Objective: The Useful Field of View (UFOV) assessment, a measure of visual speed of processing, has been shown to be a predictive measure of motor vehicle collision (MVC) involvement in an older adult population, but it remains unknown whether UFOV predicts commercial motor vehicle (CMV) driving safety during secondary task engagement. The purpose of this study is to determine whether the UFOV assessment predicts simulated MVCs in long-haul CMV drivers.
Method: Fifty licensed CMV drivers (Mage = 39.80, SD = 8.38, 98% male, 56% Caucasian) were administered the 3-subtest version of the UFOV assessment, where lower scores measured in milliseconds indicated better performance. CMV drivers completed 4 simulated drives, each spanning approximately a 22.50-mile distance. Four secondary tasks were presented to participants in a counterbalanced order during the drives: (a) no secondary task, (b) cell phone conversation, (c) text messaging interaction, and (d) e-mailing interaction with an on-board dispatch device.
Results: The selective attention subtest significantly predicted simulated MVCs regardless of secondary task. Each 20 ms slower on subtest 3 was associated with a 25% increase in the risk of an MVC in the simulated drive. The e-mail interaction secondary task significantly predicted simulated MVCs with a 4.14 times greater risk of an MVC compared to the no secondary task condition. Subtest 3, a measure of visual speed of processing, significantly predicted MVCs in the email interaction task. Each 20 ms slower on subtest 3 was associated with a 25% increase in the risk of an MVC during the email interaction task.
Conclusions: The UFOV subtest 3 may be a promising measure to identify CMV drivers who may be at risk for MVCs or in need of cognitive training aimed at improving speed of processing. Subtest 3 may also identify CMV drivers who are particularly at risk when engaged in secondary tasks while driving. 相似文献
The growth in automotive production has increased the number of end-of-life vehicles (ELVs) annually. The traditional approach ELV processing involves dismantling, shredding, and landfill disposal. The “3R” (i.e., reduce, reuse, and recycle) principle has been increasingly employed in processing ELVs, particularly ELV parts, to promote sustainable development. The first step in processing ELVs is dismantling. However, certain parts of the vehicle are difficult to disassemble and use in practice. The extended producer responsibility policy requires carmakers to contribute in the processing of scrap cars either for their own developmental needs or for social responsibility. The design for dismantling approach can be an effective solution to the existing difficulties in dismantling ELVs. This approach can also provide guidelines in the design of automotive products. This paper illustrates the difficulty of handling polymers in dashboards. The physical properties of polymers prevent easy separation and recycling by using mechanical methods. Thus, dealers have to rely on chemical methods such as pyrolysis. Therefore, car designers should use a single material to benefit dealers. The use of materials for effective end-of-life processing without sacrificing the original performance requirements of the vehicle should be explored. 相似文献
Air pollution is a major obstacle to future sustainability, and traffic pollution has become a large drag on the sustainable developments of future metropolises. Here, combined with the large volume of real-time monitoring data, we propose a deep learning model, iDeepAir, to predict surface-level PM2.5 concentration in Shanghai megacity and link with MEIC emission inventory creatively to decipher urban traffic impacts on air quality. Our model exhibits high-fidelity in reproducing pollutant concentrations and reduces the MAE from 25.355 µg/m3 to 12.283 µg/m3 compared with other models. And identifies the ranking of major factors, local meteorological conditions have become a nonnegligible factor. Layer-wise relevance propagation (LRP) is used here to enhance the interpretability of the model and we visualize and analyze the reasons for the different correlation between traffic density and PM2.5 concentration in various regions of Shanghai. Meanwhile, As the strict and effective industrial emission reduction measurements implementing in China, the contribution of urban traffic to PM2.5 formation calculated by combining MEIC emission inventory and LRP is gradually increasing from 18.03% in 2011 to 24.37% in 2017 in Shanghai, and the impact of traffic emissions would be ever-prominent in 2030 according to our prediction. We also infer that the promotion of vehicular electrification would achieve further alleviation of PM2.5 about 8.45% by 2030 gradually. These insights are of great significance to provide the decision-making basis for accurate and high-efficient traffic management and urban pollution control, and eventually benefit people's lives and high-quality sustainable developments of cities. 相似文献
In-depth studies on the recycling of typical automotive exterior plastic parts are significant and beneficial for environmental protection, energy conservation, and sustainable development of China. In the current study, several methods were used to analyze the recycling industry model for typical exterior parts of passenger vehicles in China. The strengths, weaknesses, opportunities, and challenges of the current recycling industry for typical exterior parts of passenger vehicles were analyzed comprehensively based on the SWOT method. The internal factor evaluation matrix and external factor evaluation matrix were used to evaluate the internal and external factors of the recycling industry. The recycling industry was found to respond well to all the factors and it was found to face good developing opportunities. Then, the cross-link strategies analysis for the typical exterior parts of the passenger car industry of China was conducted based on the SWOT analysis strategies and established SWOT matrix. Finally, based on the aforementioned research, the recycling industry model led by automobile manufacturers was promoted. 相似文献
AbstractObjective: Particular testing by functional decomposition of the automated driving function can potentially contribute to reducing the effort of validating highly automated driving functions. In this study, the required size of test suites for scenario-based testing and the potential to reduce it by functional decomposition are quantified for the first time.Methods: The required size of test suites for scenario-based approval of a so-called Autobahn-Chauffeur (SAE Level 3) is analyzed for an exemplary set of scenarios. Based on studies of data from failure analyses in other domains, the possible range for the required test coverage is narrowed down and suitable discretization steps, as well as ranges for the influence parameters, are assumed. Based on those assumptions, the size of the test suites for testing the complete system is quantified. The effects that lead to a reduction in the parameter space for particular testing of the decomposed driving function are analyzed and the potential to reduce the validation effort is estimated by comparing the resulting test suite sizes for both methods.Results: The combination of all effects leads to a reduction in the test suites’ size by a factor between 20 and 130, depending on the required test coverage. This means that the size of the required test suite can be reduced by 95–99% by particular testing compared to scenario-based testing of the complete system.Conclusions: The reduction potential is a valuable contribution to overcome the parameter space explosion during the validation of highly automated driving. However, this study is based on assumptions and only a small set of exemplary scenarios. Thus, the findings have to be validated in further studies. 相似文献
AbstractObjective: The human–machine interface (HMI) is a crucial part of every automated driving system (ADS). In the near future, it is likely that—depending on the operational design domain (ODD)—different levels of automation will be available within the same vehicle. The capabilities of a given automation level as well as the operator’s responsibilities must be communicated in an appropriate way. To date, however, there are no agreed-upon evaluation methods that can be used by human factors practitioners as well as researchers to test this.Methods: We developed an iterative test procedure that can be applied during the product development cycle of ADS. The test procedure is specifically designed to evaluate whether minimum requirements as proposed in NHTSA’s automated vehicle policy are met.Results: The proposed evaluation protocol includes (a) a method to identify relevant use cases for testing on the basis of all theoretically possible steady states and mode transitions of a given ADS; (b) an expert-based heuristic assessment to evaluate whether the HMI complies with applicable norms, standards, and best practices; and (c) an empirical evaluation of ADS HMIs using a standardized design for user studies and performance metrics.Conclusions: Each can be used as a stand-alone method or in combination to generate objective, reliable, and valid evaluations of HMIs, focusing on whether they meet minimum requirements. However, we also emphasize that other evaluation aspects such as controllability, misuse, and acceptance are not within the scope of the evaluation protocol. 相似文献
Background, Aims and Scope When joining the European Union on 1st May 2004, Estonia had to conform its legislation to the European Union legislation.
In relation with that, also the treatment requirements on end-of-life vehicles proceeding from Directive 2000/53/EC of the
European Parliament and of the Council of 18 September 2000 were established in Estonia for the first time. Since this area
was not regulated with law beforehand, there was not any information available about it. The aim of the current survey was
to ascertain the condition of scrap yards in mid 2004. In addition to that, also to identify the number of scrap yards operating
in Estonia, to classify these by the number of dismantled vehicles and the potential environmental hazard, and to map the
locations of car dismantling companies and evaluate their compliance with the valid requirements.
Methods The companies that have been registered in the Commercial Registry under the activity code 503090-end-of-life vehicle dismantling
were visited and visually reviewed. During the visits, the compliance of scrap yards with the existing requirements was evaluated
and it was also attempted to identify how environmentally sound the dismantling technology of every scrap yard owner is.
Results and Discussion Altogether, 63 scrap yards operated in Estonia by mid 2004. Twelve of them dismantled more than 100 vehicles, 13 of them
51-99 vehicles and 38 up to 50 vehicles a year. The total annual market capacity on dismantling of vehicles in Estonia is
considered to be approx. 10,000 units. There are very few companies dealing only with car dismantling as the main business.
Most scrap-yard owners also offer side services, e.g. haulage, car repair and maintenance. The dismantlers are interested
in the selling of second-hand spare parts and scrap metal. Only one company out of 63 complied with all the requirements enacted
by the relevant decision of the Estonian Minister of Environment. The rest of the scrap yards did not meet the requirements
on the site on storage and treatment nor did they have the hazardous waste handling licence or the waste permit. Of the requirements
established for the site for storage of end-of-life vehicles, 97% of the scrap yards were surrounded with a fence, 67% had
a 24-hour guard, 45% had covered the areas with waterproof cover, but only 3% had an oil trap. Sites for treatment were in
a somewhat better condition, these were mostly situated inside the buildings, where floors were covered with waterproof covers.
Most of the dismantlers collected the waste oil and waste fluids into separate vessels, but there were a number of dismantlers
who did not know of existence of polychlorinated biphenyls (PCB) in car air conditioning systems and the availability of mercury
in sensors belonging in passenger safety systems. Proceeding from the general condition of the scrap yard, the rest of 62
scarp yards were distributed between two empirical parameters - 'rather environmentally hazardous' or 'rather not environmentally
hazardous'. As a matter of fact, 17% of scrap yards turned out 'rather environmentally hazardous'.
Conclusion Out of the scrap yards operating in Estonia, only one is compliant with the requirements set up by Directive 2000/53/EC.
Another 62 appeared during the review to be sites of potential environmental pollution. In order to comply with environmental
requirements and get the hazardous waste treatment license, the scrap yard owners have to invest into state-of-the-art dismantling
and environment protection equipment. The main obstacle to reach the environmentally sound scrap-yard is the high investment
cost and the black market for spare parts.
Recommendation and Outlook As the correction of the market in end-of-life vehicle treatment started after the adoption of Directive 2000/53/EC, the
environmental authorities have to look after the ongoing correction. It is because there is still a demand for cheap spare
parts and it makes it attractive to dismantle the vehicles out of scrap-yards by licensees. 相似文献