Assisting the older driver - SWOV

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Effects of intersection design on workload and driving performance variables workload, general driving performance, and safety of driver decisions differed while passing different types of intersections, and whether these types of behaviour were affected when the same intersections were encountered while being supported by a driver assistance system. Betweensubjects comparisons were made to test whether workload, general driving performance, and safety of decisions on different types of intersections differed between age groups, and whether support by a driver assistance system had a differential effect on the behaviour of different age groups. In this chapter, the results regarding intersection design are presented. The results regarding driver support are described in Chapter 8. No ADAS Several types of intersections ADAS Several types of intersections Workload Driving performance Safety of decisions Workload Driving performance Safety of decisions Young drivers Middleaged drivers (Chapter 8) Older drivers Table 6.2. Experimental design. To make sure that order effects would not affect study results, timing of the treatments (i.e., driver support and intersection design) was varied across participants. Driver support could be offered during their first or second experimental drive, and intersections could be offered in two different series (Route). This resulted in four different treatments (see Table 6.3). Participants were randomly assigned to these treatments after having ranked and matched the participants according to 1) their score on the simulator sickness questionnaire (SSQ) which they had filled in after their first test drive, and 2) their median reaction time as indicated by the Determination Test © . The actual assignment to treatments took place by counting from 1 (Treatment I) to 4 (Treatment IV), starting with the participant having the lowest scores on both SSQ and Determination Test © . The fifth participant was again assigned to Treatment I, the sixth to Treatment II, and so forth. This was done separately for the young and old chronological age group. Since not all subjects that were invited for the second part of the experiment were able to 111
Assisting the older driver come, some groups turned out to be larger than others. Dropout because of simulator sickness during the second part of the experiment caused further reduction of the number of participants, and contributed to unequal cell sizes as well (see Table 6.3). 1 st drive – 2 nd drive Route 1 Route 2 No support – with support I (7) III (12) With support – no support II (9) IV (12) Table 6.3. Number of participants per treatment group. 6.2.6. Data‐sampling General driving performance of the participants was measured by waiting position before passing an intersection, acceleration and speed while passing an intersection, and number of route‐errors. Safety of driver decisions of participants was measured by crashes between participants and surrounding traffic, and by the deceleration of the latter vehicles if they had right of way at intersections the participant was passing. Deceleration of these ‘relevant’ vehicles was considered to be the precursor of a crash. If the other driver would not have reacted, a crash would have taken place (see Section 6.2.3). The deceleration of surrounding traffic having right of way was measured both at the moment the participant started passing the intersection (Acc_Pre), and at the moment he had just crossed the path of the other vehicle or had turned and was driving in front of him (Acc_Post). Deceleration data could be either positive (the vehicle was accelerating), zero (the vehicle maintained speed), or negative (the vehicle was decelerating). Two derived deceleration measures were analysed further: the average deceleration of all relevant vehicles at the moment the participant drove off with the intention to pass the intersection (average Acc_Pre), and an indicator of whether one of the relevant vehicles had to decelerate either before or after the participant had passed the intersection (Acc_Crit: 0 if none of them had to decelerate, 1 if one of them had to decelerate). The latter measure indicated whether the decision to pass the intersection had been unsafe or not, whereas the former measure indicated the degree of unsafety at the time the participant drove off. The lower the Acc_Pre, the harder one or more relevant vehicle(s) had had to brake to prevent a collision. 112
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3.2.3. Conclusions regarding future
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Samenvatting Samenvatting Dit proef
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Samenvatting Verkeersveiligheidsmaa
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Samenvatting jongere automobilisten
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Curriculum Vitae Curriculum Vitae R
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