基于BP网络的驾驶员昼间动态空间距离判识

为研究昼间动态环境中驾驶员对空间距离判识规律,进行了实际道路试验.统计32名驾驶员分别在昼间不同深度距离、速度下,红色障碍物空间距离判识结果,获得判识特征值.运用BP神经网络,模拟距离判识结果,分析距离判识变化规律.结果表明:在同一深度距离下,绝对距离和相对距离判识结果均随速度增加而减小,相对距离判识准确性高.BP网络...     

Roadwise Review has limited congruence with actual driving performance of aging drivers

The Roadwise Review (RR) CD-ROM has been proposed as one way for older drivers to self-evaluate the skills that support safe driving. To better gauge the utility of RR for that purpose, further validation of RR vis-à-vis measures of driving performance is needed. We carried out this study to provide such validation. We correlated the results of the standard Useful Field of View subtest 2 (UFOV-2) and Trail Making Test (TMT) parts A and B to the corresponding RR subsections on visual information processing and visual search. We further examined the correlations between on-road performance (based on demerit points) and RR results (absolute scores and number of problems identified). The correlations between UFOV-2, TMT and the relevant RR sections ranged from .46 to .61. The correlations between demerit points and RR absolute values ranged from −.40 to .50. The correlations between demerit points and the number of problems identified by RR ranged from −.24 to .45. Using a “pass/fail” approach we also failed to find a relationship with the number of problems. These results indicate limited convergence between findings obtained with RR and actual performance using standardized approaches. Such results emphasize the importance of developing a rigorous data synthesis process before attempting knowledge translation of material aimed at older drivers.     

The development and validation of a hazard perception test for use in driver licensing

Drivers’ hazard perception is the ability to identify dangerous situations on the road ahead. We detail the development and validation of a new computer-based hazard perception test to be used for driver licensing purposes in Queensland, Australia. We proposed five principles of effective hazard perception test creation, which we used to guide development of the test. In Study 1, the video-based instructions for the test were found to be intelligible to non-native English-speakers with an effective English reading age of 10 years. In Study 2, experienced drivers were found to be faster at responding to hazards in the test than learner drivers (independent of simple reaction time or ability to use the response device), providing evidence for test validity. We found no evidence of gender, income, or educational differences in hazard perception scores. The results of both experiments confirm the efficacy of the five principles, and provide support for the validity of the QT-HPT and its suitability for use in the graduated driver licensing system.     

A hazard perception test for novice drivers

We developed a hazard perception test, modeled on that used currently in several Australian states, that presents short video scenes to observers and requires them to indicate the presence of a traffic conflict that would lead to a collision between the “camera” vehicle and another road user. After eliminating those scenes that were problematic (e.g., many observers did not recognize the hazard), we predicted driver group (novice vs. experienced drivers of similar age) on the basis of individual differences in reaction time, miss rate and false alarm rate. Novices were significantly slower in responding to hazards, even after controlling for age and simple reaction time. After selecting those scenes with the larger group differences, an 18-scene test that would be useful for mass testing exhibited even larger experience effects. There was good reliability in the resulting scale. Results suggest that this brief test of hazard perception can discriminate groups that differ in driving experience. Implications for driver licensing, evaluation and training are discussed.     

关于实时设备驱动程序自动生成的研究

软件系统的自动生成是９０年代软件工程的主流．由于专用实时设备的高效管理与灵活加接是任何计算机专用实时系统不可或缺的基本功能，加之它们的类别和型号、数量和质量的与日俱增，如何克服专用外设驱动模块的易变性成为任何专用实时系统自动生成的关键．本文介绍作者在专用实时设备驱动程序自动化研究中的初步成果，重点是他们自行研制的专用实时设备驱动程序半自动生成器ＲＴＤＧ（ｒｅａｌｔｉｍｅｄｅｖｉｃｅｇｅｎｅｒａｔｏｒ）的内部构造与实现技术，以及一个经过实践考验的应用实例．此项实时系统自动生成研究过程中的阶段性成果已通过部委     

Gap acceptance and risk-taking by young and mature drivers, both sober and alcohol-intoxicated, in a simulated driving task

A single-blind randomized study was conducted on young (18–21 years, n = 16) and mature (25–35 years, n = 16) drivers to assess how age, combined with a modest dose of alcohol (0.7 g/kg for males and 0.6 g/kg for females), influenced performance on a driving simulator. The driving tasks included detecting the presence of a vehicle on the horizon as quickly as possible, estimating the point on the road that an approaching vehicle would have passed by the participants’ vehicle (time-to-collision) and overtaking another vehicle against a steady stream of oncoming traffic. The results of the vehicle detection task showed that detection times were significantly slower with maturity, alcohol consumption and lower approaching vehicle speeds (50 kph), particularly on curved sections of road. Approaching vehicle speed was also found to significantly influence time-to-collision (TTC) judgments, such that faster approach speeds led to less underestimated (and therefore riskier) judgments of TTC than slower speeds. In the overtaking task, mature participants demonstrated impaired discrimination skills with varying approaching vehicle speeds, while young participants recorded significantly slower speeds while overtaking a vehicle, thus increasing the time that they spent in the opposing lane. In conclusion, young and mature drivers demonstrated pivotal differences in behavior in this study. Young drivers showed a greater tendency to engage in risky driving, while experienced drivers appeared to be more susceptible to perceptual influences. Overall, alcohol consumption impaired a driver's ability to divide attention, but had little effect on decision-making processes.     

Voluntary risk taking and skill deficits in young driver accidents in the UK

In absolute terms, young drivers have three to four times as many accidents per year as older drivers; and even allowing for their relative numbers in the population, their accident involvement is about 2.5 times higher than older drivers. A sample of 3437 accident reports was considered, including 1296 in detail, from midland police forces in the UK, involving drivers aged 17-25, and covering the years 1994-1996 inclusive. Four types of accident were identified as being of particular concern due to their high frequency: 'cross-flow'-turns; rear-end shunts; loss of control on bends; and accidents in darkness. (The term 'cross-flow' is used in relation to turns to denote an intersection accident where a driver is turning across the path of oncoming traffic, i.e., left turns in the US and continental Europe, but right turns in the UK and other countries where driving on the left side of the road is the norm.) An examination of driver risk taking behaviours as revealed in police interviews gave an insight into some of the motivational factors underlying young driver behaviour. Young driver accidents of all types are found to be frequently the result of 'risk taking' factors as opposed to 'skill deficit' factors. It had previously been thought that one of the main problems that young drivers have is in the area of specific skills needed in the driving task. However, it appears that a large percentage of their accidents are purely the result of two or three failures resulting from voluntary risk taking behaviour, rather than skill deficits per se. It is shown that specific groups of young drivers can even be considered as above average in driving skills, but simultaneously have a higher accident involvement due to their voluntary decisions to take risks.     

Occupational vehicular accident claims: a workers' compensation analysis of Oregon truck drivers 1990-1997

This study used workers' compensation data from Oregon from 1990 to 1997 to examine workers' compensation claims from vehicular accidents by truck drivers, and to calculate claim rate estimates using baseline data derived from the US Bureau of Census' Current Population Surveys. During this period, 1168 valid injury claims due to vehicular accidents were filed representing an accident claim rate of 50.3 (95% CI: 45.1-55.5) per 10,000 truck drivers annually. There were 19 work-related vehicular accident fatalities recorded in the data over the 8-year period. Of all claimants, males constituted the majority (80.7%), most were 35 years of age or younger (51.4%) and had less than 1 year of job tenure (51.0%). Truck driver claim rates due to vehicular accidents were lowest during the 6 a.m. to 12 p.m. period. The average amount of compensable lost work days per injury claim was 57.8 days (S.D.=124.7) and the median claim time was 16.0 days with the inter-quartile range being 53.5 days. The amount of lost work reported increased with the claimant's age. A total of US$ 11,642,635 was paid in claims for vehicular accidents of truck drivers in Oregon over the time examined, which averaged US$ 9966 per claim, with a median claim amount of US$ 2590 and inter-quartile range of US$ 7670. Claims citing sprains were the most frequently recorded injury experienced from vehicular accidents.     

Effects of practice, age, and task demands, on interference from a phone task while driving

Experimental research on the effects of cellular phone conversations on driving indicates that the phone task interferes with many driving-related functions, especially with older drivers. Unfortunately in past research (1) the dual task conditions were not repeated in order to test for learning, (2) the 'phone tasks' were not representative of real conversations, and (3) most often both the driving and the phone tasks were experimenter-paced. In real driving drivers learn to time-share various tasks, they can pace their driving to accommodate the demands of a phone conversation, and they can even partially pace the phone conversation to accommodate the driving demands. The present study was designed to better simulate real driving conditions by providing a simulated driving environment with repeated experiences of driving while carrying two different hands-free 'phone' tasks with different proximities to real conversations. In the course of five sessions of driving and using the phone, there was a learning effect on most of the driving measures. In addition, the interference from the phone task on many of the driving tasks diminished over time as expected. Finally, the interference effects were greater when the phone task was the often-used artificial math operations task than when it was an emotionally involving conversation, when the driving demands were greater, and when the drivers were older. Thus, the deleterious effects of conversing on the phone are very real initially, but may not be as severe with continued practice at the dual task, especially for drivers who are not old.     

Sleepiness in professional drivers: effect of age and time of day

The effect of age and time of day on objective and subjective sleepiness in professional drivers was investigated during a simulated driving task. Thirty-six young and middle-aged professional males drivers, free from any sleep disorder, took part in two simulated driving sessions; one carried out in the afternoon (between 2 and 4 p.m.) the other in the evening (between 11 p.m. and 1 a.m.). Half of each age group drove in a low traffic condition while the second half drove in a heavy traffic condition. Throughout the driving task, subjects' electroencephalogram and Karolinska sleepiness scale (KSS) scores were recorded. Visual analog scales measuring alertness and sleepiness levels were also completed before and after the driving. After each session, subjects filled out the NASA-TLX questionnaire and were asked if they had felt sleepy during the driving. Young professional drivers presented a significant decrease in alertness (raise of the spectral power in the alpha band) in the low traffic condition and a strong propensity to sleep during the evening test in contrast to middle-aged professional drivers.