超速行为多通道告警及差异化矫正研究

Multichannel Alarm and Differential Correction of Overspeed Behavior

为了对超速行为进行有效控制,研究多通道告警系统以及差异化矫正系统对不同风险等级超速行为的干预矫正效果。试验基于模拟驾驶三维仿真平台,搭建包含隧道在内的限速高速公路场景,将招募的48名被试平均分为对照组、告警组、矫正组以及告警-矫正组,采用自主设计的多通道告警系统以及差异化矫正系统进行模拟驾驶试验。结果表明:在驾驶表现方面,与对照组相比,告警组的平均车速离差减小,但可接受风险超速比例显著增加,矫正组的平均车速显著降低,比对照组低8.31 km·h,告警-矫正组超速时间比例最低,在可接受风险、低风险以及高风险超速行为下,其平均超速比例分别低至6.55%、0.18%和0.01%;在主观评价方面,告警-矫正组在有效度、接受度、使用度、推广度、满意度、理解度、轻松程度和注意力分散程度等8个维度的综合评分最高;在视觉特性方面,相比矫正组,告警-矫正组的积分界面注视频率以及积分界面注意力分配率均显著下降,对限速标志牌的注视频次最高,且单次视线离开路面时长在462~982 ms区间,表明告警-矫正组合系统在不干扰驾驶人安全驾驶的情况下,提高了驾驶人主动控制超速行为的意识。

To effectively control overspeed behavior, the intervention and correction effects of multichannel alarm and differential correction systems on overspeed behavior at different risk levels were investigated. A speed-limited expressway scene including tunnels was built based on a three-dimensional simulation platform for simulated driving. Forty-eight subjects were recruited and equally allocated into four groups, including control, alarm, correction, and alarm-correction groups. The custom-designed multichannel alarm and differential correction systems were used in a simulated driving test. Results show that in terms of driving performance, compared with the control group, the average speed deviation of the warning group decreases, but the acceptable overspeed risk proportion increases significantly. The average speed of the correction group decreases significantly and is 8.31 km·hlower than that of the control group. The proportion of overspeed time in the alarm-correction group is the lowest. Under no-, low-, and high-risk overspeed behaviors, the minimum average proportions of overspeed are 6.55%, 0.18%, and 0.01%, respectively. In terms of subjective evaluation, the alarm-correction group achieves the highest comprehensive scores in the following eight aspects: effectiveness, acceptance, usage, promotion, satisfaction, understanding, ease, and distraction. In terms of visual characteristics, compared with the correction group, the alarm-correction group shows a significant lower fixation frequency of the integral interface and a lower attention distribution rate of the integral interface. The fixation frequency of the speed limit sign of the alarm-correction group is the highest. The length of a single sight away from the road is in the range of 462-982 ms, indicating that the combined alarm-correction system improves the driver’s awareness in actively controlling speeding behavior without interfering with the safe driving of the driver.