Secondary task engagement and disengagement in the context of highly automated driving |
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| Affiliation: | 1. Opel Automobile GmbH, D-65423 Ruesselsheim, Germany;2. WIVW GmbH (Wuerzburg Institute for Traffic Sciences), D-97209 Veitshoechheim, Germany;1. Daimler AG, Research and Development, Hanns-Klemm-Str. 45, D-71032 Böblingen, Germany;2. Heinrich Heine University Düsseldorf, Department of Experimental Psychology, Universitätsstr. 1, D-40225 Düsseldorf, Germany;1. Daimler AG, Research and Development, Hanns-Klemm-Str. 45, D-71032 Böblingen, Germany;2. Heinrich Heine University Düsseldorf, Department of Experimental Psychology, Universitätsstr. 1, D-40225 Düsseldorf, Germany;1. Virginia Tech Transportation Institute, Blacksburg, Virginia;2. Eunice Kennedy Shriver National Institute of Child Health and Human Development, Bethesda, Maryland;3. Public Policy Center, University of Iowa, Iowa City, Iowa;4. Texas A&M Transportation Institute, College Station, Texas;1. Chair of Ergonomics, Technical University of Munich, Munich, Germany;2. Department Intelligent Vehicles, Delft University of Technology, Delft, The Netherlands |
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| Abstract: | During highly automated driving (level 3 automation according to SAE International, 2014) people are likely to increase the frequency of secondary task interactions. However, the driver must still be able to take over control within a reasonable amount of time. Previous studies mainly investigated take-over behavior by forcing participants to engage in secondary tasks prior to take over, and barely addressed how drivers voluntarily schedule secondary task processing according to the availability and predictability of automated driving modes. In the current simulator study 20 participants completed a test drive with alternating sections of manual and highly automated driving. One group had a preview on the availability of the automated driving system in upcoming sections of the track (predictive HMI), while the other drivers served as a control group. A texting task was offered during both driving modes and also prior to take-over situations. Participants were free to accept or reject a given task, taking the situational demands into account. Drivers accepted more tasks during highly automated driving. Furthermore, tasks were rejected more often prior to take-over situations in the predictive HMI group. This was accompanied by safer take-over performance. However, once engaged in a task, drivers tended to continue texting even in take-over situations. The results indicate the need to discriminate different aspects of task handling regarding self-regulation: task engagement and disengagement. |
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| Keywords: | Highly automated driving Self-regulation Secondary task Non-driving related task |
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