Abstract:Objective The present study investigated the design of spatially oriented auditory collision-warning signals to facilitate drivers’ responses to potential collisions. Background Prior studies on collision warnings have mostly focused on manual driving. It is necessary to examine the design of collision warnings for safe takeover actions in semi-autonomous driving. Method In a video-based semi-autonomous driving scenario, participants responded to pedestrians walking across the road, with a warning tone present… Show more
“…Nonetheless, ipsilateral warnings led to higher self-reported satisfaction than contralateral warnings. Previous research has found faster response times for ipsilateral warnings [23] (see [24] for vibrotactile warnings) than for contralateral warnings, or vice versa [18,26] or has suggested that time budget is a crucial moderator variable [25]. Our null result can be interpreted in the context of previous papers that have indicated that the phenomenon of spatial multisensory synergy is highly task-dependent [9].…”
Section: Ipsilateral Vs Contralateral Warningscontrasting
confidence: 40%
“…When a warning is provided early, on the other hand, a contralateral warning will lead to a faster response because it attracts visual attention towards the hazard (see also [18]). More recently, Chen et al [26] investigated spatial pedestrian collision warnings for time budgets between 2 and 4 s and found that participants responded faster to contralateral than ipsilateral warnings for all time budgets. No advantage of ipsilateral warnings was found for short time budgets, which is inconsistent with Straughn et al's findings.…”
Section: Ipsilateral Versus Contralateral Warningsmentioning
confidence: 99%
“…Several studies indicate that in driving, the effects of ipsilateral versus contralateral warnings are opposite from basic studies. That is, in driving, contralateral warnings have been claimed to be more effective than ipsilateral ones [18,26]. However, whether the beneficial effects of contralateral warnings become manifest may depend on whether there is enough time for the driver to visually detect the hazard [25].…”
Section: Knowledge Gap and Study Aimsmentioning
confidence: 99%
“…The optimal number of trials to use is a dilemma in this type of research. On the one hand, it may be argued that our number of trials is small relative to typical psychophysics research [50] (see also [26], for a study with 120 trials per participant for evaluating directional warnings in a driving scenario). On the other hand, it may be argued that our number of trials is too large because near-collisions in real vehicles are rare events.…”
Section: Limitations and Recommendations For Future Researchmentioning
Cars are increasingly capable of providing drivers with warnings and advice. However, whether drivers should be provided with ipsilateral warnings (signaling the direction to steer towards) or contralateral warnings (signaling the direction to avoid) is inconclusive. Furthermore, how auditory warnings and visual information from the driving environment together contribute to drivers’ responses is relatively unexplored. In this study, 34 participants were presented with animated video clips of traffic situations on a three-lane road, while their eye movements were recorded with an eye-tracker. The videos ended with a near collision in front after 1, 3, or 6 s, while either the left or the right lane was safe to swerve into. Participants were instructed to make safe lane-change decisions by pressing the left or right arrow key. Upon the start of each video, participants heard a warning: Go Left/Right (ipsilateral), Danger Left/Right (contralateral), and nondirectional beeps (Baseline), emitted from the spatially corresponding left and right speakers. The results showed no significant differences in response times and accuracy between ipsilateral and contralateral warnings, although participants rated ipsilateral warnings as more satisfactory. Ipsilateral and contralateral warnings both improved response times in situations in which the left/right hazard was not yet manifest or was poorly visible. Participants fixated on salient and relevant vehicles as quickly as 220 ms after the trial started, with no significant differences between the audio types. In conclusion, directional warnings can aid in making a correct left/right evasive decision while not affecting the visual attention distribution.
“…Nonetheless, ipsilateral warnings led to higher self-reported satisfaction than contralateral warnings. Previous research has found faster response times for ipsilateral warnings [23] (see [24] for vibrotactile warnings) than for contralateral warnings, or vice versa [18,26] or has suggested that time budget is a crucial moderator variable [25]. Our null result can be interpreted in the context of previous papers that have indicated that the phenomenon of spatial multisensory synergy is highly task-dependent [9].…”
Section: Ipsilateral Vs Contralateral Warningscontrasting
confidence: 40%
“…When a warning is provided early, on the other hand, a contralateral warning will lead to a faster response because it attracts visual attention towards the hazard (see also [18]). More recently, Chen et al [26] investigated spatial pedestrian collision warnings for time budgets between 2 and 4 s and found that participants responded faster to contralateral than ipsilateral warnings for all time budgets. No advantage of ipsilateral warnings was found for short time budgets, which is inconsistent with Straughn et al's findings.…”
Section: Ipsilateral Versus Contralateral Warningsmentioning
confidence: 99%
“…Several studies indicate that in driving, the effects of ipsilateral versus contralateral warnings are opposite from basic studies. That is, in driving, contralateral warnings have been claimed to be more effective than ipsilateral ones [18,26]. However, whether the beneficial effects of contralateral warnings become manifest may depend on whether there is enough time for the driver to visually detect the hazard [25].…”
Section: Knowledge Gap and Study Aimsmentioning
confidence: 99%
“…The optimal number of trials to use is a dilemma in this type of research. On the one hand, it may be argued that our number of trials is small relative to typical psychophysics research [50] (see also [26], for a study with 120 trials per participant for evaluating directional warnings in a driving scenario). On the other hand, it may be argued that our number of trials is too large because near-collisions in real vehicles are rare events.…”
Section: Limitations and Recommendations For Future Researchmentioning
Cars are increasingly capable of providing drivers with warnings and advice. However, whether drivers should be provided with ipsilateral warnings (signaling the direction to steer towards) or contralateral warnings (signaling the direction to avoid) is inconclusive. Furthermore, how auditory warnings and visual information from the driving environment together contribute to drivers’ responses is relatively unexplored. In this study, 34 participants were presented with animated video clips of traffic situations on a three-lane road, while their eye movements were recorded with an eye-tracker. The videos ended with a near collision in front after 1, 3, or 6 s, while either the left or the right lane was safe to swerve into. Participants were instructed to make safe lane-change decisions by pressing the left or right arrow key. Upon the start of each video, participants heard a warning: Go Left/Right (ipsilateral), Danger Left/Right (contralateral), and nondirectional beeps (Baseline), emitted from the spatially corresponding left and right speakers. The results showed no significant differences in response times and accuracy between ipsilateral and contralateral warnings, although participants rated ipsilateral warnings as more satisfactory. Ipsilateral and contralateral warnings both improved response times in situations in which the left/right hazard was not yet manifest or was poorly visible. Participants fixated on salient and relevant vehicles as quickly as 220 ms after the trial started, with no significant differences between the audio types. In conclusion, directional warnings can aid in making a correct left/right evasive decision while not affecting the visual attention distribution.
“…Compared to this undeniable subjectivity, even though duly quali ed, there is the need of applying analytical procedures for quantifying the users' performance, in real conditions representing the analysed scenario, often not predictable by road standards. In the recent past, with the progress of vehicle on board sensors, the estimation of the driving behaviour performance was entrusted to some indices able to synthetize the performance on a homogeneous element of the road that, preferably, was the horizontal curve (Chen et al, 2022;He & Donmez, 2022). At this regard, one of the most used variables in the scienti c research was the Lateral Position (LP), as the trajectory in curve directly in uences the values of the lateral acceleration and steering and, in turn, the manoeuvre safety.…”
When a road design solution is quite out of standards for the presence of insurmountable constraints, there is the need for an objective procedure aimed at achieving a certain level of safety for drivers.To avoid issues on judicial responsibility, designers aim to fully satisfy the existing standards, possibly without any exception. Traditional methodologies based on previous experience or road administrators' guidelines generally caused problems due to the high subjectivity involved in the analysis.In this paper, to overpass these issues, a rational procedure based on vehicles telemetry data in a simulated environment is proposed. This process, through synthetic indices, allows the analysts to compare two road geometries, similar but different, because one includes curves with shorter residual circular arcs than threshold values imposed by Italian standards.The main results, derived from a two-way ANOVA with subsequent contrast analysis, suggest that a certain deviation respect to the standards did not determine any decay in the driver's performance.Compared to the existing literature, in this study a full objective procedure was proposed, based on a totally new indicator, which can be easily adapted to any context, involving driver, road and vehicle at the same time.
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