Transportation Research Part F-Traffic Psychology and Behaviour最新文献_第4页

Susceptibility to distracted driving: The role of personality and individual factors 分心驾驶的易感性：个性和个人因素的作用

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-16 DOI: 10.1016/j.trf.2024.09.013

Luigi Tinella , Antonella Lopez , Alessandro Oronzo Caffò , Sjaan Koppel , Andrea Bosco

The present study aimed to investigate the association between the Big Five personality dimensions with the susceptibility of distracted driving (i.e., engagement in voluntary distraction, attitudes toward distraction, and susceptibility to involuntary distraction) comparing samples of Australian and Italian drivers. Distracted driving remains a significant global challenge to road safety, contributing to the occurrence of motor-vehicle crashes with serious consequences on public and environmental health. Despite efforts to explore factors underlying distracted driving, less is known on the role of the driver’s personality in affecting the tendency to report distraction. Five hundred and fifty-one participants (55 % females; age range: 18–82 years; M ± sd: 40.4 ± 17.5) from Australia and Italy completed an online survey including questionnaires on personality and distracted driving. The invariance of the tested model was assessed through a multigroup path analysis considering personality traits as predictors and different facets of the susceptibility to distracted driving as outcomes, in a unique model. The effects of age, gender, and education were also controlled in the analyses. Results showed differences among nationality groups in personality traits as well as in susceptibility to distraction. The tested model showed invariance across nationality groups, suggesting positive effects of Neuroticism, Extraversion, and Agreeableness on all dimensions of susceptibility to distracted driving. Furthermore, Conscientiousness was found to affect attitudes toward distraction, perceived control, and perceived social norms. Finally, the tendency to report susceptibility to involuntary distraction was influenced by Openness. These results provide insights on the usefulness of assessing personality profiles to achieve road safety improvements and represent a valuable source of knowledge for the study of individual risk exposure.

本研究旨在通过对澳大利亚和意大利驾驶员样本的比较，调查五大人格维度与分心驾驶易感性（即自愿分心、对分心的态度和对非自愿分心的易感性）之间的关联。分心驾驶仍然是全球道路安全面临的一个重大挑战，它导致了机动车碰撞事故的发生，对公众和环境健康造成了严重后果。尽管人们在努力探索分心驾驶的潜在因素，但对驾驶员的个性在影响分心倾向方面的作用却知之甚少。来自澳大利亚和意大利的 551 名参与者（55% 为女性；年龄范围：18-82 岁；M ± sd：40.4 ± 17.5）完成了一项在线调查，其中包括关于性格和分心驾驶的问卷。通过多组路径分析评估了测试模型的不变性，将人格特质作为预测因素，将分心驾驶易感性的不同方面作为结果，形成了一个独特的模型。分析中还控制了年龄、性别和教育程度的影响。结果显示，不同国籍群体在人格特质和分心驾驶易感性方面存在差异。所测试的模型在不同国籍群体中显示出不变性，表明神经质、外向性和宜人性对分心驾驶易感性的所有维度都有积极影响。此外，研究还发现 "认真 "会影响对分心驾驶的态度、感知控制和感知社会规范。最后，报告非自愿分心易感性的倾向受到开放性的影响。这些结果为评估人格特征对改善道路安全的有用性提供了启示，也为研究个人风险暴露提供了宝贵的知识来源。

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引用次数: 0

Propensity to trust technology and subjective, but not objective, knowledge predict trust in advanced driver assistance systems 信任技术的倾向和主观知识（而非客观知识）可预测对高级驾驶辅助系统的信任度

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-15 DOI: 10.1016/j.trf.2024.09.025

Chelsea A. DeGuzman, Birsen Donmez

Trust has been shown to influence whether drivers use advanced driver assistance systems (ADAS) appropriately, and thus understanding the factors influencing trust in ADAS may help inform interventions to support appropriate use. We surveyed 369 drivers to investigate the factors that predict trust in ADAS for current users. Participants were required to have experience using ADAS, specifically systems that simultaneously control longitudinal and lateral movement of the vehicle (participants reported using adaptive cruise control and lane keeping assist systems at the same time in their vehicle at least 1–4 times per month). In addition to assessing trust, the survey included questions to assess objective knowledge about ADAS limitations, self-reported understanding of ADAS (i.e., how correct and complete drivers thought their understanding of ADAS was), number of methods they had previously used to learn about ADAS, frequency of ADAS use, familiarity with technology, propensity to trust technology, and demographics. Regression results showed that self-reported understanding, but not objective knowledge, predicted trust in ADAS, with higher self-reported understanding being associated with higher trust. Self-reported understanding was not correlated with objective knowledge; participants rated their self-reported understanding highly, but only identified an average of 42% of the system limitations included in the survey. Propensity to trust technology was also a significant predictor of trust in ADAS, with higher propensity to trust technology in general associated with higher trust in ADAS. These findings suggest that interventions aimed at supporting appropriate trust in ADAS could be designed to increase drivers’ awareness of potential gaps in their understanding and adjust expectations of ADAS for those with a high propensity to trust technology.

研究表明，信任会影响驾驶员是否适当使用高级驾驶辅助系统（ADAS），因此了解影响驾驶员对高级驾驶辅助系统信任的因素可能有助于为支持适当使用高级驾驶辅助系统的干预措施提供依据。我们对 369 名驾驶员进行了调查，以研究预测当前用户对 ADAS 信任度的因素。要求参与者有使用 ADAS 的经验，特别是同时控制车辆纵向和横向移动的系统（参与者称每月至少有 1-4 次在其车辆中同时使用自适应巡航控制和车道保持辅助系统）。除了评估信任度外，调查还包括一些问题，以评估关于ADAS局限性的客观知识、自我报告的对ADAS的理解（即驾驶员认为自己对ADAS的理解有多正确和全面）、他们以前用来了解ADAS的方法的数量、ADAS的使用频率、对技术的熟悉程度、信任技术的倾向以及人口统计学特征。回归结果显示，自我报告的了解程度（而非客观知识）可以预测对 ADAS 的信任度，自我报告的了解程度越高，信任度越高。自我报告的理解能力与客观知识并不相关；参与者对自我报告的理解能力评价很高，但平均只能识别出调查中42%的系统局限性。信任技术的倾向也是ADAS信任度的一个重要预测因素，一般来说，信任技术的倾向越高，对ADAS的信任度就越高。这些研究结果表明，可以设计一些干预措施来支持对ADAS的适当信任，以提高驾驶员对其理解中潜在差距的认识，并调整那些对技术信任倾向较高的驾驶员对ADAS的期望。

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引用次数: 0

Validating risk behavior in driving simulation using naturalistic driving data 利用自然驾驶数据验证驾驶模拟中的风险行为

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-15 DOI: 10.1016/j.trf.2024.09.026

Chantal Himmels , Arben Parduzi , Andreas Löcken , Valentin Protschky , Joost Venrooij , Andreas Riener

The absence of physical accident risk in driving simulation, which allows for safely studying critical driving situations, also reduces the driver's risk perception, which may result in unrealistic driver behavior. Validation studies in this context are rare for ethical reasons, making it difficult to assess the extent of this issue at present. The present study addresses this gap by utilizing naturalistic driving data. Four critical cut-in situations on German highways were extracted from naturalistic data and replicated in a driving simulator study with N = 58 participants. Both in-situ self-ratings on subjective criticality and post-hoc video-based ratings (from the driver and objective observers), as well as presence ratings, were collected to supplement driver behavior. Although driver reactions in the simulator and the field were not equivalent in absolute terms, drivers in both the simulation and the real world exhibited accident-avoidance behavior through braking reactions, indicating relative validity. No clear mediating role of the sense of presence towards a more careful driver behavior was found. This work shows that drivers exhibit accident-avoiding behavior in the simulator and tend to react to hazards in the simulator similarly as they would in a real situation, while absolute numerical values should only be interpreted with caution.

驾驶模拟没有实际事故风险，可以安全地研究关键的驾驶情况，但同时也降低了驾驶员的风险意识，可能导致不切实际的驾驶行为。出于道德原因，这方面的验证研究并不多见，因此目前很难评估这一问题的严重程度。本研究利用自然驾驶数据填补了这一空白。本研究从自然数据中提取了德国高速公路上的四种关键切入情况，并在有 58 名参与者参加的驾驶模拟器研究中进行了复制。研究收集了驾驶员主观临界度的现场自我评分、基于视频的事后评分（来自驾驶员和客观观察者）以及临场评分，作为对驾驶员行为的补充。虽然驾驶员在模拟器和现场的反应在绝对值上并不等同，但模拟器和真实世界中的驾驶员都通过制动反应表现出了避免事故的行为，这表明了相对有效性。没有发现存在感对更谨慎的驾驶行为有明显的中介作用。这项研究表明，驾驶员在模拟器中表现出了避免事故的行为，并倾向于对模拟器中的危险做出与真实情况类似的反应，但对绝对数值的解释必须谨慎。

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引用次数: 0

Driving behavior in Hazardous situations: The interplay between risk scenarios and dimensional emotions 危险情况下的驾驶行为：风险情景与维度情绪之间的相互作用

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-11 DOI: 10.1016/j.trf.2024.10.004

Yong Peng , Xin Lou , Honggang Wang , Xinghua Wang , Guoliang Xiang , Xianhui Wu , Honghao Zhang , Shengen Yi , Tao Li

As the contradictions among the human-vehicle-environment elements in road traffic systems intensify, the resulting traffic safety issues are becoming increasingly severe. Emotions, as critical psychological factors influencing safe driving, directly impact drivers’ perceptions and judgments of surrounding information. Simultaneously, potential risks during the driving process can affect drivers’ decisions and driving behavior. On the basis of the definition of dimensional emotions, this study analyzes the impact of different valence, arousal, and risk level scenarios on drivers’ collision avoidance behavior. A total of 21 drivers aged 18 to 50 years, with driving experience ranging from 1 to 10 years, participated in a simulated driving experiment. This study employs the decision tree (DT) algorithm to define the quantitative relationship between the occurrence of different driving behaviors and their influencing factors. It predicts vehicle avoidance behavior in two emergency conditions to determine whether collision avoidance can be achieved. The results indicate that the model’s prediction accuracy improves when emotion and risk level information are combined, reaching 88.89 %. This is a 5.56 % improvement over the model using only emotion information and a 2.53 % improvement over the model using only risk level information. Compared with the impact of subjective emotional factors on driving behavior, risk scenarios exhibit a more stable trend in influencing driving behavior. Under the interaction of emotions and risk factors, the accuracy and generalization ability of the driving behavior prediction model based on the Decision Tree (DT) algorithm have been greatly improved. This research provides a theoretical basis for addressing adverse driving behavior caused by driver emotions and analyzing the factors influencing collision avoidance processes.

随着道路交通系统中人-车-环境各要素之间矛盾的加剧，由此引发的交通安全问题也日益严峻。情绪作为影响安全驾驶的关键心理因素，直接影响驾驶者对周围信息的感知和判断。同时，驾驶过程中的潜在风险也会影响驾驶者的决策和驾驶行为。本研究在维度情绪定义的基础上，分析了不同的情绪价值、唤醒程度和风险水平情景对驾驶者避免碰撞行为的影响。共有 21 名年龄在 18 至 50 岁之间、驾龄在 1 至 10 年之间的驾驶员参加了模拟驾驶实验。本研究采用决策树（DT）算法来定义不同驾驶行为的发生与影响因素之间的定量关系。它预测了两种紧急情况下的车辆避让行为，以确定是否能避免碰撞。结果表明，当情绪和风险水平信息相结合时，该模型的预测准确率有所提高，达到 88.89 %。这比仅使用情绪信息的模型提高了 5.56%，比仅使用风险水平信息的模型提高了 2.53%。与主观情绪因素对驾驶行为的影响相比，风险情景对驾驶行为的影响呈现出更加稳定的趋势。在情绪和风险因素的交互作用下，基于决策树（DT）算法的驾驶行为预测模型的准确性和泛化能力得到了极大的提高。该研究为解决驾驶员情绪导致的不良驾驶行为以及分析避免碰撞过程的影响因素提供了理论依据。

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引用次数: 0

Exploring the influence of a virtual reality experience on user acceptance of shared autonomous vehicles: A quasi-experimental study in Brussels 探索虚拟现实体验对用户接受共享自动驾驶汽车的影响：布鲁塞尔准实验研究

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-10 DOI: 10.1016/j.trf.2024.10.003

Fatima-Zahra Debbaghi, Evy Rombaut, Lieselot Vanhaverbeke

This paper investigates the intention to use shared autonomous vehicles in Brussels before and after an experience in virtual reality, in which a scenario of a city with shared autonomous vehicles was visualized taking into account transformations that are not possible to implement in real life such as urban form changes. 51 participants took part in a quasi-experiment and their acceptance of autonomous vehicles was measured before and after, using surveys based on the unified theory of acceptance and use of technology (UTAUT). Using partial least squares structural equation modeling, we model user acceptance pre- and post-VR experience and compare the change in influencing factors. Results show that, under the conditions we defined, the intention to use autonomous shuttles was influenced by the virtual reality experience, as there was an increase in the behavioral intention and a change in the significant predictors. Overall, we found evidence that the virtual reality experience did influence the acceptance of autonomous vehicles, and can then be an effective test bed to visualize future impacts of autonomous vehicles that are impossible to project in real life. Our study constitutes then a first step into exploring potential usages of virtual reality to project long-term visions of future developments of cities with shared autonomous vehicles.

本文调查了在虚拟现实体验前后布鲁塞尔使用共享自动驾驶汽车的意向，在虚拟现实中，共享自动驾驶汽车的城市场景被可视化，并考虑到了现实生活中不可能实现的转变，如城市形态的改变。51 名参与者参加了一项准实验，他们在实验前后对自动驾驶汽车的接受程度是通过基于技术接受和使用统一理论（UTAUT）的调查进行测量的。通过偏最小二乘结构方程模型，我们建立了用户接受自动驾驶汽车前后的模型，并比较了影响因素的变化。结果表明，在我们定义的条件下，自主班车的使用意向受到了虚拟现实体验的影响，因为行为意向增加了，重要的预测因素也发生了变化。总之，我们发现有证据表明，虚拟现实体验确实影响了人们对自动驾驶汽车的接受程度，因此可以作为一个有效的测试平台，将自动驾驶汽车未来的影响可视化，而这些影响在现实生活中是无法预测的。因此，我们的研究迈出了第一步，即探索利用虚拟现实技术预测未来共享自动驾驶汽车城市发展的长期愿景的可能性。

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引用次数: 0

Which electric vehicle charging station to upgrade? Biased judgments based on differences in station efficiency 升级哪个电动汽车充电站？根据充电站效率的差异做出有偏差的判断

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-09 DOI: 10.1016/j.trf.2024.10.001

Ola Svenson , Ilkka Salo , Inés Duce Gimeno

One way of controlling global warming is to substitute fuel driven cars with electric cars. Electric vehicles need to be charged. For maximal efficiency the charging times should be as short as possible. In the US charging stations are classified as Level 1 charging 5–10 miles/h, Level 2 25 miles/h and Fast DCFC stations 150–1000 miles/h. We asked participants to select one of two upgrades of charging stations that would save most charging time for a vehicle. The alternatives were upgrading L1 (5miles/h) to L2 (25 miles/h) or L2 (25miles/h) to Fast (250 miles/h). In all, 86% of the participants wanted to upgrade to a Fast station, which objectively saves less time than L1 to L2. The second study replicated the first study and 91% of the participants wanted to upgrade to the Fast (250) station. The third study offered alternatives with smaller objective efficiency differences than the earlier studies: upgrading L2 (30) to Fast (150) and Fast (150) to Fast (600) and 68% of the participants preferred the second incorrect alternative. Verbal justifications showed that many participants seemed to assume that differences in charging time are proportional to charging time saved. The results have practical implications and illustrate the difficulty to process reciprocal variables leading to incorrect decisions. Finally, we suggest two strategies for counteracting biased intuitive decision making when charging efficiencies are compared.

控制全球变暖的方法之一是用电动汽车取代燃油汽车。电动汽车需要充电。为了达到最高效率，充电时间应尽可能短。在美国，充电站分为一级充电站，充电速度为 5-10 英里/小时；二级充电站，充电速度为 25 英里/小时；快速直流FC 充电站，充电速度为 150-1000 英里/小时。我们要求参与者从两种充电站升级方案中选择一种，以节省最多的车辆充电时间。替代方案是将 L1 充电站（5 英里/小时）升级为 L2 充电站（25 英里/小时），或将 L2 充电站（25 英里/小时）升级为快速充电站（250 英里/小时）。总之，86% 的参与者希望升级到快速站，这客观上比 L1 升 L2 节省的时间更少。第二项研究重复了第一项研究，91% 的参与者希望升级到快速（250 英里/小时）车站。第三项研究提供了客观效率差异小于前几项研究的替代方案：将 L2（30）升级到快速（150）和将快速（150）升级到快速（600），68% 的参与者倾向于第二种不正确的替代方案。口头说明显示，许多参与者似乎认为充电时间的差异与节省的充电时间成正比。这些结果具有实际意义，说明了处理互变因素导致错误决策的难度。最后，我们提出了两种策略，以抵消在比较充电效率时直观决策的偏差。

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引用次数: 0

Willingness to utilize autonomous vehicles following accidents: A fresh perspective from mixed-methods research 事故发生后使用自动驾驶汽车的意愿：混合方法研究的新视角

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-09 DOI: 10.1016/j.trf.2024.09.022

Yongjiang Zhou , Hanying Guo , Luping Tang , Yuxin Deng , Hongguo Shi

While autonomous vehicles (AVs) show promise, several challenges remain in their implementation. In this regard, adverse incidents can alter public perceptions and acceptance of this technology. This study used latent Dirichlet allocation (LDA), a random-parameters ordered probit model and a structural causal model to investigate public concerns regarding AV incidents and their influence on the public’s willingness to adopt AVs. Using LDA to analyse mass media data, this study identified seven latent variables related to AV incidents. To consider changes in public attitudes following incidents, attitude was introduced as a new latent variable. The impact of various variables on public willingness to use AVs was analysed using a random-parameters ordered probit model. The findings indicated that perceived trust, attitude, perceived risk, mass media, perceived value, brand effect, privacy concerns and policies and regulations are crucial factors influencing AV adoption. Subsequently, a causal structure model was developed to determine the inter-relationships between variables. The model indicated that policy interventions increased public willingness to adopt AVs by 28%, suggesting that policymakers’ interventions help create an early market for AVs. In addition, good branding and mass media campaigns influence the public’s psychological characteristics and encourage the use of AVs. These findings hold crucial implications for mitigating the negative impacts of adverse incidents, fostering public acceptance and providing valuable insight for theoretical understanding and practical implementation of AV usage.

虽然自动驾驶汽车（AVs）前景广阔，但在其实施过程中仍存在一些挑战。在这方面，负面事件会改变公众对这一技术的看法和接受程度。本研究使用潜狄利克特分配（LDA）、随机参数有序概率模型和结构因果模型来调查公众对自动驾驶汽车事件的担忧及其对公众采用自动驾驶汽车意愿的影响。本研究利用 LDA 分析大众媒体数据，确定了与自动驾驶汽车事件相关的七个潜在变量。为了考虑事件发生后公众态度的变化，态度被引入为一个新的潜变量。使用随机参数有序概率模型分析了各种变量对公众使用电动汽车意愿的影响。研究结果表明，感知信任、态度、感知风险、大众传媒、感知价值、品牌效应、隐私问题和政策法规是影响人们采用自动驾驶汽车的关键因素。随后，建立了一个因果结构模型，以确定变量之间的相互关系。模型显示，政策干预使公众采用自动驾驶汽车的意愿提高了 28%，这表明政策制定者的干预有助于为自动驾驶汽车创造早期市场。此外，良好的品牌推广和大众媒体宣传也会影响公众的心理特征，鼓励他们使用自动驾驶汽车。这些研究结果对减轻负面事件的负面影响、促进公众接受度具有重要意义，并为从理论上理解和实际使用自动驾驶汽车提供了有价值的见解。

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引用次数: 0

Beyond private-sphere pro-environmental action: Explaining shared mobility using the Theory of Planned Behavior and solidarity-oriented variables 超越私人领域的环保行动：利用计划行为理论和团结导向变量解释共享流动性

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-07 DOI: 10.1016/j.trf.2024.09.014

Nadine Richter , Marcel Hunecke , Paula Blumenschein

Shared mobility behaviors can decrease the negative environmental effects of the transport sector, yet they have received limited attention. Models such as the Theory of Planned Behavior (TPB) have been widely used to explain primarily individual private-sphere pro-environmental behaviors (PEB). However, as shared mobility behaviors are not completely limited to the private sphere but require social cooperation, solidarity-focused variables that emphasize social interactions may meaningfully complement the TPB variables. In three university samples (Study 1: N=261, Study 2: N=1411; Study 3: N=544), we tested relationships between the TPB variables and shared mobility, and whether solidarity-oriented variables are relevant predictors of shared mobility beyond the TPB variables. The analyses confirmed attitude (

β

= 0.38 − 0.59, p < 0.001) and social norm (

β

= 0.17 − 0.43, p < 0.001) as predictors of shared mobility intention. Furthermore, the solidarity-oriented variables universalism (

β

= 0.09 − 0.18, p < 0.05) as well as specific collective efficacy (

β

= 0.08 − 0.10, p < 0.05) and opinion-based social identification (

β

= 0.18, p < 0.001) positively predicted shared mobility intention. Psychological variables showed no consistent connection to self-reported shared mobility behaviors in logistic regressions. We discuss the scope of solidarity-oriented variables that need social cooperation to complementarily explain PEB beyond the private sphere.

共享交通行为可以减少交通部门对环境的负面影响，但它们受到的关注却很有限。计划行为理论（TPB）等模型已被广泛用于解释主要是个人的私人环境行为（PEB）。然而，由于共享移动行为并不完全局限于私人领域，而是需要社会合作，因此强调社会互动的团结变量可能会对 TPB 变量形成有意义的补充。在三个大学样本中（研究 1：261 人；研究 2：1411 人；研究 3：544 人），我们测试了 TPB 变量与共享流动之间的关系，以及团结导向变量是否是 TPB 变量之外的共享流动的相关预测因素。分析结果证实，态度（β = 0.38 - 0.59, p < 0.001）和社会规范（β = 0.17 - 0.43, p < 0.001）是共享流动意向的预测因素。此外，以团结为导向的普遍主义变量（β = 0.09 - 0.18, p <0.05）、特定的集体效能（β = 0.08 - 0.10, p <0.05）和基于观点的社会认同（β = 0.18, p <0.001）对共同流动意向有积极的预测作用。在逻辑回归中，心理变量与自我报告的共同流动行为没有一致的联系。我们讨论了以团结为导向的变量的范围，这些变量需要社会合作来补充解释私人领域以外的 PEB。

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引用次数: 0

The Predictive Role of visual attention bias in aggressive driving decisions among violation-involved drivers on attitudes of right-of-way 视觉注意力偏差在违规驾驶者做出攻击性驾驶决策时对路权态度的预测作用

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-04 DOI: 10.1016/j.trf.2024.09.024

Jinfei Ma , Hao Chen , Yi Cui , Tingru Zhang

This study, based on dual-process theory, explores the aggressive driving decision-making characteristics and cognitive processing of violation-involved drivers in right-of-way infringement scenarios. It aims to identify an eye-movement indicator that can predict drivers’ prosocial behaviors. The study recruited 75 drivers aged 19–58 years, who completed a video-based aggressive driving decision-making test and the Driver Attitudes of Right-of-way Questionnaire (DARQ). The results indicate that age moderates the relationship between violation history and visual attentional bias. Younger drivers with a history of violations exhibit an attentional bias towards aggressive words, whereas older drivers do not. After controlling for age, violation-involved drivers demonstrated a higher rate of aggressive decision-making, especially in situations with very short lane-change time headway. Visual attentional bias towards aggressive words can effectively predict positive emotions in attitudes towards the right-of-way. This suggests that early eye movement indicators during the driving decision-making process represent a form of socioemotional characteristic. The more positive the driver’s right-of-way attitude, the stronger their prosocial behavior and the weaker their intuitive impulsiveness during the early cognitive processing stages of driving decision-making. This indicates that the driving decision-making eye-movement assessment paradigm is an objective and effective method for evaluating drivers’ pro-sociality.

本研究以双过程理论为基础，探讨了在侵犯路权情景下，违规驾驶者的攻击性驾驶决策特征和认知过程。其目的是找出一种能预测驾驶员亲社会行为的眼动指标。研究招募了 75 名年龄在 19-58 岁之间的驾驶员，他们完成了基于视频的侵犯性驾驶决策测试和驾驶员路权态度问卷（DARQ）。结果表明，年龄调节了违章史与视觉注意偏差之间的关系。有违章记录的年轻驾驶员会表现出对攻击性词语的注意偏向，而年龄较大的驾驶员则不会。在控制了年龄因素后，有违章记录的驾驶员做出攻击性决策的比例更高，尤其是在变道时间很短的情况下。对攻击性词语的视觉注意偏差可以有效预测对路权态度的积极情绪。这表明，驾驶决策过程中的早期眼动指标代表了一种社会情感特征。在驾驶决策的早期认知处理阶段，驾驶员的右侧通行态度越积极，其亲社会行为就越强烈，直觉冲动性就越弱。这表明驾驶决策眼动评估范式是评价驾驶员亲社会性的一种客观有效的方法。

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引用次数: 0

Road-crossing behavior and safety of pedestrians facing autonomous vehicles with an acceleration indicator eHMI in VR traffic flow 在 VR 交通流中使用加速度指示器 eHMI 面对自动驾驶汽车时行人的过路行为和安全问题

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-04 DOI: 10.1016/j.trf.2024.09.023

Yuanming Song , Xing Chen , Jingyu Zhang , Jingyi Tian , Liwen Zhang , Guojie Ma , Xiangling Zhuang

To support pedestrian road-crossing behavior in the presence of autonomous vehicles (AVs), we propose a novel external Human-Machine Interface (eHMI) that enhances the vehicle’s inherent motion cues, which pedestrians already use in traditional traffic. Based on the Beta Movement, the eHMI design consists of light bands with multiple arrows moving forward or backward to indicate the vehicle’s accelerating or decelerating motion state. We measured pedestrians’ behavior and perceived safety when faced with AVs equipped with this acceleration indicator eHMI in a virtual reality (VR) street scene, where pedestrians had road-crossing tasks and vehicles did not always yield. We found that pedestrians exhibited crossing behavior according to the motion state of the oncoming vehicle. They almost always crossed if the vehicle yielded but considered the gap size to cross when it did not. With the acceleration indicator eHMI, they crossed more frequently if the vehicle yielded, yet less frequently if it did not. Although risky crossings could not be fully prevented, pedestrians crossed faster and maintained larger safety margins when the non-yielding vehicle used this eHMI. Additionally, pedestrians started to cross earlier when the eHMI indicated the vehicle’s decelerating state. Regarding pedestrians’ perceived safety, the eHMI did not increase perceived safety for decelerating vehicles but effectively decreased the perceived safety for accelerating vehicles. These results demonstrate the potential of enhancing vehicles’ inherent motion cues with eHMIs, but also imply that making vehicles’ motion state more apparent might not simply increase pedestrians’ perceived safety. Overall, a trade-off seems to exist that it is pedestrians’ sense of unsafety that leads to their safe road-crossing behavior. Suggestions for future research and VR experiments were also discussed.

为了支持行人在自动驾驶汽车（AV）面前的过马路行为，我们提出了一种新颖的外部人机接口（eHMI），它可以增强车辆固有的运动提示，而行人在传统交通中已经使用了这种提示。基于 "贝塔运动"（Beta Movement），eHMI 的设计由带有多个向前或向后移动箭头的光带组成，用于指示车辆的加速或减速运动状态。我们在虚拟现实（VR）街道场景中测量了行人在面对配备这种加速指示器 eHMI 的自动驾驶汽车时的行为和安全感知。我们发现，行人会根据迎面而来的车辆的运动状态表现出过马路的行为。如果车辆让行，他们几乎总是会横穿马路，但如果车辆不让行，他们则会考虑空隙大小来横穿马路。在使用加速度指示器 eHMI 的情况下，如果车辆让行，行人会更频繁地横穿马路，但如果车辆不让行，行人横穿马路的频率就会降低。虽然无法完全避免危险的横穿马路行为，但当不礼让的车辆使用这种电子人机界面时，行人横穿马路的速度更快，并保持了更大的安全余量。此外，当电子人机界面显示车辆处于减速状态时，行人会更早开始过马路。在行人的安全感方面，eHMI 没有提高减速车辆的安全感，却有效降低了加速车辆的安全感。这些结果表明，电子人机界面有可能增强车辆固有的运动提示，但同时也意味着，让车辆的运动状态更加明显可能不会简单地提高行人的安全感。总体而言，行人的不安全感似乎是导致其安全过马路行为的一个权衡因素。会议还讨论了对未来研究和 VR 实验的建议。

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引用次数: 0