Mental Workload of Common Voice-Based Vehicle Interactions across Six Different Vehicle Systems (original) (raw)
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Can voice interaction help reducing the level of distraction and prevent accidents?
2011
Abstract This paper reviews the current state of knowledge in the field of driver distraction, its causes and correlates, its effects on driving performance and accident hazard, and the role of voice interaction for a better driving safety. It summarizes the results of an extensive literature review in the field of driver distraction and voice interaction and presents an overview of relevant findings from 35 selected publications between 2000 and 2011.
SAE International Journal of Transportation Safety, 2014
This study reanalyzes the data from a recent experimental report from the University of Utah investigating the effect on driving performance of auditory-vocal secondary tasks (such as cell phone and passenger conversations, speech-to-text, and a complex artificial cognitive task). The current objective is to estimate the relative risk of crashes associated with such auditory-vocal tasks. Contrary to the Utah study's assumption of an increase in crash risk from the attentional effects of cognitive load, a deeper analysis of the Utah data shows that driver self-regulation provides an effective countermeasure that offsets possible increases in crash risk. For example, drivers self-regulated their following distances to compensate for the slight increases in brake response time while performing auditory-vocal tasks. This new finding is supported by naturalistic driving data showing that cell phone conversation does not increase crash risk above that of normal baseline driving. The Utah data are next compared to those from a larger study that included visual-manual as well as auditory-vocal tasks. The Utah auditory-vocal tasks had negligible effects on response time compared to visual-manual tasks with socially acceptable crash risk, such as manual radio tuning. In conclusion, auditory-vocal tasks such as those in the Utah study are not expected to increase crash risk or impair real-world operation of an automobile, compared to normal baseline driving without performing such tasks.
Proceedings of the Human Factors and Ergonomics Society ... Annual Meeting, 2005
The 100-Car Naturalistic Driving Study was undertaken with the goal of obtaining data on driver performance and behavior in the moments leading up to a crash. This type of data is not available from either of the traditional methods of studying driver behavior in regards to crashes and traffic safety, such as empirical studies and crash databases (e.g., General Estimates System and the Fatality Analysis Reporting System). Crash databases are derived from police accidents reports (PARs) and contain a wealth of data describing the non-controversial facts of the crash such as location, number of vehicles involved, type of crash, and time of day. For a variety of reasons, however, these databases do not provide good insight into the driver behavior and performance leading up to the crash. The empirical method provides a different approach to investigating driver behavior by studying how people drive under various conditions. These studies are usually conducted as highly controlled experiments using instrumented vehicles to obtain a variety of vehicle and driver performance data. Typically, these studies involve drivers operating study test vehicles for a short period of time (i.e., a few hours) in a contrived environment (i.e., either simulator or closed test track). Naturalistic studies can be used to understand crash causation and driver behavior and supplement information learned through epidemiological and empirical approaches. Naturalistic studies include driver/subjects operating vehicles in their daily lives (e.g., commuting to work) for an extended period of time (e.g., one year). In order to collect such a dataset, the National Highway Traffic Safety Administration, the ITS Joint Program Office of the Federal Highway Administration, the Federal Motor Carrier Safety Administration, the Virginia Department of Transportation, and Virginia Tech contracted with the Virginia Tech Transportation Institute to conduct the "100-Car Naturalistic Driving Study." This large-scale naturalistic driving study was conducted using 100 instrumented vehicles (80 privately-owned and 20 leased vehicles). This data collection effort was conducted in the Washington, DC metropolitan area on a variety of urban, suburban, and rural roadways over a span of 13 months. This publication is considered a final report and does not supersede another publication. Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.
International Journal of Human Factors and Ergonomics, 2014
Driver fatigue poses a persistent threat to transportation safety. Auditory warnings provided prior to a potential collision event can reduce crash probability in alert drivers, but it is unclear whether they are effective in fatigued young and older drivers. In the present study fatigue was task-induced in young (18-29 yrs.) and older (65-85 yrs.) licensed drivers via a 1.5 hour simulated car following task. Upon meeting a fatigue criterion-based on individually assessed excessive lane position variability-a single potential collision event was triggered and drivers were either provided an auditory warning or not. The auditory warning significantly reduced overall crash probability and was particularly beneficial in reducing crashes in older drivers. Auditory collisions warnings can reduce fatigue-related rear-end crashes, particularly among older drivers-a population at greater risk of both fatigue and crashes.
2015
Experiment 4 was undertaken as an exploratory study of driver behavior with and without ACC active during single-task baseline driving and when interacting with voiceinvolved and primary visual-manual infotainment secondary tasks. An analysis sample of 24 participants, equally balanced by gender and two age groups (20-29 and 60-69), was given training exposure to a production ACC system in a 2014 Chevrolet Impala under highway driving conditions through controlled interaction with a confederate lead vehicle. Assessment periods with and without ACC followed. While participants reported high levels of trust in this automated technology, heart rate and skin conductance levels showed modest but highly consistent and statistically significant elevations when ACC was active. Self-report measures suggested that participants felt more support from the assistive technology when engaged in voice-based tasks that generally allowed for continued visual orientation toward the roadway than during visual-manual secondary tasks. ACC status had no significant effect on glance activity during secondary tasks, but visual scanning was observed to change during single task driving when ACC was active. Specifically, drivers shifted more of their visual attention off the forward roadway. Although the observed shift in the distribution of glances and time looking off of the forward roadway may well be appropriate to the conditions, developing a better understanding of how automation influences the distribution of attention seems appropriate.
Acoustic and semantic warning parameters impact vehicle crash rates
Proceedings of ICAD, 2007
Auditory Collision Avoidance Systems (CASs) are increasingly common in the modern automobile. Verbal warnings are increasingly being used in aviation and medical environments; but, they have received considerably less attention in the driving research community. Here, I discuss a recent series of investigations aimed at examining the impact of acoustic and semantic warning parameters on crash rates and drivers' perceptions of perceived urgency, alerting effectiveness, and annoyance. Drivers were exposed to high crash risk scenarios in a high fidelity driving simulator. Just prior to the potential crash event, drivers received a verbal warning that varied in signal word (e.g., Notice, Danger) or presentation level (e.g., 70 dB and 85 dB). Experiment 1 demonstrated that drivers' crash rates were reduced significantly by CAS warnings of intermediate urgency relative to either low or high urgency warnings. Experiment 2 demonstrated that auditory CAS warnings of intermediate urgency were particularly effective in reducing the crash rates of drivers over the age of 65 years. The implications of these investigations for improving automotive warnings and highway safety will be discussed.
Cognitive workload and driving behavior in persons with hearing loss
Transportation Research Part F: Traffic Psychology and Behaviour, 2013
To compare the effect of cognitive workload in individuals with and without hearing loss, respectively, in driving situations with varying degree of complexity. Methods: 24 participants with moderate hearing loss (HL) and 24 with normal hearing (NH) experienced three different driving conditions: Baseline driving; Critical events with a need to act fast; and a Parked car event with the possibility to adapt the workload to the situation. Additionally, a Secondary task (observation and recalling of 4 visually displayed letters) was present during the drive, with two levels of difficulty in terms of load on the phonological loop. A tactile signal, presented by means of a vibration in the seat, was used to announce the Secondary task and thereby simultaneously evaluated in terms of effectiveness when calling for driver attention. Objective driver behavior measures (M and SD of driving speed, M and SD of lateral position, time to line crossing) were accompanied by subjective ratings during and after the test drive. Results: HL had no effect on driving behavior at Baseline driving, where no events occurred. Both during Secondary task and at the Parked car event HL was associated with decreased mean driving speed compared to baseline driving. The effect of HL on the Secondary task performance, both at Baseline driving and at the lower Difficulty Level at Critical events, was more skipped letters and fewer correctly recalled letters. At Critical events, task difficulty affected participants with HL more. Participants were generally positive to use vibrations in the seat as a means for announcing the Secondary task. Conclusions: Differences in terms of driving behavior and task performance related to HL appear when the driving complexity exceeds Baseline driving either in the driving task, Secondary task or a combination of both. This leads to a more cautious driving behavior with a decreased mean driving speed and less focus on the Secondary task, which could be a way of compensating for the increasing driving complexity. Seat vibration was found to be a feasible way to alert drivers with or without HL.
Journal of Safety Research, 2020
Introduction: The use of mobile phones while driving is known to be a distraction factor and a cause of 29 accidents. The way in which different kinds of conversations affect the behavioral performance of the dri-30 ver as well as the persistence of the effects are not yet fully understood. Method: In this study, in addition 31 to comparing brain function and behavioral function in dual task conditions in three conversations types, 32 the persistent effects of these types of conversations have also been traced. Results: The results show that 33 the content of the mobile phone conversation while driving is the cause of the persistent changes in 34 behavioral and brain functions. Increased time headway and lane departure was observed during and 35 up to 5 min after the emotional conversation was finished. EEG bands also varied in different types of 36 conversations. Cognitive conversations caused an increase in the activity of the alpha and beta bands 37 while emotional conversations enhanced the rate of gamma and beta bands. A meaningful correlation 38 was found between changes in the theta and alpha bands and changes in behavioral performance both 39 during the dual task condition and after the conversation was finished, was also observed. Conclusions: 40 The content of the conversation is one of the most important factors that increase the risk of road acci-41 dents. This can also deteriorate the behavioral performance of the driver and can have persistent effects 42 on behavioral performance and the brain. 43