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21.
We examined the psychological dynamics underlying charging behaviour of electric vehicle (EV) users. Data from 79 EV users were assessed in a 6-month EV field study. On average, users charged their EV three times per week, drove 38 km per day, and they typically had a large surplus of energy remaining upon recharging. Based on first findings concerning charging style among mobile phone users, we hypothesized that user–battery interaction style (UBIS) is a relevant variable for understanding charging behaviour of EV users. We developed measures to assess UBIS. Results show that it is a relatively temporally stable characteristic which also shows some cross-device consistency. As predicted by our conceptual model, UBIS and comfortable range explain the charge level at which people typically recharged. UBIS was related to users’ confidence in their mental model of range dynamics, the utilization of range, and to excess energy from renewable sources. This research has implications for optimizing sustainability of electric mobility systems. 相似文献
22.
Larson LD Schnelle JF Kirchner R Carr AF Domash M Risley TR 《Journal of applied behavior analysis》1980,13(4):571-581
Tachograph recorders were installed in 224 vehicles of a metropolitan police department to monitor vehicle operation in an attempt to reduce the rate of accidents. Police sergeants reviewed each tachograph chart and provided feedback to officers regarding their driving performance. Reliability checks and additional feedback procedures were implemented so that upper level supervisors monitored and controlled the performance of field sergeants. The tachograph intervention and components of the feedback system nearly eliminated personal injury accidents and sharply reduced accidents caused by officer negligence. A cost-benefit analysis revealed that the savings in vehicle repair and injury claims outweighed the equipment and operating costs. 相似文献
23.
Shared autonomous vehicles (SAVs) are one of the important development directions of smart and green transportation. However, relevant researches are not sufficient at present. The factors influencing the intention to use SAVs and their parking choice behaviors need to be further analyzed. First, in order to better explain, predict, and improve travelers’ intention to use SAVs, the conceptual framework based on technology acceptance model was developed to establish the relationships between the travelers’ intention to use SAVs, social influence of SAVs, attitude toward behavior of SAVs, perceived risk of SAVs, perceived usefulness of SAVs and perceived ease of these use. Then structural equation model (SEM) was established to analyze the relationship between various variables. The results show that the perceived usefulness, behavior attitude, social influence, perceived ease of use, and perceived risk are the main factors that determine the intention to use SAVs. Through the test of direct effect, indirect effect, and total effect in the model, it is found that perceived usefulness has the largest total impact on intention to use SAVs, with a standardized coefficient of 0.765, followed by behavior attitude (0.732), social influence (0.597), perceived ease of use (0.462) and perceived risk of SAVs (−0.452). In addition, through the study of observed indicator variables ATB2 and BI3, it is found that perceived usefulness, perceived ease of use, social influence, perceived risk, attitude toward behavior, and behavior intention all have an impact on parking behavior. In order to study the specific influencing factors of parking choice behavior, a multinomial logit (MNL) model was established to analyze the relationships between travelers’ parking choice behaviors and the influential factors, which include travelers’ individual characteristics, travel attributes, and parking modes’ attributes by extracting from a questionnaire. The results show that the travel time, travel fees, parking charge, cruising fees, parking time and traffic emission are the main factors that determine travelers’ choices of parking. This paper provides advice for operators of SAVs. 相似文献
24.
This study synthesizes 91 peer-reviewed survey studies examining the public acceptance of Autonomous Vehicles (AVs). The framework of the study is informed by three questions: (1) How well do the collected samples represent the acceptance of the general population? (2) How often does bias exist in measuring public acceptance in AV’s questionnaires? (3) How much bias persists in reporting public acceptance of AV’s research? The findings indicate that (1) people with disabilities and racial minorities are only included in 10% and 20% of the studies, respectively (2) 50% of the studies present their questionnaire, and most are perceived to be biased as a result of systematic errors such as leading questions, missing questions, and suggestive information, and (3) 72% of the studies suffer from the sentiment bias, where the positive tone in the title and abstract is more significant than in the result. This leads to imprecise findings and unrealistic depictions of acceptance of autonomous vehicles by the public. The analysis alerts researchers and practitioners to empirical evidence of bias in public acceptance of autonomous vehicles and recommends preventive actions. 相似文献
25.
Cyclists are expected to interact with automated vehicles (AVs) in future traffic, yet we know little about the nature of this interaction and the safety implications of AVs on cyclists. On-bike human–machine interfaces (HMIs) and connecting cyclists to AVs and the road infrastructure may have the potential to enhance the safety of cyclists. This study aimed to identify cyclists’ needs in today’s and future traffic, and explore on-bike HMI functionality and the implications of equipping cyclists with devices to communicate with AVs. Semi-structured interviews were conducted with 15 cyclists in Norway and 15 cyclists in the Netherlands. Thematic analysis was used to identify and contextualise the factors of cyclist-AV interaction and on-bike HMIs. From the analysis, seven themes were identified: Interaction, Bicycles, Culture, Infrastructure, Legislation, AVs, and HMI. These themes are diverse and overlap with factors grouped in sub-themes. The results indicated that the cyclists prefer segregated future infrastructure, and in mixed urban traffic, they need confirmation of detection by AVs. External on-vehicle or on-bike HMIs might be solutions to fulfil the cyclists’ need for recognition. However, the analysis suggested that cyclists are hesitant about being equipped with devices to communicate with AVs: Responsibility for safety should lie with AV technology rather than with cyclists. A device requirement might become a barrier to cycling, as bicycles are traditionally cheap and simple, and additional costs might deter people from choosing cycling as a transport mode. Future studies should investigate user acceptance of on-bike HMIs among cyclists on a larger scale to test the findings’ generalisability, and explore other, perhaps more viable solutions than on-bike HMIs for enhancing AV-cyclist interaction. 相似文献
26.
Autonomous Vehicles (AVs) have the potential to transform the transportation industry with significant economic, social and environmental benefits. However, the mass deployment of AVs depends on public desire to use them. This study aims to examine the effect of instrumental, symbolic, and affective motives on the behavioural intention to use fully AVs. Based on a survey of 240 U.S. residents, a structural equation modeling analysis was performed. Our results suggest the behavioural intention to use fully AVs depends on fulfilling instrumental (i.e., performance expectancy and hedonic motivation), symbolic (i.e., personal innovativeness and social influence) and affective motives (i.e., trust and performance risk). These results have implication for designing policy interventions to increase the deployment of AVs. 相似文献
27.
The aim of this study was to systematically review the existing research on the health and well-being of military drone operators and intelligence analysts in order to provide an overview of research and identify gaps in this area. Six literature databases and 2 databases containing unclassified military reports were searched for relevant papers produced between January 1996 and May 2016. The search criteria were broad to allow for the identification of all relevant studies on the topic. Fifteen studies met the inclusion criteria; all of which were conducted in the U.S. with the U.S. Air Force personnel. The main sources of occupational stress reported by participants across the studies were operational. The rates of mental health diagnoses, including PTSD, were low, but levels of psychological distress were higher in drone and intelligence operators than in comparison groups. Fatigue emerged as a significant concern. It is important that future studies examine a variety of mental and physical health outcomes. The health and well-being of drone operators and intelligence analysts should be studied not just in the U.S., but also in other countries that are using drones for military purposes. 相似文献
28.
Many studies have explored travelers’ perceptions of self-driving cars (or autonomous vehicles, AVs) and their potential impacts. However, medium-term modifications in activity patterns (such as increasing trip frequencies and changing destinations) have been less explored. Using 2017–2018 survey data collected in the US state of Georgia, this paper (1) measures (at a general level) how people expect their activity patterns to change in a hypothetical all-AV era; (2) identifies population segments having similar profiles of expected changes; and (3) further profiles each segment on the basis of attitudinal, sociodemographic, and geographic characteristics. In the survey, respondents were asked to express their expectations regarding 16 potential activity modifications induced by AVs. We first conducted an exploratory factor analysis (EFA) to reduce the dimensionality of the activity-change vector characterizing each individual, and estimated non-mean-centered (NMC) factor scores (which have been rarely used in applied psychology). The EFA solution identified four dimensions of activity change: distance, time flexibility, frequency, and long distance/leisure. Next, we clustered Georgians with respect to these four-dimensional expectation vectors. The cluster solution uncovered six segments: no change, change unlikely, more leisure/long distance, longer trips, more travel, and time flexibility & more leisure/long distance. Using NMC factor scores identified considerably more inertia with respect to expectations for change than would have been apparent from the usual mean-centered scores. Finally, the various segments exhibit distinctive demographics and general attitudes. For example, those in the more leisure/long distance cluster tend to be higher income and are more likely to be Atlanta-region residents compared to other clusters, while those in the no change and change unlikely clusters tend to be older and are more likely to be rural residents. 相似文献
29.
The design of the traditional vehicle human-machine interfaces (HMIs) is undergoing major change as we move towards fully connected and automated vehicles (CAVs). Given the diversity of user requirements and preferences, it is vital for designers to gain a deeper understanding of any underlying factors that could impact usability. The current study employs a range of carefully selected psychological measures to investigate the relationship with self-report usability of an in-CAV HMI integrated into a fully automated Level 5 simulator, during simulated journeys. Twenty-five older adults (65-years+) participated and were exposed to four journeys in a virtual reality fully automated CAV simulator (with video recorded journeys) into which our HMI was integrated. Participants completed a range of scales and questionnaires, as well as computerized cognitive tests. Key measures were: perceived usability of the HMI, cognitive performance, personality, attitudes towards computers, trust in technology, simulator sickness, presence and emotion. HMI perceived usability correlated positively with cognitive performance (e.g., working memory) and some individual characteristics such as trust in technology and negatively with neuroticism anxiety. Simulator sickness was associated negatively with CAV HMI perceived usability. Positive emotions correlated positively with reported usability across all four journeys, while negative emotions were negatively associated with usability only in the case of the last two journeys. Increased sense of presence in the virtual CAV simulator was not associated with usability. Implications for design are critically discussed. Our research is highly relevant in the design of high-fully automated vehicle HMIs, particularly for older adults, and in informing policy-makers and automated mobility providers of how to improve older people’s uptake of this technology. 相似文献
30.
What will cyclists do in future conflict situations with automated cars at intersections when the cyclist has the right of way? In order to explore this, short high-quality animation videos of conflicts between a car and a cyclist at five different intersections were developed. These videos were ‘shot’ from the perspective of the cyclist and ended when a collision was imminent should the car or the bicyclist not slow down. After each video participants indicated whether they would slow down or continue cycling, how confident they were about this decision, what they thought the car would do, and how confident they were about what the car would do. The appearance of the approaching car was varied as within-subjects variable with 3 levels (Car type): automated car, automated car displaying its intentions to the cyclists, and traditional car. In all situations the cyclist had right of way. Of each conflict, three versions were made that differed in the moment that the video ended by cutting off fractions from the longest version, thus creating videos with an early, mid, and late moment for the cyclist to decide to continue cycling or to slow down (Decision moment). Before the video experiment started the participants watched an introductory video about automated vehicles that served as prime. This video was either positive, negative, or neutral about automated vehicles (Prime type). Both Decision moment and Prime type were between subject variables. After the experiment participants completed a short questionnaire about trust in technology and trust in automated vehicles. 1009 participants divided in nine groups (one per Decision moment and Prime) completed the online experiment in which they watched fifteen videos (5 conflicts × 3 car types). The results show that participants more often yielded when the approaching car was an automated car than when it was a traditional car. However, when the approaching car was an automated car that could communicate its intentions, they yielded less often than for a traditional car. The earlier the Decision moment, the more often participants yielded but this increase in yielding did not differ between the three car types. Participants yielded more often for automated cars (both types) after they watched the negative prime video before the experiment than when they watched the positive video. The less participants trusted technology, and the capabilities of automated vehicles in particular, the more they were inclined to slow down in the conflict situations with automated cars. The association between trust and yielding was stronger for trust in the capabilities of automated vehicles than for trust in technology in general. 相似文献