T TNO Human Factors Driving behaviour effects of the Chauffeur Assistant Jeroen Hogema.
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Transcript of T TNO Human Factors Driving behaviour effects of the Chauffeur Assistant Jeroen Hogema.
![Page 1: T TNO Human Factors Driving behaviour effects of the Chauffeur Assistant Jeroen Hogema.](https://reader035.fdocuments.net/reader035/viewer/2022070415/56649f165503460f94c2baa7/html5/thumbnails/1.jpg)
tTNO Human Factors
Driving behaviour effects of the Chauffeur Assistant
Jeroen Hogema
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16 December 2003 2t
Overview
• Background• Method
• TNO driving simulator• Simulating the CA• Experimental design
• Results• Conclusions
• consequences for traffic simulation model
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16 December 2003 3t
Dutch Evaluation of the Chauffeur Assistant (DECA)
• Chauffeur Assistant • Adaptive Cruise Control• Lane Keeping System
• Follow-up of Lane Departure Warning Assistant FOT
• Transport Research Centre (TRC) • Ministry of Transport, Public Works, and Water Management
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16 December 2003 4t
Chauffeur Assistant: Questions
Individual driver level• driving behaviour• workload• acceptance
traffic flow level• traffic performance• safety indicators
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16 December 2003 5t
DECA
DRIVING SIMULATO
R behaviour
TNO
MIXIC
interpretationreport
MIXIC simulation
s
TRC
workload
acceptance
driver
CA
CA
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16 December 2003 6t
Method – Driving simulator
• visual• audio• steering
force• motion
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16 December 2003 7t
Method – Driving simulator• DAF 95XF lorry• Mass 20500 kg (fully loaded)• Maximum engine power: 350
kW
• Parameter set from DAF trucks
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16 December 2003 8t
Method – Simulating the CA
• Adaptive Cruise Control
DC specifications• Distance law for car-following
• Dref = 6.0 + 1.3 * v• Dref = ACC's intended following distance (m)• v=current speed (m/s)•
• Braking: max. -3 m/s2
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16 December 2003 9t
Method – Simulating the CA• ACC controller
• structure from earlier work
• parameters from recent ACC work by TNO Automotive
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16 December 2003 10t
Method – Simulating the CA
ACC reference scenarios• approaching• braking lead car• accelerating lead car• cut-in
Dynamic behaviour of• reference model• driving simulator CA• MIXIC CA
0 10 20 30 40 50 6020
21
22
23
spee
d (m
/s)
Scenario 3
DS ref
0 10 20 30 40 50 6010
20
30
40
dist
(m
) DS ref
0 10 20 30 40 50 60-2
-1
0
1ac
c
time (s)
DS ref
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16 December 2003 11t
Method – Simulating the CA
LKS• noise added to obtain realistic servo
performance• SDLP about 10 cm
0 50 100 150 200 250 300-0.2
0
0.2
y (m
)
Scenario 101
0 50 100 150 200 250 300-0.5
0
0.5
fi(de
gr)
0 50 100 150 200 250 300-1
0
1
2
dels
(deg
r)
time (s)
lateral position,heading angle
wheel angle state
vehicle
gear ratio
delta_ref
control loader
Noise
. steer.whl.angle
LKS
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16 December 2003 12t
Method - Experimental design (1)• with vs without CA• traffic volume
• low (3400/u) • high (6000/u)
• 3-lane motorway, 3.5 m wide lanes
ACC headway• Dref = 6.0 + tk * v
• tk = 1.0 – 1.3 – 1.6 s
• 1 preferred setting selected by each driver prior to experiment
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16 December 2003 13t
Method - Experimental design (2)
Scenarios• car-following (overtaking possible)• braking lead car
• 3 m/s2
• 4 m/s2
Subjects• 18, professional truck drivers• at least 5 years 'groot rijbewijs'• age between 25-55• paid for their participation
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16 December 2003 14t
Human Machine Interface
• driver turns CA turns on/off • switches• brake pedal
• driver sets ACC speed• buzzer at maximum
braking
display• ACC set speed on
speedometer• symbol: headway
control or speed control
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16 December 2003 15t
Results – preferred CA time headway
1.0 s 1 x1.3 s 8 x1.6 s 9 xTotal 18 x
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16 December 2003 16t
Results – SD lateral position
• effect of CA
low vo lume high vo lume
without with
C A
0.0
0.1
0.2
0.3
0.4
0.5
SD
LP
(m)
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16 December 2003 17t
Results – Time to Line Crossing
• effect of CA
low vo lume high vo lume
without with
C A
2.0
2.5
3.0
3.5
4.0
TL
Cm
in (s)
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16 December 2003 18t
Results – close following
• effect of CA
low vo lume high vo lume
without with
C A
0
1
2
3
4
5
% T
HW
< 1
s
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16 December 2003 19t
Results – lane change frequency
• effect of CA on edge of marginal significance [p<.11]
low vo lume high vo lume
without with
C A
5
6
7
8
9
lan
e ch
an
ge
s (/15
min
)
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16 December 2003 20t
Braking lead car: lane change response
CA Changes lanewithout 37 out of 103 36%with 17 out of 107 16%
lane change reaction of subject
Fewer lane changes with CA
decel. Changes lane3 m/s^2 26 out of 127 20%4 m/s^2 24 out of 67 36%
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16 December 2003 21t
Braking lead car: braking response
leader decel. subject max. dec.3 m/s^2 3.5 m/s^24 m/s^2 4.3 m/s^2
braking reaction of subject
lower deceleration levels with CA
CA subject max. dec.without 4.3 m/s^2with 3.5 m/s^2
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16 December 2003 22t
Results – mental effort
• Rating Scale of Mental Effort• effect of CA
without with
C A
30
40
50
60
70
RS
ME
somewhat
ra ther
high vo lume low vo lume
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16 December 2003 23t
Acceptance (1)
Mean Std.Dev.
useful-useless 1.2 0.7
pleasant-unpleasant 1.3 0.9
good-bad 1.1 0.8
nice-annoying 0.9 1.1
effective-superfluous 1.1 0.9
likeable-irritating 1.3 0.7
assisting-worthless 1.4 0.8
desirable-undesirable 1.2 0.9
raising alertness-sleep inducing-0.2 1.1
• -2..2 scales:
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16 December 2003 24t
Acceptance (2)
Underlying variables
• USEFULNESS: + 0.93• SATISFACTION: + 1.10
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16 December 2003 25t
Summary of results (1)
With Chauffeur Assistant…
• reduced SD of lateral position
• higher Time to Line Crossings
• less short time headways
• reduced Mental Effort• (fewer changes with
CA?)
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16 December 2003 26t
Summary of results (2)• Acceptance: positive
• except “sleep-inducing”
Lane changes• fewer changes with CA?
Braking lead car• fewer lane changes with
CA• less critical behaviour
with CA (maximum deceleration, minimum TTC)
No effects on:• mean, s.d. speed• lane use (% right
lane)• mean lateral position• mean time headway
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16 December 2003 27t
Chauffeur Assistant in MIXIC
driver vehicle
CA
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16 December 2003 28t
Chauffeur Assistant in MIXIC
DRIVER
VEHICLE
CA
car following
free driving
lane change model
LATERAL
LONGITUDINAL
settingstransitions
CA
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16 December 2003 29t
MIXIC driver model
Driver – CA• CA settings
• CA reference speed = driver’s intended speed• CA reference headway: 50% 1.3 s; 50% 1.6 s
• CA off when:• CA is braking hard AND driver would brake harder• starting lane-change manoeuvre
• CA on when:• “possible”
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16 December 2003 30t
MIXIC driver model
Lane change behaviour• small effects• nature of effects unknown
• tactical level: avoid getting 'stuck' in car-following in a 'slow' lane
• driver-state related: reduced alertness, complacency, less 'active' driving
• => no changes in lane change model
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16 December 2003 31t
Conclusions
• Behaviour• Workload effects in line with ACC or LKS
research• Acceptance
}Chauffeur Assistant – ACC + LKS:
contribution of ACC and LKS unknown
Minor modifications to MIXIC->driver->ACC model