Two-step communication for the interaction between automated vehicles and pedestrians |
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| Affiliation: | 1. University of Freiburg, Department of Psychology, Engelbertstraße 41, 79085 Freiburg, Germany;2. Dr. Ing. h.c. F. Porsche AG, Porschestr. 911, 71287 Weissach, Germany;1. Civil Aviation University of China, Tianjin 300300, PR China;2. Beijing University of Technology, Beijing 100124, PR China;1. UNICAEN, INSERM, COMETE, GIP CYCERON, Normandie University, 14000 Caen, France;2. UNICAEN, CNRS, LMNO, Normandie University, 14000 Caen, France;3. UNICAEN, ENSICAEN, LAC, Normandie University, 14000 Caen, France;4. UNICAEN, EPHE Paris, INSERM, NIMH, GIP Cyceron, Normandie University, 14000 Caen, France;5. USR CNRS 3413 SANPSY Sommeil, Addiction et NeuroPSYchiatrie, 33000 Bordeaux, France;6. Université Bordeaux, CHU de Bordeaux, 33000 Bordeaux, France;1. Monash University Accident Research Centre, Monash University, Victoria, australia;2. Road Safety Victoria, Department of Transport, Victoria, Australia;3. Victorian Institute of Forensic Medicine, Victoria, Australia;4. Monash University Eastern Health Clinical School, Victoria, Australia;5. Turner Institute for Brain and Mental Health, Monash University, Victoria, Australia;6. Sunnybrook Hospital, Ontario, Canada;7. Société de l’assurance automobile du Québec, Québec, Canada;8. Royal College of Physicians of Ireland, Dublin, Ireland;1. University of Southern Queensland (USQ), School of Psychology and Wellbeing, Australia;2. Queensland University of Technology (QUT), School of Psychology and Counselling, Centre for Accident Research and Road Safety – Queensland, Australia;3. Queensland University of Technology (QUT), School of Exercise and Nutrition Sciences, Australia;4. Queensland University of Technology (QUT), School of Psychology and Counselling, Australia;1. School of Rehabilitation Science, McMaster University, 1400 Main St. West, Hamilton, Ontario L8S 1C7, Canada;2. Department of Health Research Methods, Evidence, and Impact, McMaster University, 1400 Main St. West, Hamilton, Ontario L8S 1C7, Canada;3. Centre on Aging, Faculty of Kinesiology and Recreation Management, University of Manitoba, 338 Isbister Building, Winnipeg, Manitoba R3T 2N2, Canada;1. Robert Bosch GmbH, Gerlingen-Schillerhöhe, Germany;2. Assessment and Intervention, Faculty of Psychology, TU Dresden, Germany |
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| Abstract: | 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. |
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| Keywords: | automated vehicles vehicle-pedestrian interaction external human machine interface active pitch motion implicit communication |
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