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The effect of in-vehicle warning systems on speed compliance in work zones 報告者：楊子群

The effect of in-vehicle warning systems on speed compliance in work zones 報告者：楊子群. James Whitmire II a,⇑, Justin F. Morgan, Tal Oron-Gilad c, P.A. Hancock. Goals and Hypotheses. Research was to investigate the effectiveness of in-vehicle information technologies to

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The effect of in-vehicle warning systems on speed compliance in work zones 報告者：楊子群

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  1. The effect of in-vehicle warning systems on speed compliance in work zones報告者：楊子群 James Whitmire II a,⇑, Justin F. Morgan, Tal Oron-Gilad c, P.A. Hancock

  2. Goals and Hypotheses • Research was to investigate the effectiveness of in-vehicle information technologies to • influence driver speed compliance in work zones.

  3. Reference

  4. Participants • 60 participants (27 males, 33 females). • Driver’s license with at least 3 years of driving experience. • Age:20-63 years. • Mean age:33 years, standard deviation:12years. • Normal hearing and had normal or corrected to normal vision.

  5. Apparatus • General Electric fixed-base, I-Sim Patrol Sim driving simulator(three flat screens) • National Instruments LabVIEW • This software, integrated with the simulator, recorded all information on the simulator network at a rate of 60 Hz /每秒60次 • (e.g., steering movement, brake and throttle inputs, and vehicle speed and position relative to other objects) • Bluetooth wireless connection • HP IPaq hx4700 Pocket PC • Visual warnings • 0.5 s on and 0.5 s off. • Small speaker • Auditory warnings • Male’s voice • Presented at 60 dbc

  6. Experimental design and procedures Stop sign 8.9 km 2.1 km 105 khp 40 khp 7 min • Stop sign • One single right turn

  7. Experimental design and procedures STEP1=>Participants were randomly assigned to one of the three stated levels. (auditory, visual, or nowarning) STEP2=> informed consent process STEP3=> filled out 1.simulation sickness questionnaire as a pre-screening device 2.driving history questionnaire STEP4=> given a scripted verbal overview of the simulator followed by a orientation drive. STEP5=> pre-NASA-TLX STEP6=> began the actual test drive(approximately 7 min) STEP7=> post-experience instance of the simulation sickness questionnaire and NASA-TLX

  8. Measures of driver response • Speed before and within the work zone • Total time in work zone • Total time in violation • Number of violations • Duration of violations • Lane deviation, acceleration, braking, and steering • Subjective mental workload • pre-post

  9. Speed before and within the work zone • pre-entry driving speeds, served to demonstrate that there were no significant • 24 s and 32 s post-work zone seed have significant.

  10. Total time in work zone Analysis of variance revealed a marginal effect for total time in work zone F(2, 57) = 3.35, p = .08 Via Tukey’s procedure in a pairwise fashion:

  11. Total time in violation The results for total time in violation showed statistically significant differences, F(2, 57) = 5.05, p < .01. post hoc comparisons with the use of the Dunnett’s C test:

  12. Number of violations showed no significant differences between these respective violation levels (p > .25).

  13. Duration of violations The ANOVA indicated significant differences F(2, 59) = 8.81, p = .0005. Tukey-HSD revealed:

  14. Lane deviation, acceleration, braking, and steering • lateral position following entrance into the work zone and subsequent vehicle position • for the first 110 s of the test scenario. • No significant differences between observed measures.

  15. Subjective mental workload • (pre–post) measures were significantly different. • Physical demand increased, t(19) = 2.82, p < .05 • Effort increased, t(19) = 2.44, p < .05 • Frustration decreased, t(19) = 3.52, p < .05

  16. Multimodal presentation of these types of messages to be clearly received by the driver, with only a minimal change in cognitive workload. • lack of other dynamic elements in the simulation as the driver traveled through the environment alone with nocompanion or on-coming traffic. • results confirmthat the audio modality is an effective channel through which to cue the driver during a critical event. • results suggest there are indeed better ways to cue the driver to his or her speed within a work zone ascompared toregular road signage

  17. Providing more efficient information communication to the driver will potentially prove most beneficial. • Driver message should begin with brief auditory and visual messages. • (of duration no greater than a few seconds) • Followed by only a visual warning message which remains visible until compliance or acknowledgment. • In closing,further research is called for in the specific auditory and visual characteristics of such messages.

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