steering deviation (p = 0.001) was larger in the presence of vibrations in the haptic seat than no vibration. An interaction effect was noted between the visual and auditory modalities; notably, the earcon resulted in a small steering deviation and skin conductance response amplitude (SCR amplitude) when implemented with LED lights on the A-pillar, whereas the speech message led to a small steering deviation and SCR amplitude without the LED lights. In the design of a multimodal warning to be used to issue a TOR, the effects of each individual modality and corresponding interaction effects must be considered. These effects must be evaluated through application to various takeover situations. 相似文献
33.
Motor vehicle collisions are the leading cause of death in people ages 5–34 in the US, and secondary task engagement, such as talking on a cell phone, is a leading contributor to motor vehicle collisions. The negative effects of secondary task engagement on driving performance has become a prominent recent topic of study given the increasing amount of time drivers engage in distracted driving. However, few studies have examined the effects of secondary task engagement while driving on health related outcomes such as cardiovascular reactivity. Cardiovascular reactivity, as measured by heart rate and blood pressure, has been used in previous studies as a means of measuring effort in task engagement as well as a means to predict cardiovascular disease and stroke. This study investigates the effect of secondary task (talking on a cell phone, texting, and driving with no task) while driving in a simulator on cardiovascular reactivity. Using difference scores between baseline (a period of inactivity) and stimulus (driving with no task and driving with secondary tasks), a repeated measures analysis of variance using a mixed model approach was used to determine the effect of secondary task on cardiovascular reactivity. Findings indicated that talking on a cell phone while driving significantly increased cardiovascular reactivity via heart rate and blood pressure compared to driving with no task. Texting while driving did not differ significantly from driving with no task. This study demonstrates the need for more research on the long term effects of secondary tasks while driving on cardiovascular reactivity and for assessing the risks associated with secondary task use while driving on developing cardiovascular disease or stroke. 相似文献
34.
Rural roads are characterized by a high percentage of run-off-the-road accidents and head-on collisions, mainly caused by inappropriate speeds and failure to maintain a proper lateral position along the roadway alignment. Among several road safety treatments, low-cost perceptual measures are considered an effective tool, as they generally increase the risk perceived by drivers, or even alter the drivers’ speed perception, and consequently tempting them to decrease their speeds. Their effectiveness has been widely recognized in a number of studies, especially with respect to road intersections and curves.The overall aim of this study is to investigate the effects of different perceptual treatments on driving speed, along a crest vertical curve of an existing two-lane rural road, in order to identify the most effective measure to reduce speed and define its subsequent implementation in the field. Three perceptual treatments were tested using a driving simulator: white peripheral transverse bars, red peripheral transverse bars and optical speed bars, with each one being painted along the approaching tangent to the crest vertical curve. The effects of these speed-reducing measures were investigated using a sample of forty-four participants, by comparing the driving speeds with those recorded under a baseline condition (without a treatment); these were also used to validate the driving simulator’s speed measurements with those found in the field. Moreover, subjective measures were collected, consisting of the driver’s static evaluation of the desired speed, risk perception and markings comprehension, based on screen shot pictures that represented the simulated configurations of the treatments.The findings demonstrated an overall effectiveness of the perceptual treatments, although only the red peripheral transverse bars were found to significantly reduce the driving speeds (−6 km/h). The analysis of the questionnaire yielded interesting information and demonstrated the importance of performing driving simulation tests for evaluating the effectiveness of perceptual treatments.Finally, the results confirmed the enormous potential of using driving simulators to pinpoint a number of speed-reducing measures, and consequently select the most effective one that reduces cost and promotes safety before its actual implementation in the field. 相似文献
35.
Young drivers (aged 17–25 years) are the highest risk age group for driving crashes and are over-represented in car crash statistics in Australia. A relationship between cognitive functioning and driving in older drivers (60 years and older) has been consistently supported in previous literature, however, this relationship has been neglected in research regarding younger drivers. The role of cognitive functioning in young people’s driving was investigated both independently and within a current model of younger peoples driving performance. With young drivers as participants, driving behaviour, attitudes, personality and cognitive functioning were tested and driving performance was operationalised through two measures on a driving simulator, speeding and lane deviations. Cognitive functioning was found to contribute to driving behaviour, along with driving attitudes and personality traits, in accounting for young people’s driving performance. The young drivers who performed better on cognitive functioning tasks engaged in less speeding behaviour and less lane deviation on the driving simulator than those who performed worse on these tasks. This result was found independent of the role of driving behaviour, driving attitudes and personality traits, accounting for unique variance in driving ability. 相似文献
36.
Driving with a cataract can be dangerous, especially at night when road lighting and automotive lighting produce glare. Disability glare alters visual performance, while discomfort glare contributes to restricted mobility, with drivers avoiding driving at night. The present study was focused on the visual effects of an early cataract, and aimed at comparing three driving performance indexes at night, under glare conditions, with and without a simulated cataract. Two indexes directly referred to road safety, while a measure could be related to behavioral adaptation.Using a driving simulator, twenty-six participants were asked to drive in simulated night-time conditions, under controlled photometric conditions where the adaptation luminance and the glare level were consistent with a two-lane rural road at night with oncoming traffic. The visual effects of a bilateral cataract were simulated using goggles which were in the range of an early cataract in terms of light scattering, light transmission, visual acuity and contrast sensitivity loss. Participants were asked to avoid virtual pedestrians on the road, both with and without a simulated cataract. Three performance indexes were considered: the rate of pedestrian crashes, the distance to the pedestrian when the participant avoided the crash, and the mean speed, which allowed to control for a possible behavioral adaptation to the reduced visual performance. For a better understanding of the visual functions responsible for the degraded driving behavior, contrast sensitivity and time-to-collision performance were also measured in glare conditions.While simulated cataract resulted in slightly slower speeds, poorer driving performance was observed with the goggles than without, with more pedestrians being hit and shorter stopping distances. Time-to-collision estimates at 90 km/h were found to be predictive of stopping distances with a simulated cataract, while contrast sensitivity in glare conditions at 13 cycles per degree was found to be associated with the occurrence of a crash with cataract.The decrease in speed with a simulated cataract was real but ineffective in terms of driving safety, which suggests that the behavioral adaptation to the degraded visual performance was insufficient. The precise impact of a cataract on driving abilities remains to be further studied, to provide scientific knowledge to help practitioners determine the moment when the individuals should forego driving. 相似文献
37.
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. 相似文献
38.
In autonomous vehicle operation, situations may arise when the driver is required to re-engage in manual control of the vehicle. Whether the control handoff from vehicle to human is done in a structured or unstructured manner, the process may be affected by the driver’s state, i.e. distracted or not. The study reported here was designed to measure a non-distracted driver’s response to a sudden forward collision (FC) event, in which the driver would assume manual control of the autonomous vehicle. Three driving scenarios were investigated: autonomous vehicle driven with full collision avoidance support, autonomous vehicle driven without collision avoidance support, and vehicle driven in manual mode.Forty-eight volunteers participated in a simulator study conducted in VIRTTEX. It was found that, at handoff, (1) drivers in manual mode tended to use evasive steering, rather than braking, compared to drivers in both the autonomous modes, (2) between subjects variations in speed were higher for the automation with collision support condition than for the other two scenarios, (3) for both autonomous driving scenarios, drivers reaction times were longer than for manual driving. In some cases the driver response was so late and the distance remaining so reduced that crash avoidance might be unfeasible. At a minimum, results of this study suggest that drivers may benefit from appropriate driver assistance technologies when a crash imminent situation is suddenly encountered. 相似文献
39.
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. 相似文献
40.
The present study focuses on the detrimental impact of supervisor undermining behaviors at work on driving errors for truck drivers, arguing for the mediating role of burnout. Moreover, this research highlights the moderating role of general self-efficacy in the relationships between supervisor undermining and burnout, and between burnout and driving errors, respectively. The data collected from a sample of 190 Romanian drivers supported a moderated mediation model in which burnout partially mediates the relation between supervisor undermining and driving errors, while self-efficacy moderates both aforementioned relationships. The conditional indirect effect of supervisor undermining on driving errors was significant when self-efficacy was low and non-significant when self-efficacy was high. Overall, our results emphasize the negative impact that supervisor undermining and burnout have on driving errors, while also highlighting the buffering effect of self-efficacy. 相似文献