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Sökning: WFRF:(Varhelyi Andras)

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171.
  • Varhelyi, Andras, et al. (författare)
  • User-related assessment of a driver assistance system for continuous support - a field trial
  • 2015
  • Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 30, s. 128-144
  • Tidskriftsartikel (refereegranskat)abstract
    • A Driver Assistance System for Continuous Support continuously evaluates the status of the host vehicle as well as the surrounding traffic based on information from on-board sensors. When the system detects a hazard, it issues a warning to the driver, depending on the degree of the hazard. The effects of this system on driver behaviour and acceptance were evaluated in a field trial carried out in 2013. Twenty-four drivers took part in test drives with a within-subject design along a 53 km test route containing motorway and rural-road sections. Driving data was logged and the test drivers were observed by means of an in-car observation method (Wiener Fahrprobe); in this case by two observers in the car along with the driver. Questionnaires were used to assess the drivers’ comprehension of and reaction to the system. The system was successful in affecting driver behaviour in terms of lower speed when negotiating curves. Positive effects were found in the form of better speed adaptation to the situation during driving with the system activated. Also, lane choice and lane change improved with the system on. When it came to speed limit compliance, driving speed in general and longitudinal and lateral positioning, no effects could be found. No major differences were found regarding distance to the vehicle in front, overtaking manoeuvres, stopping behaviour at intersections, driving against yellow at traffic lights and interaction behaviour with other road users while driving with or without the system. On the negative side, it was noted that only during driving with the system activated did the test drivers make turns at intersections at too high speeds. In addition, more errors associated with dangerous distance to the side were observed with the system activated. In terms of the emotional state of the driver, the only difference found was that the drivers felt an increase in irritation. Regarding subjective workload, the drivers only assessed one item, i.e. whether their performance decreased statistically significantly while driving with the system. The test drivers were of the opinion that the system was useful, and that it would enhance safety especially in overtaking manoeuvres on motorways. The blind-spot warning was found especially useful in the overtaking process. The drivers appreciated the fact that the system did not give information all the time.
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172.
  • Varhelyi, Andras, et al. (författare)
  • User related assessment of Continuous Support & Curve Speed Control (CRF)
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The aim of the user related assessment is to evaluate the effects on driver behaviour, reactions to and acceptance of the driver assistance system: Continuous Support (CS) function developed by CRF within the framework of SECONDS subproject. The CS function continuously evaluates the status of the host vehicle as well as the surrounding traffic based on the information of the on-board sensors. When the CS function detects a hazard, the function issues a warning to the driver. The warning status increases continuously depending on the degree of the hazard (at higher degree of hazard also sounds and active feedbacks are activated in the safety belt). The CS function provides the following warning to the driver: - In a situation with the actual speed above the speed limit, the display shows the speed limit icon. - In a situation with too high speed when approaching a curve, as pre-warning, the visual display shows a yellow curve; as imminent warning, the display shows a red curve icon, alarm sound is activated and the safety belt is tensioned. - In a situation with risk for a forward collision, as pre-warning, the display shows a yellow obstacle icon; as imminent warning, the display shows a red obstacle icon, alarm sound is activated and the safety belt is tensioned. - In a situation with a vehicle in the blind spot, as pre-warning, the display shows a yellow blind-spot obstacle icon; as imminent warning, the display shows a red blind-spot obstacle icon. Twenty four persons (13 males and 11 females) - employees at CRF (persons not directly involved in the interactIVe project) took part in the test drives. The test drivers drove twice along the test route of an approximate length of 53 km, containing rural road and motorway sections. The order of driving was balanced in such a way that every other subject drove first with the system switched off and then with the system switched on. For the following subject the order of driving was reversed. The test vehicle was equipped with logging facilities and a number of variables were logged. The test drivers were observed by means of an in-car observation method (Wiener Fahrprobe) by two observers, riding along in the car with the driver, where one of the observers (called the coding observer) studies standardised variables such as speed behaviour, yielding behaviour, lane changes and interaction with other road users. The other observer carries out ‘‘free observations’’ such as conflicts, communication and special events that are hard to predict, let alone to standardise. Questionnaires were used to assess the drivers’ comprehension of and experiences with the system, their subjective workload, the usefulness and satisfaction of the system, perceived benefits of the system, as well as willingness to have and pay for the system. The findings revealed that the test drivers did not alter their general speed behaviour when driving with the system compared to driving without the system, see Table S.1. It has to be mentioned, that the speed warnings frequently displayed erroneous speed limits at some parts of the route, which also was commented by the test drivers. The legal speed limit was equal to the speed limit indicated by the system of approximately 60% of the route length. The speed limit reported by the system was over the legal speed limit along 28% of the route, and below the legal speed limit along 10% of the route. There was no change in the number or in the length of speed warnings when driving without and with the system. The profiles of speeds and accelerations before and after a forward collision warning was triggered illustrate, that when the warning was issued, the driver had already started to decrease the speed. This indicates that the warning was issued too late to have any effect on the driver. Consequently, driver reaction time to the warning could not be analysed. Due to curve speed warnings, the test drivers passed the roundabout with a statistically significantly (p<=0.05) lower speed when driving with the system. There was some tendency for increased number and length of forward collision warnings when driving with the system, but the difference was statistically not significant (p=0.5). There was no difference either in the number or in the length of the side collision warnings neither form left or right when driving without and with the system. Driving too fast according to the situation and/or the speed limits was observed statistically significantly less often during the rides with the system active. Driving too far to the right side and dangerous lane changes were observed statistically significantly less often on the rides with the system active. The test persons chose a wrong lane when driving through an intersection or roundabout less frequently, when driving with the system active. On the negative side, it can be noted that slightly more late adaptations of speed before intersections and obstacles were observed while driving with the system. Statistically significantly more errors regarding dangerous distance to the side were observed with the system active. Only during driving with the system active it was observed that the test persons turned with too high speed. No major differences were found regarding speed choice when driving with or without the system. The test persons drove over the speed limit (on rural roads and on highways) on both rides. Also, the test persons drove too fast through curves and approached a roundabout or drove through it too fast, as well as they accelerated before leaving the roundabout to the same extent on both rides. Bad adaptation of speed before intersections and obstacles, driving too slowly, incorrect lane choice before intersections and sticking to own priority was observed in equal numbers on both rides, with and without the system. No statistically significant differences between the two rides could be shown regarding dangerous distance keeping to the vehicle in front, illegal or aborted overtaking manoeuvres, correct indicating behaviour, driving too far to the left or drifting or crossing the solid line, late or hesitant lane change before an intersection, crossing a stop line at intersections or roundabouts, driving against yellow at a traffic light, yield behaviour and ignoring pedestrians/cyclists. Regarding interaction behaviour with other road users, hardly any differences could be observed. Situations on both rides were noted where the test persons either made errors in the interaction processes or showed respectful behaviour towards other road users. On both rides, situations were observed in which the test persons did not choose the correct speed, drove without foresight or too close to other road users, showed unclear behaviour to other road users or did not behave correctly in overtaking manoeuvres. The test persons also showed respectful behaviour towards other road users on both rides by giving way in different situations or adapted their speed and lateral position well.
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173.
  • Varhelyi, Andras, et al. (författare)
  • User related assessment of Safe Cruise and Speed Support (VCC)
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The aim of the user related assessment was to study perceived advantages, disadvantages, usefulness, trust, acceptance, willingness to have and pay for the driver assistance systems: Safe Cruise and Speed Support developed by VCC within the framework of SECONDS subproject. Due to restrictions in driving in real traffic, assessment activities were limited to driving on a test track by naïve test drivers to be demonstrated the system. Ten persons (6 males and 4 females took part in the assessment. After test driving, they individually filled in a short questionnaire with specific questions about the system. Most participants found the Safe Cruise function well-functioning and easy to use. The function was perceived as both Useful (“useful”, “good”, “effective”, “assisting” and “raising alertness”) and Satisfactory (“pleasant”, “nice”, “likable” and “desirable”). The participants rated the function’s visual and haptic information/warning as clear. All participants thought the Safe Cruise function would reduce the risk of being involved in an accident. Regarding travel time and joy of driving, the participants did not expect any differences. Six out of ten answered they would trust the Safe Cruise function in all situations, but some commented that they first needed to get used to the function, and that they still needed to be prepared to take manual control of the vehicle. Three participants answered they wouldn’t trust the function, the reason being that some situations demand manual control. One participant answered that he/she would partly trust the function. The highest usage rate of the Safe Cruise function was indicated for motorways, day time and clear weather. The estimated usage would be less on urban roads, in rain or in snowy weather and during night time. Four of the participants would be willing to pay between 5,000 and 10,000 SEK. One was willing to pay between 2,500 and 5,000 SEK and one answered that he/she would buy the function if it cost less than 2,500 SEK. Four participants answered “don’t know”. All of the 10 participants would recommend the Safe Cruise function to a friend. Most participants found the Speed Support function well-functioning, easy to use it, they felt confident using the function and they thought most people would quickly learn to use the function. They disagreed to a large extent that the function would be unnecessarily complex or inconsistent, difficult to use, and that they would need to learn a lot about the function before beginning to use it, or that they would need the help of a technical person to use it. The Speed Support function was perceived as both Useful (“useful”, “good”, “effective”, “assisting” and “raising alertness”) and Satisfactory (“pleasant”, “nice”, “likable”, “desirable”). The participants rated the function’s visual and haptic information/warning as clear. All participants thought the Speed Support function would reduce the risk of being involved in an accident and the Risk of getting a speeding ticket. Regarding travel time, joy of driving and image, the participants did not expect any differences. Five out of ten answered they would trust the Speed Support function, but some commented that they first needed to get used to the function, and that they still needed to be prepared to take manual control of the vehicle. Three participants answered they wouldn’t trust the function, the reason being that some situations demand manual control. One participant answered that he/she would partly trust the function. The highest usage rate of the Speed Support function was indicated for motorways and during night time. It would be used equally frequently in clear weather and in rainy or snowy weather conditions. Two of the participants answered that they would be willing to pay between 5,000 and 7,500 SEK. One was willing to pay between 2,500 and 5,000 SEK and three answered that they would buy the function if it cost less than 2,500 SEK. Four participants answered “don’t know”. All of the 10 participants would recommend the Speed Support function to a friend.
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174.
  • Varhelyi, Andras, et al. (författare)
  • User-related Assessment of the Highway Automation System of VW
  • 2017
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The aim of the user-related assessment was to evaluate the effects on driver behaviour, experiences, reactions, expected effects and acceptance of the Highway Automation” system, developed by VW in sub-project 6 of the AdaptIVe IP. The driving functions were developed as level 3 (conditional automation) functions so the driver does not have to monitor the system while driving. The system provides the following driving functions: following lane and lead vehicle, stop & go driving, lane change and overtaking.Twenty seven persons (12 males and 15 females) drove twice along the test route of approximately 95 km motorway sections, once with the system switched off and once with the system switched on. The order of driving was balanced in such a way that every other subject drove first with the system switched off and then with the system switched on. For the following subject, the order of driving was reversed. During the test rides, driving data was logged and driving behaviour was observed by two observers in the car. After the first drive, the drivers answered a short workload questionnaire and after the second drive, a more comprehensive questionnaire was filled out. The questionnaire covered issues, such as subjective workload, understanding the system, trust, usability, usefulness, satisfaction, HMI issues, experienced effects, expected benefits, expected usage, and willingness to pay.The results showed that the drivers used the system as intended. The system was used in almost all situations when it offered to drive automatically, nevertheless, some situations were observed in which the driver took over from the system because he/she got impatient with the system (e.g. long overtaking process, early preparation for exiting the motorway), or he/she or the safety driver had to react in a critical situation. Basically, the drivers did not interfere with the system settings. Only in situations in which the system did not recognise the change of the speed limit (variable overhead signs) they had to manually adapt to the speed limit.The system received both positive and negative comments. On the positive side, correct driving with regard to distance and speed, enhanced comfort and possible time “earnings” were mentioned. On the negative side, the participants took up the system failures (not or wrongly recognised vehicles, traffic signs or road markings), the reckless behaviour of the system (not letting others to merge to the motorway), problems while overtaking due to the system limitation to 130 km/h. Also, due to these issues some test persons felt more stressed while driving with the system. For some, this was okay, for others the system could have driven faster (especially in some situations where a higher acceleration would have been an advantage). Also, the setting that the system was driving 10 km/h over the actual speed limit was commented in both ways. For some participants, this was totally fine, while others did not agree with this setting and were wondering why it was sat in that way.
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175.
  • Varhelyi, Andras, et al. (författare)
  • User-related Assessment of the Traffic Jam Assist system of VCC
  • 2017
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The aim of the user related assessment of the VCC demonstrator’s “Traffic Jam Assist” system was to study trust, usefulness, perceived advantages, disadvantages, acceptance, and willingness to pay for the driver assistance system. The system provides automated speed control and lane keeping. If a lead vehicle is present, the automated vehicle adapts its speed in order to maintain a pre-set time distance to the lead vehicle.Due to restrictions of driving by naïve drivers in real traffic conditions, assessment activities were limited to driving on a test track by a number of test drivers (employees at Volvo Car Company with administrative duties) to be demonstrated of the system.Fifteen persons took part in the study, 12 males and 3 females. After driving on the test track and experiencing the system in action, the participants filled in a questionnaire. Most participants thought that “the system was a competent performer” and they also had “confidence in the advice given by the system”. The majority expressed that they “can rely on the system to do its best every time”. Considering whether the driver can depend on the system the majority of the answers were on the “disagree” side and partly neutral, only one respondent agreed strongly that he/she can depend on the system. Considering the statement “I can rely on the system to behave in consistent ways”, most of the responses were in the middle, i.e. close to neutral, however 2 participants agreed strongly. Considering “trust in the system”, most of the responses were in the middle, i.e. close to neutral, neither agree or disagree, with 2 participants agreeing strongly.Most participants found the system easy to learn and use, and not unnecessarily complex. They were confident using the system and they would use the system frequently. However, there was not strong support to the statement that the “various functions of the system were well integrated” and there was not much disagreement with the statement that “there was too much inconsistency in this system”.The total System Usability Scale (SUS) score is 80 which is considered high usability. On the Usefulness/Satisfactoriness scale, the system was perceived as useful (“useful”, “good”, “effective”, “assisting” but not “raising alertness”) and partly satisfactory (“pleasant”, “nice”, but not “desirable” or “likable”).Considering the HMI solution, the participants found that it was easy to activate the function with steering wheel paddles, they found the way to turn on and turn off the system intuitive and they felt safe when enabling the system. The participants felt acceleration and braking while the car drove itself comfortable. Concerning “the comfort of the steering while the car drove itself” and “how good the system was to drive the car on the whole,” there was a wide variance of answers and the “mean” answer cannot be differed from “neither comfortable nor uncomfortable”. The participants found that, the information given in the displays was understandable and the information given in the displays was not distracting.The participants’ answers indicate that they are not fully aware of the system’s limitations. There are clear expectations in decreased fuel consumption and increased driving comport among the respondents. The participants estimated the highest usage rate of the system on motorways in their everyday driving. The majority of the participants indicated that they would be willing to pay between 10,000 and 40,000 SEK for purchasing the system.Answering the question about what they would do while “driving” the autonomous car regularly, a wide range of answers were given, i.e. from full monitoring of driving to completely relaxed presence and doing other things than driving related activities.Some worries were expressed about relying on the system in real traffic – “does the car constantly handle new and different situations consistently in real traffic with a lot of drivers around who cannot drive a car and do a lot of stupid things”. Also, one respondent felt that driving pleasure disappears with automated driving.
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176.
  • Varhelyi, Andras, et al. (författare)
  • User-related evaluation of ADAS and automated driving
  • 2016. - First
  • Ingår i: Evaluation of Intelligent Road Transport Systems : Methods and Results - Methods and Results. - 9781785611728 - 9781785611735 ; 1, s. 287-307
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
    • Newly developed Advanced Driver Assistance Systems (ADAS) and Automated Driving offer support to the driver in his/her driving task. Besides driver comfort, these systems are expected to give significant safety improvements. However, the expected positive safety effects only will be achieved if the driver uses the system in the way it was intended to be used, he/she follows its recommendations and does not compensate for perceived safety improvements by driving faster or less attentively. The financiers of technology development programmes (e.g. the European Commission) are becoming increasingly conscious of this possible phenomenon of behavioural adaptation, when the driver perceives safety improvements, and hence give growing importance to user related assessment of new technology, since it is through the user the expected advantages of a new system may (or may not) materialise.User-related evaluation of ADAS and Automated Driving Applications involves a great variety of issues (such as locus of control, trust, mental representation of the system, situational awareness, mental and physical workload, feedback, stress and acceptance), hence it is of importance to identify and define these issues as focus of user-related evaluation. As a first step of the user-related evaluation process, research questions concerning these issues are to be outlined, and based on them working hypotheses to be formulated and evaluation indicators to be identified. For testing the hypotheses, there is a great variety of evaluation methods and tools that can be employed. The aim of this chapter is to list and describe relevant issues of user-related evaluation of ADAS and Automated Driving Applications, to give examples of hypotheses and evaluation indicators, as well as describe available evaluation methods and tools and discuss relevant study design issues.
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177.
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178.
  • Varhelyi, Andras, et al. (författare)
  • Utvärdering av programmet Intelligent Vehicle Safety Systems (IVSS)
  • 2012
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Fokus för den föreliggande utvärderingen har legat på yttre effekter (d.v.s. om man gjort rätt saker) av forsknings- och utvecklingsprogrammet om fordons- och trafiksäkerhet kallat IVSS (Intelligent Vehicle Safety Systems) och som pågick från år 2003 till år 2010. Utvärderingsgruppen genomförde en systematisk genomgång av ett urval (13) av slutrapporter för enstaka IVSS projekt. Det gjordes vidare intervjuer med aktörer, såsom företagsrepresentan-terna i Programråd, Beredningsgrupp samt projektledare och slutligen gjordes en sammanställning av den förväntade samhällsnyttan av de olika projekten. Av intervjuerna framgår att få har kunnat ge något tydligt svar när det gäller effekter och introduktion. Många svarar istället att kunskapsuppbyggnaden får ses på lång sikt. Man kan därför inte vänta sig några påtagliga resultat inom fem år, som sades vara ett mål för IVSS-programmet. Eftersom skattningar av effekter inom fem år på detta osäkra underlag skulle ha begränsat värde har vi valt att istället vända på resonemanget och genomföra räkneexempel där vi försöker ta reda på vad som skulle behöva inträffa på kort eller lång sikt för att motivera IVSS-programmet enbart utifrån framtida trafiksäkerhetsvinster och kostnad för utrustning. Metodiken vid beräkningarna illustreras av bilden nedan. Med tillgång till all kunskap inom IVSS-programmet skulle räkneexemplen kunna göras ännu bättre.
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179.
  • Varhelyi, Andras, et al. (författare)
  • Vilket ISA-system?
  • 2005
  • Ingår i: Reflexen. ; :3 / 2005
  • Tidskriftsartikel (populärvet., debatt m.m.)
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180.
  • Varhelyi, Andras (författare)
  • Övergångsställens vara eller icke vara : kunskapsöversikt
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • De relevanta faktorerna för val av övergångsställe eller gångpassage samt för deras utformning på huvudgator beskrivs baserat på litteraturstudie utifrån forskning och handböcker. Några kommuners arbete med översyn av övergångsställen beskrivs och det belyses på vilka grunder som åtgärderna är gjorda och vilket tillvägagångsätt kommunerna har haft. Det görs en sammanställning av olika sätt att öka trafiksäkerheten/framkomligheten för oskyddade trafikanter på fyrfältsgator. En checklista har sammanställts, och som innehåller de parametrar som är relevanta för beslutet om behov av övergångsställe samt val av trafiksäkerhetsåtgärder.
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