A model of driver behaviour

Krämer, Ulrich; Rohr, Gabriele

doi:10.1080/00140138208925049

Cited by 34 publications

(13 citation statements)

References 1 publication

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“…Increasingly, behaviour measures and psychophysiological activation parameters are employed as evaluation criteria for the planning and reconstruction of rural roads (Durth et al 1995). Until now, psychological assessment approaches have concentrated on the cognitive representation of road types (Fleury andDubois 1991 , Theeuwes andDiks 1995), on the typology of driving tasks (for an overview see M ichon 1985 , Ranny 1994), on driver behaviour assessment (Kramer and Rohr 1982, Bristow et al 1982, Glendon et al 1993 ) and on psychophysiological activation measures during driving (de W ard 1996). The objective of more recent approaches is to minimize the probability of human errors in driving by a safety-optimization of the driver± road-vehicle system.…”

Section: Introductionmentioning

confidence: 99%

Psychophysiological analysis of mental load during driving on rural roads-a quasi-experimental field study

Richter

Wagner²,

Heger³

et al. 1998

Ergonomics

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The objective of this study was the development and validation of an integrated measure-assessment approach (driving performance and psychophysiological indicators) for the assessment of driving demands of rural road segments as a starting point for design. With 31 student test drivers and a selection of six study roads, the reactivity of psychophysiological parameters was evaluated based on a general model of cognitive-energetic effort regulation according to Hockey (1993). The road curvature change rate was introduced as the independent variable, which served as a criterion of objective road difficulty. Based on a reliability analysis, the longitudinal and cross-sectional stability, especially for heart rate (HR) and blink rate (BR) measures, is sufficiently high. Both these psychophysiological variables and speed vary as a function of the curvature change rate of the rural road segments. The speed parameter differentiates very strongly the different curvature change rates. Among the psychophysiological indicators, changes in the blink rate almost exactly mirror the level of the curvature change rate owing to the fact that the BR decreases almost steadily with increasing curvature change rate. Cardiovascular parameters, such as heart rate (HR) and heart rate variability (HRV), and skin conductance response (SCR) also vary in relation to driving difficulty of road segments, but at levels of intermediate curvature other additional road characteristics may also influence these measures.

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Section: Introductionmentioning

confidence: 99%

Psychophysiological analysis of mental load during driving on rural roads-a quasi-experimental field study

Richter

Wagner²,

Heger³

et al. 1998

Ergonomics

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“…Driving is widely accepted as being a predominantly visual task (Kramer and Rohr, 1982;Spence and Ho, 2009), yet it is necessary to share this resource between the forward view of the road and other visual distractors. Whilst it has been suggested that drivers might have up to 50% spare attentional capacity when driving (Hughes and Cole, 1986), visual competition in driving is already high, and is a crucial factor in driving performance (e.g., Antin, 1993).…”

Section: In-vehicle Information Systemsmentioning

confidence: 99%

Safe driving in a green world: A review of driver performance benchmarks and technologies to support ‘smart’ driving

2011

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Road transport is a significant source of both safety and environmental concerns.With climate change and fuel prices increasingly prominent on social and political agendas, many drivers are turning their thoughts to fuelenvironmentally friendly) driving practices. Many vehicle manufacturers are satisfying this demand by offering green driving feedback or advice tools. However, there is a legitimate concern regarding the effects of such devices on road safety both from the point of view of change in driving styles, as well as potential distraction caused by the in-vehicle feedback. In this paper, we appraise the benchmarks for safe and green driving, concluding that whilst they largely overlap, there are some specific circumstances in which the goals are in conflict. We go on to review current and emerging in-vehicle information systems which purport to affect safe and/or green driving, and discuss some fundamental ergonomics principles for the design of such devices. The results of the review are being used in the Foot-LITE project, aimed at that is safe and green driving.

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“…There is considerable evidence that haptic interfaces impose significantly fewer demands than visual or auditory displays -and, indeed, that haptic information can to some extent be automatically processed (Gustafson-Pearce, 2007;Sklar and Sarter, 1999;Van Erp and Van Veen, 2004). Moreover, since driving is a predominantly visual task (Kramer and Rohr, 1982), the haptic processing channel offers a largely untapped resource in the driving environment, and could be used to provide information without overloading the other attentional resource pools used in driving (cf. Wickens, 2002).…”

Section: Resultsmentioning

confidence: 99%

“…The commonly cited multiple resource model for human information processing (Wickens, 2002) suggests that performance degradation is limited when complementary independent sensory resources are used to present information. Since driving is a predominantly visual task (Kramer and Rohr, 1982), using these other sensory modalities may reduce overload to the visual channel, leaving an increased capacity for visual driving tasks and theoretically improving performance. Van Erp (2001) has suggested that overload may be avoided by presenting feedback in either an auditory or haptic form, thereby not competing for the driver's visual resource pool.…”

Section: Introductionmentioning

confidence: 99%

Vibrotactile pedals: provision of haptic feedback to support economical driving

2013

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The use of haptic feedback is currently an underused modality in the driving environment, especially with respect to vehicle manufacturers. This exploratory study evaluates the effects of a vibrotactile (or haptic) accelerator pedal on car driving performance and perceived workload using a driving simulator. A stimulus was triggered when the driver exceeded a 50% throttle threshold, past which is deemed excessive for economical driving. Results showed significant decreases in mean acceleration values, and maximum and excess throttle use when the haptic pedal was active versus a baseline condition. As well as the positive changes to driver behaviour, subjective workload decreased when driving with the haptic pedal verses when drivers were simply asked to drive economically. The literature suggests that the haptic processing channel offers a largely untapped resource in the driving environment, and could provide information without overloading the other attentional resource pools used in driving.Keywords: Driving; haptic feedback; eco-driving; acceleration; vibrotactile; workload Statement of RelevanceOverloaded or distracted drivers present a real safety danger to themselves and others. Providing driving related feedback can improve performance but risks distracting them further, however giving such information through the underused haptic processing channel can provide the driver with critical information without overloading the driver's visual channel.

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A model of driver behaviour

Cited by 34 publications

References 1 publication

Psychophysiological analysis of mental load during driving on rural roads-a quasi-experimental field study

Psychophysiological analysis of mental load during driving on rural roads-a quasi-experimental field study

Safe driving in a green world: A review of driver performance benchmarks and technologies to support ‘smart’ driving

Vibrotactile pedals: provision of haptic feedback to support economical driving

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