详情

原文传递 DRIVING PERFORMANCE AFTER AN EXTENDED PERIOD OF TRAVEL IN AN AUTOMATED HIGHWAY SYSTEM.

题名：	DRIVING PERFORMANCE AFTER AN EXTENDED PERIOD OF TRAVEL IN AN AUTOMATED HIGHWAY SYSTEM.
作者：	Bloomfield-JR; Levitan-L; Grant-AR; Brown-TL; Hankey-JM
关键词：	AGE-; AUTOMATED-HIGHWAY-SYSTEMS; BEFORE-AND-AFTER-STUDIES; DRIVERS-; DRIVING-SIMULATORS; FOLLOWING-DISTANCE; GENDER-; HUMAN-FACTORS; INCURSIONS-; LANE-CHANGING; LANE-KEEPING; PERFORMANCE-; SPEED-
摘要：	The objective of this experiment--part of a series exploring human factors issues related to the Automated Highway System (AHS)--was to determine whether driving performance would be affected by extended travel under automated control at a velocity higher than the speed limit and closer to the vehicles ahead than usual. The experiment, conducted in the Iowa Driving Simulator, used a generic AHS configuration in which the left lane was reserved for automated vehicles. Unautomated vehicles traveled in the center and right lanes, the center lane was not a dedicated transition lane, and there were no barriers between the automated and unautomated lanes. Forty-eight drivers participated in the experiment--half were male, half were female; half were between the ages of 25 and 34 years, half aged 65 or older. Lane-keeping, speed control, following distance, lane-change, and incursion measures were used to compare driving performance before and after the drivers had traveled under automated control. The results were as follows: (1) While it is not clear whether the experience of traveling under automated control produced the reductions in steering instability and velocity instability and the increased number of velocity fluctuations--all of which can be considered as improvements in driving performance--that were found for the drivers in the experimental group in the late data-collection period (since similar improvements were found for the drivers in the control group), it is clear that the experience of traveling under automated control did not have an adverse affect on lane keeping and speed control. (2) The minimum following distance and the minimum size of the rejected incursion gaps may have decreased for the drivers who traveled under automated control for an extended period of time, and they spent more time in the center lane both before and after they traveled under automated control. (3) The drivers who traveled under automated control expressed a preference for larger intra-string gaps than those that they experienced in this experiment. The drivers who were given control of both steering and speed simultaneously gave a significantly stronger positive response, when asked how they felt about the method of control transfer they used, than the drivers who first had to control speed, and then subsequently steering. (4) The smallest gaps for lane changes and incursions were similar--suggesting the minimum gap acceptable for a lane change is between 1.6 s and 2.4 s.
总页数：	1998/04. 9510-9703 pp144
报告类型：	科技报告