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Methods: For the scope of the present research, 95 participants from all age groups were asked to drive under different types of distraction (conversation with passenger, cell phone use) in urban and rural road environments with low and high traffic volume in a driving simulator experiment. Then, in the framework of the statistical analysis, a correlation table is presented investigating any of a broad class of statistical relationships between driving simulator measures and a structural equation model is developed in which overall driving performance is estimated as a latent variable based on several individual driving simulator measures.
Results: Results confirm the suitability of the structural equation model and indicate that the selection of the specific performance measures that define overall performance should be guided by a rule of representativeness between the selected variables. Moreover, results indicate that conversation with the passenger was not found to have a statistically significant effect, indicating that drivers do not change their performance while conversing with a passenger compared to undistracted driving. On the other hand, results support the hypothesis that cell phone use has a negative effect on driving performance. Furthermore, regarding driver characteristics, age, gender, and experience all have a significant effect on driving performance, indicating that driver-related characteristics play the most crucial role in overall driving performance.
Conclusions: The findings of this study allow a new approach to the investigation of driving behavior in driving simulator experiments and in general. By the successful implementation of the structural equation model, driving behavior can be assessed in terms of overall performance and not through individual performance measures, which allows an important scientific step forward from piecemeal analyses to a sound combined analysis of the interrelationship between several risk factors and overall driving performance. 相似文献
Methods: In a driving simulator, the conventional, nonadaptive AEB was evaluated on dry roads with high friction (μ = 1) and on snowy roads with reduced friction (μ = 0.3). In addition, an AEB system adapted to road friction was designed for this study and compared with the conventional AEB on snowy roads with reduced friction. Ninety-six drivers (48 males, 48 females) assigned to 5 age groups (20–29, 30–39, 40–49, 50–59, and 60–75 years) drove with AEB in the simulator. The drivers observed and evaluated the AEB's braking actions in response to an imminent rear-end collision at an intersection.
Results: The results show that drivers' safety and trust in the conventional AEB were significantly lower on snowy roads, and the nonadaptive autonomous braking strategy was considered less appropriate on snowy roads compared to dry roads. As expected, the adaptive AEB braking strategy was considered more appropriate for snowy roads than the nonadaptive strategy. In conditions of reduced friction, drivers' subjective safety and trust were significantly improved when driving with the adaptive AEB compared to the conventional AEB. Women felt less safe than men when AEB was braking. Differences between age groups were not of statistical significance.
Conclusions: Drivers notice the adaptation of the autonomous braking strategy on snowy roads with reduced friction. On snowy roads, they feel safer and trust the adaptive system more than the nonadaptive automation. 相似文献
Methods: A cross-sectional study was conducted using a convenience sample from 3 schools participating in a pedestrian safety school initiative. The schools are situated in low-income, high-risk communities in the City of Cape Town. A parent survey form was translated into isiXhosa and sent home with learners to those parents who had consented to participate. The response rate was 70.4%, and only parents of children who walk to and from school were included in the final sample (n = 359). Child pedestrian variables include the time taken to walk to school, parental rating of the child's ability to safely cross the road, and the frequency of adult supervision.
Results: More than half of parents reported that their child walked to and from school without adult supervision. About 56% of children took less than 20 min to walk to school. Most parents (61%) were uncomfortable with their child walking to school, although the majority of parents (55.7%) rated their child's ability to cross the road safely as better or significantly better than average (compared to peers). The parents did not perceive any differences in pedestrian risk factors between boys and girls or between younger (6–9 years) and older (10–15 years) children. The time spent by a child walking to school and parents' perceptions of their child's road-crossing ability were found to be significant predictors of parental discomfort (in letting their child walk). Younger children and children who spent less time walking were more likely to be supervised by an adult.
Conclusions: Many South African schoolchildren have to navigate the roads without adult supervision from a young age. Caregivers, especially in low-income settings, often have limited options with regard to getting their child to school safely. Regardless of the child's age and gender, the time that they spend on the roads is an important factor for parents in terms of pedestrian safety. 相似文献