驾驶绩效与视觉听觉干扰

本文结合调查问卷和模拟行车实验,研究了不同程度的视觉、听觉干扰对驾驶绩效和行车安全的影响,以及驾驶行为对脑力负荷的影响。运用统计检验方法对实验结果进行分析,结果表明:不同程度的视觉、听觉干扰对驾驶绩效和行车安全的影响有显著性差异;在复杂程度的干扰下,视觉较听觉对驾驶绩效的干扰程度更大;驾驶过程中的干扰行为对驾驶员脑力负荷有显著影响。     

高难度水平下单通道与多通道突显的效用性研究

研究在高难度水平条件下，视觉突显、听觉突显和视听多通道突显对被试搜索判断绩效的影响。实验结果与分析表明：不同的突显方式对视觉搜索绩效有明显影响；在高难度水平的视觉搜索任务中，视觉突显和听觉突显均具有较好的效用性，多通道突显的效用性比单通道突显的效用性好。     

车联网信息对驾驶员视觉注意与行为的影响

目的探讨不同驾驶情景下车联网信息呈现形式及复杂度对驾驶过程和绩效的影响。方法采用3(信息复杂度:无、简单、复杂)*2(信息通道:视、听)*3(驾驶场景:纵向、横向、转角)多因素混合设计,以驾驶员视觉注意指标、驾驶行为指标为因变量,共招募60名驾驶员,分两组。结果 (1)车联网信息以听觉通道呈现会增加行车稳定性及方向盘控制稳定性,且不会损害驾驶员的视觉注意行为,视觉则相反;(2)信息简单也会增加行车稳定性及方向盘控制稳定性。结论横向与纵向路径以听觉呈现简单信息有利于促进安全驾驶行为,转角路径中应避免车联网信息。     

地震作用下铁路斜拉桥动力响应及行车安全性研究

为研究高速铁路斜拉桥在地震作用下的车-桥耦合动力响应及列车走行性能,以新建杭长客专铁路长沙段（112 m+80 m+32 m）槽型截面独塔斜拉桥为研究对象,利用车-线-桥耦合动力学分析软件TRBF-DYNA建立了考虑地震作用的列车-轨道-桥梁耦合系统空间动力分析模型。采用等效荷载法计算轨道-桥梁子系统的地震响应,通过考虑拟静力位移分量,将钢轨相对地震响应转化为绝对坐标系下动力响应,最终通过空间轮轨滚动接触模型将地震作用传递至车辆子系统。对比分析了不同列车运行速度和不同地震强度条件下桥梁、列车动力响应的变化规律,评估了列车行车安全性能。结果表明:地震对列车运行安全性有显著影响,根据我国规范可判断列车在7度、8度、9度多遇地震下的安全行车速度阈值分别为200 km/h、180 km/h和140 km/h;根据轮轨接触评判准则,在80 km/h~240 km/h的行车速度范围内,在7度、8度和9度多遇地震下轮轨相对位移仍在安全范围内。     

浅谈高速公路汽车驾驶与安全行车

随着机动车辆的不断增加，高速公路交通设施超负荷运行，主要迁涉到驾驶员、车辆和道路交通环境等方面的影响，因此要进一步认识在高速公路行车条件下，汽车驾驶员的心理特征、生理特征、意识特征和正确的驾驶操作过程及汽车自身的安全性能变化的特点，掌握高速公路的安全行车规律，确保安全行车。     

关于影响铁路行车调度安全因素的分析

行车调度是行车组织过程中的重要组成部分,也是保证列车安全运行的重要因素。要想提高铁路行车安全,首先要分析研究影响调度安全的因素,其次是要制定完善的解决措施。我国铁路目前处于高速发展的时期,但调度指挥过程中任存在不少问题,本人结合实际工作经验,通过对影响铁路行车调度安全的主要因素进行简要分析,为加强铁路行车调度安全提供建议。     

地铁行车调度员人误模式结构化分析

为了预防地铁行车调度系统人因事故,本文基于层次分析法(HTA)和多资源理论,提出了一种地铁行车调度人误模式的结构化分析方法。首先定义了基本任务模块,将传统层次分析拆解为基本任务模块分析和任务分析两个阶段,以构建人因事件场景;然后完成了对行车调度员感知、认知及操作的人误行为分析,并构建基于视觉、听觉、认知与心理运动(Visual,Auditory,Cognitive,Psychomotor)模型的地铁行车调度员人误行为分类框架,以行为难度等级作为人误行为发生可能性的评价依据;最后,将分析过程进一步规范总结为包含任务分析层、人误行为分析层、人误模式诊断层的结构化的人误模式分析模型。对接触轨断电突发事件案例研究表明,此模型可以通过对地铁行车调度员工作任务的详细分解,寻找到可能的人误行为,并诊断出人误模式及发生的可能性。     

考虑桥面风场等效气动效应的行车安全性分析

侧风作用下桥上通行车辆容易遭受行车安全问题。通过节段模型风洞试验,测试了主梁行车道位置上方一定高度范围内风场分布特性。基于车辆气动力和力矩等效的方法,采用等效风速和比例系数来考虑桥面气动绕流对车辆气动力特性的影响。在风-汽车-桥耦合振动研究的基础上,采用无量纲的侧倾和侧滑安全因子评价车辆的行车安全性,分析了风速和车速对不同类型车辆行车安全性的影响。结果表明:车辆的行车安全性随着风速和车速的增大而逐渐降低;桥面风场等效气动效应会降低集装箱车和旅行巴士的行车安全性,集装箱车RSF和SSF最大相对误差分别高达28.0%和184.3%。     

浅谈高速公路汽车驾驶与安全行车

随着机动车辆的不断增加，高速公路交通没施超负荷运行，主要迁涉到驾驶员、车辆和道路交通环境等方面的影响，因此要进一步认识在高速公路行车条件下，汽车驾驶员的心理特征、生理特征、意识特征和正确的驾驶操作过程及汽车自身的安全性能变化的特点，掌握高速公路的安全行车规律，确保安全行车。     

视觉提示刺激对听觉掩蔽效应的影响

传统用于声音压缩编码的掩蔽效应模型是在单一听觉模式下获得的,而现今的多媒体技术是视听交互模式。在有视觉刺激情况下,人耳声音的掩蔽特性是否会发生变化？为了研究视觉刺激对听觉掩蔽效应的影响,从视觉与听觉心理的相互关联性入手进行了窄带噪声掩蔽纯音和宽带噪声掩蔽纯音两类心理声学实验。实验采用恒定刺激法,在听觉判断的同时给被试呈现三种不同提示状态的视觉刺激,对在200~7700Hz的频率范围内的噪声掩蔽阈值进行实验测定,并将结果与无视觉状态的实验结果相比较。对实验结果进行了信度检验、效度分析和显著性分析之后,利用相关视觉提示促进理论和注意能量分散理论对实验结果进行了理论解析。     

The influence of perceptual speed regulation on speed perception, choice, and control: tunnel wall characteristics and influences

The present work sought to determine if the type of visual pattern and presence of texture applied to transportation tunnel walls differentially affected driving performance. Choice of speed and speed control were measured with 32 participants who drove through a simulated transportation tunnel environment. Participants experienced three visual patterns consisting of vertical segments that decreased, increased, and remained a constant width throughout the length of the tunnel. Participants also drove a baseline control condition in which no visual pattern was present. Each of these conditions was presented either with or without a homogenous texture. When compared to the baseline condition, results indicated drivers gradually decreased speed when exposed to the decreasing width visual pattern and increased speed with the increasing width visual pattern. The presence of texture served to attenuate overall driving speed. Results suggest drivers' perception of speed and their subsequent response to such perceptions were modified by the visual pattern and texture expressed on the tunnel wall. The evident speed control opportunities afforded to the traffic engineer are discussed.     

The effects of brief visual interruption tasks on drivers’ ability to resume their visual search for a pre-cued hazard

Driver visual distraction is known to increase the likelihood of being involved in a crash, especially for long glances inside the vehicle. The detrimental impact of these in-vehicle glances may carry over and disrupt the ongoing processing of information after the driver glances back up on the road. This study explored the effect of different types of visual tasks inside the vehicle on the top-down processes that guide the detection and monitoring of road hazards after the driver glances back towards the road. Using a driving simulator, 56 participants were monitored with an eye tracking system while they navigated various hazardous scenarios in one of four experimental conditions. In all conditions, a potential hazard was visible 4–5 s before the driver could strike the potential hazard were it to materialize. All interruptions were exactly two seconds in length. After the interruption the potential hazard again became visible for about a half-second after which the driver passed by the hazard. The nature of the in-vehicle visual interruption presented to the participants was varied across conditions: (1) Visual interruptions comprised of spatial, driving unrelated, tasks; (2) visual interruptions comprised of non-spatial, driving unrelated, tasks; (3) visual interruptions with no tasks added; and (4) no visual interruptions. In the first three conditions drivers glancing on the forward roadway was momentarily interrupted (either with or without a task) just after the potential hazard first became visible by the occurrence of an in-vehicle task lasting two seconds. In the last condition (no interruptions) the driver could not see the potential hazard after it just became visible because of obstructions in the built or natural environment. The obstruction (like the interruption) lasted for two seconds. In other words, across all conditions the hazard was visible, then became invisible, and finally became visible again. Importantly, the results show that the presence of an interruption (as opposed to an obstruction) negatively impacted drivers’ ability to anticipate the potential hazard. Moreover, the various types of interruptions had differential effects on hazard detection. The implications of this study for the design of in-vehicle displays are discussed.     

提示音警示性效果对驾驶反应的影响研究

目的 探究不同的提示音对于驾驶员正前方车辆警示性认知以及对驾驶反应时长的影响;为安全性汽车提示音设计提供可行的设计方法以及参考.方法 实验一:通过行为学实验对324个车内提示音样本的警示性进行评测并选取出警示性效果较高的提示音样本.实验二:使用E-prime软件编制实验程序,进行了提示音刺激对驾驶视觉反应时长的实验.采用SPSS软件进行ANOVA分析.结果 根据5级评分量表选定5个警示性评价最高的提示音样本;有提示音条件时对于在视觉中心突然有车出现的反应时间要快于无提示音条件;其中高频率慢节奏的金属铃声的反应时长显著短于其他提示音(p<0.05).结论 在紧急情况下提示音可以加速视觉反应速度和加快驾驶反应;对于道路正前方突然有车出现的情况下高频率的提示音警示性效果更好.     

Does attention capacity moderate the effect of driver distraction in older drivers?

With age, a decline in attention capacity may occur and this may impact driving performance especially while distracted. Although the effect of distraction on driving performance of older drivers has been investigated, the moderating effect of attention capacity on driving performance during distraction has not been investigated yet. Therefore, the aim was to investigate whether attention capacity has a moderating effect on older drivers’ driving performance during visual distraction (experiment 1) and cognitive distraction (experiment 2). In a fixed-based driving simulator, older drivers completed a driving task without and with visual distraction (experiment 1, N = 17, mean age 78 years) or cognitive distraction (experiment 2, N = 35, mean age 76 years). Several specific driving measures of varying complexity (i.e., speed, lane keeping, following distance, braking behavior, and crashes) were investigated. In addition to these objective driving measures, subjective measures of workload and driving performance were also included. In experiment 1, crash occurrence increased with visual distraction and was negatively related to attention capacity. In experiment 2, complete stops at stop signs decreased, initiation of braking at pedestrian crossings was later, and crash occurrence increased with cognitive distraction. Interestingly, for a measure of lane keeping (i.e., standard deviation of lateral lane position (SDLP)), effects of both types of distraction were moderated by attention capacity. Despite the decrease of driving performance with distraction, participants estimated their driving performance during distraction as good. These results imply that attention capacity is important for driving. Driver assessment and training programs might therefore focus on attention capacity. Nonetheless, it is crucial to eliminate driver distraction as much as possible given the deterioration of performance on several driving measures in those with low and high attention capacity.     

An experimental study to evaluate the effectiveness of different methods and intensities of law enforcement on driving speed on motorways

Two field experiments were conducted to establish the most effective method of enforcement in reducing driving speed and to establish the most efficient strategy in terms of police force personnel required. In the first experiment, the effect of three variables on driving speed on motorways was studied. The first variable, intensity of enforcement, was manipulated by creating three different objective levels of apprehension for detected speeding drivers. The second variable was method of enforcement. On-view stopping and ticketing of offenders was compared to mailing of fines on the basis of the car's licence plate number. The third variable manipulated was the time delay in the mailing of fines. Time delay between detection of the offence and feedback to the driver was shortened in one condition. In a second experiment, police enforcement effort was optimized by relating intensity level of enforcement to the proportion of speeding vehicles. In the first experiment, police enforcement was applied for four weeks; in the second experiment, enforcement activities were continued for 12 consecutive weeks. In both cases the main dependent variable was driving speed. Before, during, and after the application of enforcement, speed was registered using induction loops. In addition, driver opinion about speeding and speed enforcement was studied using postal questionnaire surveys. The results show the largest and longest lasting reduction in driving speed in the highest intensity level-condition, giving support for a relation between objective chance of apprehension and speed choice. On-view stopping of offenders was shown to be a more effective method to reduce driving speed than mailing of fines. Some of these results are discussed in the light of game theory. The questionnaire surveys indicated that most drivers did not notice the recurrence in enforcement activities due to infrequent passing of the sections of motorways studied. The preventive effect of police enforcement appeared to be far more substantial than its repressive effect. Enforcement primarily deters the current nonoffender from speeding.     

Validating a driving simulator using surrogate safety measures

Traffic crash statistics and previous research have shown an increased risk of traffic crashes at signalized intersections. How to diagnose safety problems and develop effective countermeasures to reduce crash rate at intersections is a key task for traffic engineers and researchers. This study aims at investigating whether the driving simulator can be used as a valid tool to assess traffic safety at signalized intersections. In support of the research objective, this simulator validity study was conducted from two perspectives, a traffic parameter (speed) and a safety parameter (crash history). A signalized intersection with as many important features (including roadway geometries, traffic control devices, intersection surroundings, and buildings) was replicated into a high-fidelity driving simulator. A driving simulator experiment with eight scenarios at the intersection were conducted to determine if the subjects' speed behavior and traffic risk patterns in the driving simulator were similar to what were found at the real intersection. The experiment results showed that speed data observed from the field and in the simulator experiment both follow normal distributions and have equal means for each intersection approach, which validated the driving simulator in absolute terms. Furthermore, this study used an innovative approach of using surrogate safety measures from the simulator to contrast with the crash analysis for the field data. The simulator experiment results indicated that compared to the right-turn lane with the low rear-end crash history record (2 crashes), subjects showed a series of more risky behaviors at the right-turn lane with the high rear-end crash history record (16 crashes), including higher deceleration rate (1.80+/-1.20 m/s(2) versus 0.80+/-0.65 m/s(2)), higher non-stop right-turn rate on red (81.67% versus 57.63%), higher right-turn speed as stop line (18.38+/-8.90 km/h versus 14.68+/-6.04 km/h), shorter following distance (30.19+/-13.43 m versus 35.58+/-13.41 m), and higher rear-end probability (9/59=0.153 versus 2/60=0.033). Therefore, the relative validity of driving simulator was well established for the traffic safety studies at signalized intersections.     

Effect of shoulder width, guardrail and roadway geometry on driver perception and behavior

Roadway design is one of the most significant factors that affect driving behavior and perceived safety. The current study tests the combined effects of three roadway design elements – shoulders width, guardrail existence and roadway geometry (curvature) – on objective driving measures (speed and lane position), and subjective measures (perceived safe driving speed and estimated road safety).Twenty two drivers participated in an experiment with a driving simulation. In the first part objective driving data were collected, and in the second part subjective paper–pencil evaluations were requested of the perceived safety of 30 different scenarios that were previously experienced in the simulator. The scenarios consisted of the various combinations of the three roadway design elements.The results showed a significant effect of roadway geometry on both objective and subjective measures. The shoulders width had a significant effect on actual speed, on lane position, and on perceived safe driving speed, but only when a guardrail was present.These findings illustrate the perceptual role of a guardrail in defining the perceived safety margins that various shoulder widths provide. When a guardrail is absent, the width of the shoulder loses much of its benefits and effects on driving behavior. The results also demonstrate that roadway geometry can be used to reduce driving speeds, but at the same time it can have a negative effect on maintaining a stable lane position in sharp curves. Thus, controlling the width of road shoulders and the placement of guardrails seems to be a safer approach to speed and lane position control.     

Effect of shoulder width,guardrail and roadway geometry on driver perception and behavior

Roadway design is one of the most significant factors that affect driving behavior and perceived safety. The current study tests the combined effects of three roadway design elements – shoulders width, guardrail existence and roadway geometry (curvature) – on objective driving measures (speed and lane position), and subjective measures (perceived safe driving speed and estimated road safety).Twenty two drivers participated in an experiment with a driving simulation. In the first part objective driving data were collected, and in the second part subjective paper–pencil evaluations were requested of the perceived safety of 30 different scenarios that were previously experienced in the simulator. The scenarios consisted of the various combinations of the three roadway design elements.The results showed a significant effect of roadway geometry on both objective and subjective measures. The shoulders width had a significant effect on actual speed, on lane position, and on perceived safe driving speed, but only when a guardrail was present.These findings illustrate the perceptual role of a guardrail in defining the perceived safety margins that various shoulder widths provide. When a guardrail is absent, the width of the shoulder loses much of its benefits and effects on driving behavior. The results also demonstrate that roadway geometry can be used to reduce driving speeds, but at the same time it can have a negative effect on maintaining a stable lane position in sharp curves. Thus, controlling the width of road shoulders and the placement of guardrails seems to be a safer approach to speed and lane position control.     

一种提高热声发动机压比的"声学变压器"

针对目前低温热声制冷机的驱动压比比较低的现状,提出了一种连接在热声发动机与制冷机之间的一种变压装置.热声发动机产生的压力波动在经过此变压器进行"变压"后,波动压力幅值大幅升高.对此方案设计了原理性的实验,表明声波在经过此变压器之后压力幅值能够提高3倍左右,充分证明此变压器具有大幅度提高压力幅值的能力.     

Safety reliability evaluation when vehicles turn right from urban major roads onto minor ones based on driver's visual perception

Turning right has a significant impact on urban road traffic safety. Driving into the curve inappropriately or with improper turning speed often leads to a series of potential accidents and hidden dangers. For a long time, the design speed at intersections has been used to determine the physical radius of curbs and channelization, and drivers are expected to drive in accordance with the design speed. However, a large number of real vehicle tests show that for the road without an exclusive right-turn lane, there is not a good correlation between the physical radius of curbs and the turning right speeds. In this paper, shape parameters of the driver's visual lane model are put forward and they have relatively high correlations with right-turn speeds. Hence, an evaluation method about safety reliability of turning right from urban major roads onto minor ones based on driver's visual perception is proposed. For existing roads, the evaluation object could be real driving videos; for those under construction roads, the evaluation object could be visual scenes obtained from a driving simulation device. Findings in this research will make a contribution to the optimization of right-turn design at intersections and lead to the development of auxiliary driving technology.