Assessing driver’s ability to estimate compliance rates to in-car, advisory driver support (original) (raw)
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Investigating Drivers' Responses to Advisory Messages in a Connected Vehicle Environment
Freeway congestion is one of the most severe problems of the transportation system. Congestion has resulted in the loss of billions of dollars in terms of delays and fuel consumption, among others. Among the many contributing factors, merging conflicts in freeway ramp areas have been identified as one of the major causes of congestion. Though different ramp management strategies have been implemented over the years, each of these strategies has been partially successful due to their limited real-time traffic data collection and information dissemination capabilities. perception-reaction time can be attributed to drivers becoming more cautious in making decision under relatively congested situation. Therefore, in the system design the variability of perceptionreaction time for diverse traffic conditions should be considered. Similar to compliance rate data, no significant difference was found in perception-reaction time between male and female drivers. On the other hand, older drivers were found having significantly higher perception-reaction times with a significant difference of 1.57 sec when compared with the youngest group of drivers. This relatively slow perception-reaction can be attributed to age-induced cognition and motor skill loss. However, actual lane changing time does not change much regardless of the traffic condition, gender and age; this indicates once a driver initiates a lane change, the required time to complete lane change is independent of the traffic condition. Another significant finding from the field testing was that drivers demonstrated better responses in terms of both compliance and perception-reaction times with a direct advisory messages, which gives clear and specific instruction. On the other hand, an indirect advisory message, which indirectly stimulate a driving action were found to be relatively less effective and efficient. The compliance data from field test show that direct advisories such as Merging control algorithm (84.8%) and Lane Changing advisory (84.3%) have higher compliance rates than the Variable Speed limit (63%) which provided indirect instructions to the participants. Perception reaction time was reduced by 1.30 sec (from 4.76 sec of variable speed limit to 3.46 sec of merging control) by providing most direct advisories. It is therefore recommended that developing and implementing an application that provides more direct advisory messages is desirable. In conclusion, the actual drivers' response data collected and presented in this research is one of the very first studies that directly investigates driver behavior in a cooperative CV mobility application. Given the significance of proper understanding of drivers' behavior in developing, evaluating, and deploying connected vehicle mobility applications, continuous effort should be made to gather actual drivers' behavior data which provides valuable insight in drivers' decision making process under connected-vehicle environment.
The support by Belgian and Dutch drivers of in-vehicle speed assistance
2011
A key success factor in the future implementation of new in-vehicle technologies is in understanding how users will experience and respond to these devices. Although it is recognized that acceptance, acceptability and/or support is important, consistency in the definition of acceptability, and how it can be measured, is absent. In this paper we conceptualize acceptance as the attitudes towards a new device after its introduction and acceptability as the attitudes to it before its introduction. It is our goal to describe and conceptualize the most common and relevant socio-psychological factors that can influence acceptance and acceptability of Intelligent Speed Adaptation (ISA). By analysing the different theories and methods used in ISA trials we arrived at the 14 most potential indicators that could influence the definition of acceptability and acceptance. A test survey was conducted to determine if these indicators are relevant and if they affect acceptability. The use of a factor analysis helped to single out those questions that were deemed relevant in doing our conceptual acceptability analysis, and to allocate correlations between the different items. We conclude that we have found a concept with some main possible indicators that directly influence the acceptability of ISA.
DRIVERS' RELIANCE ON LANE KEEPING ASSISTANCE SYSTEMS: EFFECTS OF DIFFERENT LEVELS OF ASSISTANCE
Overreliance on Advanced Driver Assistance Systems (ADAS) and a lack of involvement in the driving task reflect current safety-concerns in connection with the increasing automation of the driving task due to ADAS. It is hypothesised that those effects gain relevance the more ADAS intervene in the cognitive and regulatory processes underlying driving. In a driving simulator study drivers' preparedness to divert attention away from the driving task was investigated as a function of the level of assistance. Forty-five drivers drove 55 km on a simulated rural road with either one of three levels of lane keeping assistance: (1) a high level of assistance realised by a Heading Control system, (2) a low level of assistance realised by a Lane Departure Warning system, and (3) no assistance (control condition). Drivers' attention allocation to a visually demanding secondary task served as a measure for their reliance on the systems.
Drivers’ response to speed warnings provided by a smart phone app
Transportation Research Part C: Emerging Technologies, 2020
The distractive effects of mobile phones are well documented, but the recent development of mobile phone apps that provide speed advisory warnings raises the possibility that this technology may be used to improve driver safety in older vehicles. We examined the effects of an intelligent speed advisory (ISA) app on driving performance in a simulator. One hundred and four participants (mean age = 35.52 years; 52 male) were allocated to complete the drive with the ISA app in one of five modes: active audio visual (n = 22), active visual (n = 22), passive audio visual (n = 21), passive visual (n = 21) or control (n = 18). Another 19 participants (mean age = 27.53 years; 8 male) completed the study wearing eye-tracking glasses. Participants drove a simulated 26.4 km section of rural road which incorporated typical hazards and three speed compliance zones (100 km/h, 80 km/h and 60 km/h speed limits). The app led to good compliance with the posted speed limits, particularly during the 60 km/h road segment, where the control group drove at significantly higher speeds than the groups with the ISA app. No significant differences between the four versions of the ISA app were observed, either for speed compliance or the number of speeding alerts received. Across the entire simulated drive there were relatively few glances at the app with an average glance duration of 190 ms. The ISA app did not lead to any negative effects on driving performance; lane keeping was maintained and it did not impede participants' ability to overtake vehicles. These findings suggest that when properly configured ISA apps have a demonstrable safety benefit and do not produce adverse distractive effects. The greatest challenge may be encouraging drivers' to use them appropriately and consistently.
Improving speed behaviour: the potential of in-car speed assistance and speed limit credibility
IET Intelligent Transport Systems, 2008
Speeding is still a common practice on many roads and it contributes to a significant number of crashes. Two new approaches to solve speeding issues are focused on: intelligent speed assistance systems (ISA) and speed limit credibility. Research has indicated that ISA is promising with respect to improving speed behaviour but has not been widely implemented yet. Another promising approach to reduce speeding involves adjusting the environment to improve the speed limit credibility. The aim here is to investigate the potential of both approaches and particularly the potential of the combination of these measures. A driving simulator study was conducted to investigate the individual and combined effects of the use of an ISA system and the speed limit credibility on drivers' average speed and the amount of time spent speeding. The results indicated that both the informative ISA system used here and the speed limit credibility significantly improved speed behaviour. Drivers not using ISA appeared to be more susceptible to the speed limit credibility than those using ISA. It is concluded that both the measures can be effective to improve speed behaviour. The results obtained suggest that the properties of this particular informing and warning type of ISA could have resulted in the speed limit credibility neither affecting the amount of time speeding nor the average speed. The widespread implementation of in-car speed assistance systems, also called intelligent speed assistance (ISA), is
Driver Behaviour in Motorway Car-Following Transitions and Driver Support Systems
Co-operative driving with speed adaptation functionality has great potential to improve trafficthroughput, traffic-safety, and environmental-impact on heavily used traffic-infrastructures. A driving-simulator study was performed to investigate the driver behaviour with respect to such driver-support systems (Zero-, Advisory-, Intervention-, and Controlling). This paper describes the results of one specific scenario, a cut-in scenario. The results show a small reaction time, which was smaller than the response-time required for stabilizing the manoeuvre. Subjective measures show that the experienced-effort for the Controlling system was the smallest, that the satisfaction for the Controlling system was the highest and that the usefulness of all systems was positive.
Ergonomics, 2016
In the past, lane departure warnings were demonstrated to improve driving behaviours during lane departures but little is known about the effects of unreliable warnings. This experiment focused on the influence of false warnings alone or in combination with missed warnings and warning onset on assistance effectiveness and acceptance. Two assistance unreliability levels (33% and 17%) and two warning onsets (partial and full lane departure) were manipulated in order to investigate interaction. Results showed that assistance, regardless unreliability levels and warning onsets, improved driving behaviours during lane departure episodes and outside of these episodes by favouring better lane keeping performances. Full lane departure and highly unreliable warnings, however, reduced assistance efficiency. Drivers' assistance acceptance was better for the most reliable warnings and for the subsequent warnings. The data indicate that imperfect lane departure warnings (false warnings or false and missed warnings) further improve driving behaviours compared to no assistance. Practitioner summary: This paper revealed that imperfect lane departure warnings are able to significantly improve driving performances and that warning onset is a key element for assistance effectiveness and acceptance. The conclusion may be of particular interest for lane departure warning designers.
International Journal of Human-Computer Studies, 2012
Vehicle crashes caused by driver distraction are of increasing concern. One approach to reduce the number of these crashes mitigates distraction by giving drivers feedback regarding their performance. For these mitigation systems to be effective, drivers must trust and accept them. The objective of this study was to evaluate real-time and post-drive mitigation systems designed to reduce driver distraction. The real-time mitigation system used visual and auditory warnings to alert the driver to distracting behavior. The post-drive mitigation system coached drivers on their performance and encouraged social conformism by comparing their performance to peers. A driving study with 36 participants between the ages of 25 and 50 years old (M¼34) was conducted using a high-fidelity driving simulator. An extended Technology Acceptance Model captured drivers' acceptance of mitigation systems using four constructs: perceived ease of use, perceived usefulness, unobtrusiveness, and behavioral intention to use. Perceived ease of use was found to be the primary determinant and perceived usefulness the secondary determinant of behavioral intention to use, while the effect of unobtrusiveness on intention to use was fully mediated by perceived ease of use and perceived usefulness. The real-time system was more obtrusive and less easy to use than the post-drive system. Although this study included a relatively narrow age range (25 to 50 years old), older drivers found both systems more useful. These results suggest that informing drivers with detailed information of their driving performance after driving is more acceptable than warning drivers with auditory and visual alerts while driving.
Transportation Research Part F: Traffic Psychology and Behaviour, 2013
A 2010 field operational test completed in the United States (US) used an advisory level Intelligent Speed Adaptation (ISA) system coupled with a modest cash incentive to reduce speeding. Each participant drove an instrumented vehicle for a four week period in a naturalistic setting, with the beginning week and final week being baseline periods. The ISA system and incentive were activated for some participants, depending on assignment to experimental conditions, during the middle two weeks of the trials. Driving with the systems, particularly the incentive component, led to a significant reduction in the percentage of time speeding over the posted limit (these results are reported elsewhere). At the end of each week of driving, participants provided ratings of perceived mental workload and completed a ''Trust and Acceptance'' rating scale after experiencing the incentive and speed warning systems. This paper documents the results of the workload and trust data. As expected, the incentive condition was associated with increased mental demand, temporal demand, frustration, and effort. Unexpectedly, the speed warning did not reduce mental workload of drivers in the incentive condition compared with the incentive only condition. Also counter to our predictions, drivers who experienced the warning without the incentive did not indicate increased mental demand or temporal demand. Trust and acceptance ratings were generally positive for both systems, although the auditory component of the warning was rated unfavorably. Participants who experienced the incentive system rated the speed warning system as less trustworthy than participants who did not experience the incentive, and this finding may partially explain the lack of a reduction in mental workload for participants in the incentive + warning compared with the incentive only condition.