共查询到20条相似文献,搜索用时 156 毫秒
1.
为探究中国驾驶员风险驾驶行为产生的原因及其影响因素,利用修正的曼彻斯特DBQ问卷对349名中国驾驶员进行了问卷调查。经过探索性因素分析(EFA)得到了4因子结构模型,分别命名为认知错误、违规行为、无意失误和记忆力流失,并利用验证性因素分析(CFA)对该模型进行了验证。研究了性别与驾驶行为的关系,结果表明男性驾驶员更容易发生违规行为,而女性驾驶员发生无意失误行为的频率较男性驾驶员偏高。通过变量间的相关性分析,研究了驾驶员的统计学信息、4因子以及交通事故之间的关系,构建了基于Logistic回归的交通事故预测模型,研究表明违规行为和年龄是影响交通事故的重要参数。 相似文献
2.
于佳 《中国新技术新产品》2019,(11)
随着汽车数量的不断增加,不仅给道路交通带来了压力,也增加了交通安全隐患。为了提高车辆行驶的安全性,目前很多品牌的汽车都加装了汽车主动防撞安全系统。加装主动防撞系统后,能够消除部分隐患,减少交通事故概率,并且尽量不影响车辆行驶的平顺性。该文首先研究了作为主动防撞系统的核心的安全距离模型,发现驾驶员反应时间是影响安全距离结果的重要因素。进而分析研究了影响驾驶员反应时间的各种特性,最后将驾驶员特性添加安全距离模型中,为不同驾驶员计算出更贴合其自身特点的反应时间和安全距离。通过仿真实验,取得了较好的实验效果。 相似文献
3.
闯红灯自动记录系统是安装在信号控制的交叉路口和路段上并对指定车道内机动车闯红灯行为进行不间断自动检测和记录的系统。通过实时监测行驶车辆的状况,并对具有闯红灯违法行为的车辆以图片形式记录、存储和传输的执法设备。闯红灯自动记录系统主要由3个部分构成:车辆检测单元、图像采集单元、违法行为判定及处理单元。目前我国常见的机动车检测方式分为地感线圈检测、压电检测和视频检测3种。地感线圈检测和压电检测 相似文献
4.
5.
交通信息是驾驶员操纵车辆的依据,分析驾驶员处理交通信息时间与行为结果间的关系,提出极限安全距离和理想安全距离概念。利用车辆行驶和制动特性,结合驾驶员反应时间特点,分别建立极限安全距离和理想安全距离模型,量化了在实际行车过程中驾驶员对交通信息反应时间要求,明确了在一定车速下驾驶员处理交通信息的安全距离,理论计算结果在驾驶员的培训教育和驾驶适宜性检测中有一定的参考意义。 相似文献
6.
7.
本文将利用基于嵌入式的多传感器融合技术来处理车辆行驶过程中驾驶员的超速行驶、酒后驾驶、疲劳驾驶等主要违规行为,提出处理显示驾驶员多种违规行为结果的方法。主要采用加速度、酒精和视觉传感器来进行驾驶员违规数据采集,GPS进行车辆定位,嵌入式来进行违规数据的处理,利用3G网络来实现重大交通事故自动报警。 实验证明该系统线性度、灵敏度好,实时性能优秀.为解决违规驾驶的行为捉供了支持。 相似文献
8.
9.
10.
紧急情况下驾驶员能否做出准确、及时的判断和操作,对于防止交通事故具有重要的现实意义。为
保证车辆行驶安全,有必要对车辆行驶中紧急度做出判断,并给出相应的控制算法。首先提出基于相对距离、
车速和驾驶员基本特征的车辆行驶中紧急度,同时给出基于模糊推理的车辆行驶控制算法,并对其进行了仿真
运算。仿真结果表明:情况越紧急,驾驶员会越快地采用最大制动减速度;驾驶员基本特征对制动操作的影响
明显。总之,通过模糊推理控制后车的制动减速度,能实现后车的行车安全。 相似文献
11.
Mandatory bicycle helmet laws have been found to increase helmet wearing rates in Australia and internationally. However, much of the research on factors influencing compliance with the Australian helmet laws is dated or focuses on commuters and city areas only. To address this gap, video recordings of bicycle riders were undertaken at 17 sites across Queensland, Australia, representing a mixture of on- and off-road locations, speed limits and regions. Helmet status was able to be determined for 98% of riders observed. The level of compliance with the laws was very high, with 98.3% of the more than 27,000 riders observed wearing helmets. Riders riding on roads were less compliant than those riding on bicycle paths, but no significant differences were observed between the school-holiday and school-term periods. Among the on-road riders, boys were less compliant than girls and overall children were less compliant than adults. Higher compliance levels were found for group riders, road bike riders, lycra-clad riders, during morning hours, and on 50 km/h or lower speed limit roads. While the overall level of compliance was very high, certain subgroups were identified as a possible focus for interventions to further improve the compliance level, for example children (particularly boys) riding mountain bikes away from groups during the afternoon hours on 60 km/h roads. 相似文献
12.
An automatic shift control system with self-learning ability, for a bicycle is proposed in this paper. The concept of “pseudo pedaling speed” is used as the shifting basis, and the pseudo pedaling speed is derived from the wheel speed read through a microcontroller. According to the pseudo pedaling speed histograms, all riders’ pseudo pedaling speed histograms approach normal distribution. Hence, a straight forward algorithm of shifting using the mean and standard deviation of the riders’ pseudo pedaling speed is developed. The microcontroller commands the actuators to shift up or shift down a gear with the proposed algorithm. According to the experimental results, the proposed system has been shown to function well, thus, enhancing the convenience and comfort of cycling. 相似文献
13.
Objectives
The purpose of the study was to examine associations between bicycle helmet use and attitudes among U.S. college students. Bicycle helmet use was assessed for two different bicycle use purposes: commuting to school and recreation.Materials and methods
Student bicycle riders were recruited on the campus of a large public university in Colorado. Questionnaire development was guided by the Theory of Reasoned Action and Health Belief Model. Bicycle use and helmet use for the two purposes, attitudes toward helmet use and bicycle helmet regulations on campus, perceived risk of bicycle-related injury, subjective norms were asked. Bicycle helmet use was defined by current behaviors and intentions for the future, based on the Stages of Change model.Results
A total of 192 questionnaires collected from students who rode bicycles for both commuting and recreation was used for the analysis. Bicycle helmet use differed depending on purposes of bicycle riding: 9.4% of bicycle riders wore bicycle helmets every time for commuting, while 36.5% did so for recreation. Different variables were associated with bicycle helmet use for commuting and recreation in logistic regression models, suggesting that psychosocial structures behind bicycle helmet use behaviors might differ between two bicycle use purposes, commuting and recreation. 相似文献14.
Xiaobao Yang Mei Huan Mohamed Abdel-Aty Yichuan Peng Ziyou Gao 《Accident; analysis and prevention》2015
This paper presents a hazard-based duration approach to investigate riders’ waiting times, violation hazards, associated risk factors, and their differences between cyclists and electric bike riders at signalized intersections. A total of 2322 two-wheeled riders approaching the intersections during red light periods were observed in Beijing, China. The data were classified into censored and uncensored data to distinguish between safe crossing and red-light running behavior. The results indicated that the red-light crossing behavior of most riders was dependent on waiting time. They were inclined to terminate waiting behavior and run against the traffic light with the increase of waiting duration. Over half of the observed riders cannot endure 49 s or longer. 25% of the riders can endure 97 s or longer. Rider type, gender, waiting position, conformity tendency and crossing traffic volume were identified to have significant effects on riders’ waiting times and violation hazards. Electric bike riders were found to be more sensitive to the external risk factors such as other riders’ crossing behavior and crossing traffic volume than cyclists. Moreover, unobserved heterogeneity was examined in the proposed models. The finding of this paper can explain when and why cyclists and electric bike riders run against the red light at intersections. The results of this paper are useful for traffic design and management agencies to implement strategies to enhance the safety of riders. 相似文献
15.
Association of intersection approach speed with driver characteristics, vehicle type and traffic conditions comparing urban and suburban areas 总被引:1,自引:0,他引:1
Liu BS 《Accident; analysis and prevention》2007,39(2):216-223
A mobile recording system, with integrated laser speed gun, video from CCD-cameras and auxiliary battery system, was used to observe driving behavior at an urban intersection and a suburban analog. After removal of instances of interference, 1538 driving behaviors were recorded. Multiple regression was then utilized to examine the factors affecting approaching speed. Speed limit violation was considered a dichotomous variable with two categories, violation and compliance. Binary logistic regression was also used to examine the risk of speeding as a function of covariates and interaction terms. The results of analysis revealed that the major contributing factors for approaching speed were site, rush-hour-status, traffic light condition, vehicle type and driver gender. In particular, light status was the highest contributor to speed. In addition, the results of logistic regression showed significant sites and rush-hour effects on speeding, with the risk of limit violation in the suburbs nearly six-fold that in urban areas. The relative risk of speeding for travelling in non-rush hours is three times higher than that for rush-hour. In terms of driver characteristics, male drivers under 55 years of age had the greatest speeding propensity in our sample. The results of the present study may provide meaningful information applicable to the design and operation of signalized intersections. 相似文献
16.
Risk factors for fatal road traffic accidents in Udine, Italy. 总被引:5,自引:0,他引:5
Francesca Valent Flavio Schiava Cecilia Savonitto Tolinda Gallo Silvio Brusaferro Fabio Barbone 《Accident; analysis and prevention》2002,34(1):71-84
In the Province of Udine, Northeast Italy, mortality from road accidents is 37% higher than in the country as a whole. To identify the major risk factors for fatal crashes in this area, we analyzed the Police reports of 10,320 road traffic accidents that occurred from 1991 to 1996. Logistic regression was used to evaluate the association of characteristics of drivers and accidents with accident severity. The risk of involvement in fatal rather than non-fatal accidents was lower among females than among males (odds ratio (OR) = 0.65; 95% confidence interval (95% CI), 0.53-0.80). Compared with subjects < 30 years of age, subjects aged > or = 65 had a significantly increased risk of fatal injury as pedestrians (OR = 10.87; 95% CI, 4.45-26.54), car drivers (OR = 1.85; 95% CI, 1.08-3.18), moped riders (OR = 3.53; 95% CI, 1.42-8.78), and bicycle riders (OR = 7.72; 95% CI, 2.56-23.29). In accidents that occurred from 1:00 to 5:00 h the risk of death was higher than from 6:00 to 11:00 h among pedestrians (OR = 8.88; 95% CI, 2.58-30.52), car drivers (OR = 4.95; 95% CI, 3.09-7.95), motorcycle riders (OR = 13.44; 95%CI, 2.54-71.05) and moped riders (OR = 8.76; 95% CI, 2.42-31.69). Risk of death among pedestrians, car drivers, moped, and bicycle riders was also significantly increased on roads outside the urban center. Driver's injury was strongly associated with lack of use of seat belts (OR = 13.27; 95% CI, 9.39-18.74, for fatal injury; OR = 2.49; 95% CI, 2.17-2.86, for non-fatal injury). Simple interventions focused on protecting the weakest road users and based on law enforcement, behavioral change and environmental modification might result in reducing the significant excess of road traffic accident mortality found in the study area. 相似文献
17.
The present study was conducted to determine whether graduates of the Motorcycle Training Program (MTP) were less likely to have had an accident or committed a traffic violation while riding a motorcycle compared to informally trained (IT) motorcyclists. Since motorcyclists could not be randomly assigned to the training program, multivariate analyses were used to impose statistical control on the data. Samples of MTP graduates (N = 811) and IT motorcyclists (N = 1080) were interviewed about their riding experiences during the past four years including accidents and violations. Univariate analyses indicated that the MTP graduates were less likely than IT riders to have had accidents and violations during the criterion period. However, the graduates and IT riders differed in sex, age, time licensed, distance travelled, education and riding after drinking, all characteristics significantly related to accident and violation likelihood. Multivariate analyses, controlling for the differences in these characteristics, revealed that the MTP graduates and IT riders did not differ in accident likelihood but the MTP graduates were significantly less likely to have committed a traffic violation than the IT riders. Although the lower incidence of traffic violations among graduates could be attributed to the training program, it is possible that the graduates sought formal training because they were safety conscious and this attitude also influenced their riding behaviour. 相似文献
18.
The risks of bicycle riding are greatly increased at night, especially if the cyclist does not have lights. Over 13 winter weeks a community behavioural intervention promoting cycle light use was implemented in the city of Christchurch, New Zealand, at two tertiary educational institutions. A third location served as a control. Baseline data from inspection of parked cycles and street observation of cycle riders showed that about 60% of cycles were not fitted with lights and between 40% and 60% of cyclists rode without legal lights, with the percentages varying as functions of sunset time, weather, and time of night. At neither experimental location did prompting, an incentive competition, nor performance feedback increase the number of parked cycles with lights or increase the number of cyclists observed riding with lights. 相似文献
19.
Alfredo Garcia Fernando Agustin GomezCarlos Llorca Antonio Angel-Domenech 《Accident; analysis and prevention》2015
Cycle track design guidelines are rarely based on scientific studies. In the case of off-road two-way cycle tracks, a minimum width must facilitate both passing and meeting maneuvers, being meeting maneuvers the most frequent. This study developed a methodology to observe meeting maneuvers using an instrumented bicycle, equipped with video cameras, a GPS tracker, laser rangefinders and speed sensors. This bicycle collected data on six two-way cycle tracks ranging 1.3–2.15 m width delimitated by different boundary conditions. The meeting maneuvers between the instrumented bicycle and every oncoming bicycle were characterized by the meeting clearance between the two bicycles, the speed of opposing bicycle and the reaction of the opposing rider: change in trajectory, stop pedaling or braking. The results showed that meeting clearance increased with the cycle track width and decreased if the cycle track had lateral obstacles, especially if they were higher than the bicycle handlebar. The speed of opposing bicycle shown the same tendency, although were more disperse. Opposing cyclists performed more reaction maneuvers on narrower cycle tracks and on cycle tracks with lateral obstacles to the handlebar height. Conclusions suggested avoiding cycle tracks narrower than 1.6 m, as they present lower meeting clearances, lower bicycle speeds and frequent reaction maneuvers. 相似文献
20.
Bicycle accidents and injuries: a pilot study comparing hospital- and police-reported data 总被引:2,自引:0,他引:2
Bicycle accident and injury data collected by two different samples of North Carolina hospital emergency rooms during the summers of 1985 and 1986 are examined and compared with state police-reported bicycle accident data for the same time periods. Of the 649 emergency room treated bicyclists, 62% were children aged 5-14 and 70% were male. Nineteen percent of the riders suffered moderate or worse injuries (AIS greater than or equal to 2), and 6% were hospitalized. In contrast, less than half of the police-reported accidents involved riders under 15 years of age, 85% of the riders were male, and two-thirds suffered moderate or worse injury. Whereas virtually all of the police-reported accidents involved a motor vehicle, less than a fifth of the emergency room cases did. Only 10% of the emergency room cases were duplicated on the state accident files. It is estimated that 800 children ages 0-19 are hospitalized annually in North Carolina for bicycle-related injuries, and an additional 13,300 children receive emergency room treatment. 相似文献