Perfect Timing

Werneke, Julia; Kleen, Andro; Vollrath, Mark

doi:10.1177/0018720813490728

Cited by 23 publications

(4 citation statements)

References 12 publications

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“…Contrary to objective results, Full LD warnings were said to be more agreeable and less annoying than Partial LD warnings, in accordance with lower acceptance associated with early lane departure warnings already reported (Tijerina et al, 1996). The idea that the warning should be selected based on the situation's emergency (Werneke et al, 2013) can be extended here to the warning onset. It is assumed that the Partial LD warning as defined in this experiment, is an optimum between the risk it may Downloaded by [IFSTTAR -Centre de Lyon-Bron ] at 00:49 26 February 2016 be considered as a false warning and its benefits in time to adjust driving behaviour.…”

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confidence: 99%

“…It came as little surprise that early warnings gave rise to fewer lane departures but more warnings and lower acceptance than late warnings. Early warnings provide drivers with sufficient time to adjust their driving behaviour so that unsafe last moment reactions can be avoided (Werneke et al, 2013). However, as said before, the earlier the warning the more likely it is that it will be considered a false warning (McGehee, Brown, Lee, & Wilson, 2002;Parasuraman, Hancock, & Olofinboba, 1997;Shinar, 1978).…”

Section: Introductionmentioning

confidence: 99%

“…At the reverse and still from driver perspective, if the warning is delivered too late, drivers might initiate a correction of the vehicle trajectory and receive the warning after that initiation or even no warning when the correction is very efficient, resulting in an increase of missed warnings. If warning onset is suspected to be a key component of both effectiveness and acceptance of LDWS (Navarro et al, 2011;Werneke, Kleen, & Vollrath, 2013) only a single experiment directly manipulated the lane departure warning onset so as to assess its effects on drivers' performance (Tijerina et al, 1996). It came as little surprise that early warnings gave rise to fewer lane departures but more warnings and lower acceptance than late warnings.…”

Section: Introductionmentioning

confidence: 99%

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The impact of false warnings on partial and full lane departure warnings effectiveness and acceptance in car driving

et al. 2016

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In the past, lane departure warnings (LDWs) were demonstrated to improve driving behaviours during lane departures but little is known about the effects of unreliable warnings. This experiment focused on the influence of false warnings alone or in combination with missed warnings and warning onset on assistance effectiveness and acceptance. Two assistance unreliability levels (33 and 17%) and two warning onsets (partial and full lane departure) were manipulated in order to investigate interaction. Results showed that assistance, regardless unreliability levels and warning onsets, improved driving behaviours during lane departure episodes and outside of these episodes by favouring better lane-keeping performances. Full lane departure and highly unreliable warnings, however, reduced assistance efficiency. Drivers' assistance acceptance was better for the most reliable warnings and for the subsequent warnings. The data indicate that imperfect LDWs (false warnings or false and missed warnings) further improve driving behaviours compared to no assistance. Practitioner Summary: This study revealed that imperfect lane departure warnings are able to significantly improve driving performances and that warning onset is a key element for assistance effectiveness and acceptance. The conclusion may be of particular interest for lane departure warning designers.

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confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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The impact of false warnings on partial and full lane departure warnings effectiveness and acceptance in car driving

et al. 2016

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“…The first stage is designed to increase the drivers' attention and shift their attention toward the situation without immediate actions. The second stage requires drivers to take actual maneuvers (Rhede et al, 2011;Werneke et al, 2014;Winkler et al, 2016). Some previous studies have investigated the effectiveness of the two-stage warning systems in the takeover process.…”

Section: Two-stages Warning Systems and Time Intervals In The Takeovementioning

confidence: 99%

Optimal Time Intervals in Two-Stage Takeover Warning Systems With Insight Into the Drivers’ Neuroticism Personality

et al. 2021

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Conditional automated driving [level 3, Society of Automotive Engineers (SAE)] requires drivers to take over the vehicle when an automated system’s failure occurs or is about to leave its operational design domain. Two-stage warning systems, which warn drivers in two steps, can be a promising method to guide drivers in preparing for the takeover. However, the proper time intervals of two-stage warning systems that allow drivers with different personalities to prepare for the takeover remain unclear. This study explored the optimal time intervals of two-stage warning systems with insights into the drivers’ neuroticism personality. A total of 32 drivers were distributed into two groups according to their self-ratings in neuroticism (high vs. low). Each driver experienced takeover under the two-stage warning systems with four time intervals (i.e., 3, 5, 7, and 9 s). The takeover performance (i.e., hands-on-steering-wheel time, takeover time, and maximum resulting acceleration) and subjective opinions (i.e., appropriateness and usefulness) for time intervals and situation awareness (SA) were recorded. The results showed that drivers in the 5-s time interval had the best takeover preparation (fast hands-on steering wheel responses and sufficient SA). Furthermore, both the 5- and 7-s time intervals resulted in more rapid takeover reactions and were rated more appropriate and useful than the 3- and 9-s time intervals. In terms of personality, drivers with high neuroticism tended to take over immediately after receiving takeover messages, at the cost of SA deficiency. In contrast, drivers with low neuroticism responded safely by judging whether they gained enough SA. We concluded that the 5-s time interval was optimal for drivers in two-stage takeover warning systems. When considering personality, drivers with low neuroticism had no strict requirements for time intervals. However, the extended time intervals were favorable for drivers with high neuroticism in developing SA. The present findings have reference implications for designers and engineers to set the time intervals of two-stage warning systems according to the neuroticism personality of drivers.

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How to Determine the Time-Intervals of Two-Stage Warning Systems in Different Traffic Densities? An Investigation on the Takeover Process in Automated Driving

Zhang,

Ma,

Yang

et al. 2023

Lecture Notes in Computer Science

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Perfect Timing

Abstract: The findings will be integrated in further development of assistance systems based on car-to-x technology within the Car2X-Safety project of the Niedersächsisches Forschungszentrum Fahrzeugtechnik in Germany.This study was also supported by Chalmers University of Technology in Sweden.

Cited by 23 publications

References 12 publications

The impact of false warnings on partial and full lane departure warnings effectiveness and acceptance in car driving

The impact of false warnings on partial and full lane departure warnings effectiveness and acceptance in car driving

Optimal Time Intervals in Two-Stage Takeover Warning Systems With Insight Into the Drivers’ Neuroticism Personality

How to Determine the Time-Intervals of Two-Stage Warning Systems in Different Traffic Densities? An Investigation on the Takeover Process in Automated Driving

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