Zusammenfassung
Hochautomatisierte Fahrzeuge werden in der Lage sein, die Fahrzeugführung selbständig zu übernehmen, während sich die Fahrer_innen mit fahrfremden Tätigkeiten beschäftigen können. In ...kritischen Situationen, die das Automatisierungssystem nicht allein bewältigen kann, wird es jedoch weiterhin Übernahmeaufforderungen an den Fahrer/die Fahrerin geben. In diesem Beitrag wird untersucht, welche Modalitäten für Übernahmeaufforderungen entsprechend einer Reiz-Reaktions-Kompatibilität geeignet sind. Dazu wurden drei unterschiedliche Schnittstellen-Varianten entwickelt und mit insgesamt 126 Proband_innen in zwei unabhängigen Fahrsimulator-Studien überprüft. Innerhalb der ersten Studie wurden eine visuelle, eine vibrotaktile oder eine multimodale (Kombination aus visueller, vibrotaktiler und akustischer) Übernahmeaufforderung untersucht. Die zweite Studie konzentrierte sich auf die mentale Beanspruchung und die Rückübernahmefähigkeit bei Ausführung verschiedener fahrfremder Tätigkeiten während hochautomatisierter Fahrt. Diese Studie ergab, dass die Dauer der Kontrollübernahme nach einer multimodalen Rückübernahmeaufforderung mit der mentalen Beanspruchung der fahrfremden Tätigkeiten korreliert.
Praktische Relevanz
: Die Untersuchung unterschiedlicher Modalitäten für die Informationsübermittlung bei einer Rückübernahmeaufforderung trägt dazu bei, dass in automatisierten Fahrzeugen Modalitäten gewählt werden, die zum einen eine kurze Reaktionszeit der Fahrer_innen unterstützen und zum anderen eine subjektiv positive Bewertung hervorrufen.
This driving simulator study investigated a drivers' ability to resume manual control of their level-3 automated vehicle in response to system failure. Participants were asked to engage in ...non-driving task which required them to input text on a screen. A take-over request (TOR) was then provided under conditions where the TOR was and was not displayed on the task screen, and the effects with respect to system operation during the TOR were investigated. Regarding lateral operation, amount of lane departure was larger under conditions of suppressing control force rather than under conditions of continuing control force. Contrastingly, risk of collision was lower due to the driver’s suppression of longitudinal operation when the TOR was provided.
This driving simulator study investigated drivers' ability to resume manual control from a level 3 automated vehicle. Volunteers were asked to engage in different types of non-driving related tasks ...including watching videos or texting. During the tasks, a take-over request (TOR) was provided to the drivers in two conditions with and without the TOR display on the task screen. The results showed that, compared to video watching, texting tasks tended to cause delayed driver's responses to the TOR. Further, it was suggested that adding a TOR display on the task screen contributed to reduce collision risk by suppressing continued concentration on the distractive tasks.
EORT (Eyes-off-road time) as a metric of driver’s readiness to take over driving was investigated, under automated driving condition in curves using a fixed driving simulator. Two experiments were ...carried out. In first experiment, it was found that drivers tended to reduce EORT, according to the increase of driving task demand characterized by radius of curvature when they were aware of taking over. This trend was same as in manual driving. Time prediction to regain normal steering control by use of EORT metric after the sudden taking over was also experimented. It was found that multiple regression equation including both task demand, and EORT, may predict the time to regain normal steering control. Consequently, it is suggested that both EORT and task demand are to be included in a metric of readiness to estimate time to regain driving control.
This driving simulator study was investigated drivers' ability to resume manual control from a level 3 automated vehicle. Participants were asked to engage in tablet task while automated driving. ...Take-over request (TOR) was provided to drivers at a construction site in each condition: TOR timing was set 10s/ 20s/ 30s and types of information were set auditory +visually/ +braking/ +voice/ +braking and voice. Improvement of driver perception, cognition, operation and vehicle behavior were demonstrated in each condition. However, in our experimental conditions, not all the drivers could pass the construction site without collision. Therefore, investigation of the transition strategy is required in future work.
In a Level 3 automated driving system, sometimes the driver may be asked to perform non-driving-related tasks because of a lack of engagement in the driving task. We conducted a driving simulator ...experiment to investigate the driver’s behavior when accepting the system’s request for manual driving under distracted condition by non-driving-related tasks. "Radio hearing task" and "text input task" were set for non-driving-related tasks; in addition, "no task" was set to a control condition. There was a tollgate where the limit of the automatic driving systems because of reached to the end of lane markers. The timing of starting brake was significantly later and maximum brake pedal force was larger in texting. Almost all drivers could resume driving from system, however there was one collision occurred in a texting condition. We suggest that the method for generating the request for deeply distracted driver should be considered.
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