Transportation Research Part F-Traffic Psychology and Behaviour最新文献_第5页

Do dotted extensions help guide drivers at a transition area of partial-shadowed left-turn lane? An investigation based on eye movement behavior and visual attention 在部分阴影左转车道的过渡区域，点状延伸线是否有助于引导驾驶员？基于眼动行为和视觉注意力的研究

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-19 DOI: 10.1016/j.trf.2024.10.009

Lin-Kuei Huang, Ton Lin, Kun-Feng (Ken) Wu

When adding an exclusive left-turn lane at an intersection, a transition area is needed to allow through and left-turn traffic to move into appropriate lanes smoothly. However, whether a dotted extension should be applied at such a transition area remains inconclusive. The need for recommending a dotted extension is further complicated at intersections where an approach taper partially shadows a left-turn lane. This study aims to shed light on whether dotted extensions should be recommended in a transition area and research the impacts of dotted extensions on guiding drivers from their perspectives. Scenarios with and without dotted extensions were created for a video-viewing experiment. Driver eye movement behavior and cognitive load rating served as evaluation indicators in each target scenario. Thirty participants were recruited and randomly assigned to with and without dotted extension groups. Results show that: (1) With the dotted extension, participants could focus on fewer objects and, therefore, would not need to divert their visual attention toward the surrounding vehicles. (2) The dotted extension assists through-traffic drivers in maintaining more focused attention on information critical to their driving task. (3) Dotted extensions help drivers reduce stress, mainly because of clearer indications of lane configuration. Altogether, our findings suggest that a road with dotted extensions provides better guidance in a transition area than one without dotted extensions.

在交叉路口增设专用左转车道时，需要一个过渡区，以便让通行车辆和左转车辆顺利驶入相应的车道。不过，在这种过渡区是否应采用虚线延长，目前仍无定论。在进路锥形线部分遮挡了左转车道的交叉路口，建议采用点状延伸的必要性变得更加复杂。本研究旨在阐明是否应在过渡区域推荐点状延长线，并从驾驶员的角度研究点状延长线对引导驾驶员的影响。在视频观看实验中，创建了有虚线延伸和无虚线延伸的场景。在每个目标场景中，驾驶员的眼动行为和认知负荷评级都是评价指标。实验招募了 30 名参与者，并将他们随机分配到带点延伸组和不带点延伸组。结果显示(1) 有了点状延伸线，参与者可以将注意力集中在更少的物体上，因此不需要将视觉注意力转移到周围的车辆上。(2) 点状延伸线有助于穿行交通的驾驶员将更多的注意力集中在对其驾驶任务至关重要的信息上。(3）点状延伸有助于驾驶员减轻压力，这主要是因为车道配置的指示更加清晰。总之，我们的研究结果表明，在过渡区域，有虚线延长线的道路比没有虚线延长线的道路能提供更好的引导。

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引用次数: 0

Anticipatory vibrotactile cues reduce motion sickness in car passengers during stop-and-go driving 预期振动触觉线索可减少汽车乘客在走走停停的驾驶过程中产生的晕车症状

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-18 DOI: 10.1016/j.trf.2024.10.011

Leonie Kehl , Adrian Brietzke , Rebecca Pham Xuan , Heiko Hecht

Approximately 2/3 of all people have suffered from carsickness at some point in their lives with symptoms including disorientation, headache, apathy, nausea, or even vomiting. The development and introduction of automated driving functions are expected to further increase the frequency of occurrence and the symptom severity of carsickness, in particular when the passenger’s eyes are no longer on the road during non-driving related activities. Although the symptoms associated with carsickness are unpleasant and may limit the acceptance of automated driving functions, effective and applicable countermeasures are still scarce. In the genesis of carsickness, the ability to anticipate upcoming vehicle movements may be a relevant factor. Previous studies examining the effects of anticipatory cues on carsickness, mostly using laboratory setups, revealed mixed results, some suggest a positive effect of anticipatory cues on carsickness, others do not. In the present study, we investigated the effect of anticipatory, vibrotactile stimuli on the development of motion sickness in a partially automated drive on a test track. In a repeated measures design, 37 participants experienced two 17-minute stop-and-go rides. During the ride, they watched a movie and were asked about their current motion sickness level every minute using the Fast Motion Sickness Scale (FMS). In the intervention condition, participants also received vibrotactile cues about upcoming braking and acceleration via a vibrotactile belt one second in advance of the event. The results indicate an alleviating effect of vibrotactile cues on motion sickness.

大约有三分之二的人在一生中的某个阶段都曾患过晕车症，症状包括迷失方向、头痛、淡漠、恶心甚至呕吐。自动驾驶功能的开发和引入预计将进一步增加晕车的发生频率和症状严重程度，尤其是当乘客在非驾驶相关活动中眼睛不再注视路面时。虽然晕车的相关症状令人不快，可能会限制人们对自动驾驶功能的接受程度，但有效且适用的应对措施仍然匮乏。在晕车的成因中，预测即将到来的车辆运动的能力可能是一个相关因素。以往的研究大多使用实验室设置来研究预期线索对晕车的影响，结果不一，有些研究表明预期线索对晕车有积极影响，有些则没有。在本研究中，我们调查了在测试跑道上进行部分自动驾驶时，预期性振动触觉刺激对晕车发生的影响。在重复测量设计中，37 名参与者经历了两次 17 分钟的走走停停的驾驶。在乘坐过程中，他们观看了一部电影，并使用快速晕动病量表（FMS）每分钟询问他们当前的晕动病程度。在干预条件下，参与者还能提前一秒通过振动带接收到即将到来的制动和加速的振动触觉提示。结果表明，振动触觉提示对晕动症有缓解作用。

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引用次数: 0

Advancing VR simulators for autonomous vehicle–pedestrian interactions: A focus on multi-entity scenarios 推进自动驾驶车辆与行人互动的虚拟现实模拟器：关注多实体场景

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-18 DOI: 10.1016/j.trf.2024.10.006

Tram Thi Minh Tran, Callum Parker

Recent research has increasingly focused on how autonomous vehicles (AVs) communicate with pedestrians in complex traffic situations involving multiple vehicles and pedestrians. VR is emerging as an effective tool to simulate these multi-entity scenarios, offering a safe and controlled study environment. Despite its growing use, there is a lack of thorough investigation into the effectiveness of these VR simulations, leaving a notable gap in documented insights and lessons. This research undertook a retrospective analysis of two distinct VR-based studies: one focusing on multiple AV scenarios (N = 32) and the other on multiple pedestrian scenarios (N = 25). Central to our examination are the participants’ sense of presence and their crossing behaviour. The findings highlighted key factors that either enhance or diminish the sense of presence in each simulation, providing considerations for future improvements. Furthermore, they underscore the influence of controlled scenarios on crossing behaviour and interactions with AVs, advocating for the exploration of more natural and interactive simulations that better reflect real-world AV and pedestrian dynamics. Through this study, we set a groundwork for advancing VR simulators to study complex interactions between AVs and pedestrians.

最近的研究越来越关注自动驾驶汽车（AV）如何在涉及多辆汽车和行人的复杂交通情况下与行人交流。虚拟现实技术正在成为模拟这些多实体场景的有效工具，提供了一个安全可控的研究环境。尽管其使用日益广泛，但对这些 VR 模拟的有效性缺乏深入调查，因此在记录见解和经验教训方面存在明显差距。本研究对两项不同的基于 VR 的研究进行了回顾性分析：一项侧重于多个 AV 场景（32 人），另一项侧重于多个行人场景（25 人）。我们研究的核心是参与者的存在感和他们的穿越行为。研究结果强调了在每个模拟场景中增强或削弱临场感的关键因素，为今后的改进提供了参考。此外，研究还强调了受控场景对穿越行为和与自动驾驶汽车互动的影响，提倡探索更自然、更互动的模拟，以更好地反映真实世界中自动驾驶汽车和行人的动态。通过这项研究，我们为推进 VR 模拟器研究自动驾驶汽车与行人之间复杂的互动关系奠定了基础。

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引用次数: 0

How do design factors of stacked directional signs affect their visual cognition? 堆叠式方向指示牌的设计因素如何影响他们的视觉认知？

IF 3.5 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2024-10-18 DOI: 10.1016/j.trf.2024.10.008

Jing Cai , Dasu Zeng , Fengxiang Guo , Ran Zhang , Gen Li , Cheng Wang

Stacked directional signs are widely used on Chinese roads, but research on them is relatively scarce. This study aimed to investigate the effects of the Language used, Layout format, Amount of information, and use of Separating lines on the visual cognition of stacked directional signs. A visual cognition experiment involving thirty-two drivers was conducted, and the reaction time and response accuracy were recorded. The results revealed that a greater Amount of information was correlated with increased visual cognition reaction times. Bilingual signs exhibited significantly greater reaction times compared to monolingual counterparts, while a simpler Layout format resulted in shorter reaction times. The Language used, Amount of information, Layout format, and use of Separating lines were in decreasing order of importance for visual cognition reaction time, with a high Amount of information having the greatest effect. The implications of these findings can be applied to the design and optimisation of stacked directional signs.

堆叠式方向指示牌在中国道路上被广泛使用，但相关研究却相对较少。本研究旨在探讨叠加式方向指示牌所使用的语言、布局形式、信息量以及分隔线的使用对其视觉认知的影响。研究人员对 32 名驾驶员进行了视觉认知实验，并记录了他们的反应时间和反应准确性。结果显示，信息量越大，视觉认知反应时间越长。与单语标识相比，双语标识的反应时间明显更长，而更简单的布局形式则导致反应时间更短。所使用的语言、信息量、布局格式和分隔线的使用对视觉认知反应时间的影响依次递减，其中信息量大的影响最大。这些研究结果可用于设计和优化堆叠式方向指示牌。

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引用次数: 0

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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