| 1. |
- Adell, Emeli, et al.
(författare)
-
Auditory and haptic systems for in-car speed management – A comparative real life study
- 2008
-
Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 11:6, s. 445-458
-
Tidskriftsartikel (refereegranskat)abstract
- Field experiments with ISA (intelligent speed adaptation) were carried out in Hungary and Spain in 2003 and 2004, respectively. Twenty private vehicles in each country were equipped with two kinds of systems: (1) support via an active accelerator pedal (AAP) and (2) warning via beep signals and a flashing red light when the speed limit was exceeded (BEEP). The test drivers drove for a month with both systems installed in each car. Speed was continually logged in all the vehicles and the test drivers were interviewed about their acceptance and experiences of the systems. The results show that both systems reduced the mean and 85 percentile speeds, but that the AAP was more effective. There was no long-lasting effect on speeds when the systems were removed. After the trial half of the drivers were willing to keep an ISA system, but more drivers wanted to keep the BEEP-system even though it showed lower satisfaction ratings than the AAP. The results indicate no major differences between the countries despite the workload being perceived to be higher in Hungary than in Spain.
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| 2. |
- Adell, Emeli, et al.
(författare)
-
Field trials with ISA in Hungary and Spain
- 2004
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the European project, PROSPER, field experiments with ISA (Intelligent Speed Adaptation) were carried out in Hungary and Spain. Twenty vehicles in each country were equipped with two kinds of ISA systems: 1) warning via an active accelerator pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. Both systems are based on a GPS receiver and a digital map with speed limits. Speed was continually logged in all vehicles and the test drivers were interviewed. The effects of the systems will be presented at the congress.
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| 3. |
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| 4. |
- Ahlström, Christer, et al.
(författare)
-
Dangerous use of mobile phones and other communication devices while driving : A toolbox of counter-measures
- 2013
-
Ingår i: Proceedings of the 16th International Conference Road Safety on Four Continents. - Linköping : Statens väg- och transportforskningsinstitut.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The use of mobile phone and similar devices while driving has been a topic of discussion and research for several years. It is now an established fact that driving performance is deteriorated due to distraction but no clear conclusions can yet be drawn concerning influence on crash rates. Better studies on this relationship is needed. Most countries in Europe and many countries elsewhere have introduced different types of bans for handheld devices. Sweden has, however, no such bans. VTI was commissioned by the Swedish Government to outline possible means to reduce the dangerous usage of mobile phones and other communication devices while driving as alternatives to banning. This task was a result of a previous VTI-state-of-the-art review of research on mobile phone and other communication device usage while driving. One of the findings in the review was that bans on handheld phones did not appear to reduce the number of crashes.Eighteen different countermeasures in three main areas were suggested. (1) Technical solutions such as countermeasures directed towards the infrastructure, the vehicle and the communication device. (2) Education and information, describing different ways to increase knowledge and understanding among stakeholders and different driver categories. (3) Different possibilities for how society, industry and organisations can influence the behaviour of individuals, via policies, rules, recommendations and incentives. Our conclusion is that a combination of different countermeasures is needed – where education and information to the drivers are combined with support and incentives for a safe usage of different communication devices.
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| 5. |
- Almlöf, Erik, 1985-
(författare)
-
Slutrapport - Självkörande fullängdsbuss på Tvärförbindelse Södertörn
- 2021
-
Rapport (populärvet., debatt m.m.)abstract
- Föreliggande slutrapport är finansierad av Trafikverkets FoI portfölj, strategiska initiativ,för projekt Självkörande eldriven stombuss på Tvärförbindelse Södertörn – En skalbarfallstudie (TRV 2019/118695). Partners i projektet är Trafikverket, Scania, Volvo, Keolis,KTH samt Sweco där även Trafikförvaltningen Region Stockholm, Nobina och projektTvärförbindelse Södertörn har bidragit till arbetet som pågått från maj 2020 till mars 2021.Ansvarig för projektet inom Trafikverket har varit Stora projekt.För att skapa en förståelse för konsekvenser av tekniska utveckling i relation tillnödvändiga fysiska och digitala åtgärder har tre scenarier tagits fram: Bus Driver Plus,Automation with Adaption och Automation Utopia. Dessa scenarier beskriver olika nivåerav automation och behov av kringliggande stödsystem. I det första scenario finns enförare ombord på bussen som tar över körningen vid farliga situationer. Det andrascenariot avser en självkörande buss utan förare där den fysiska infrastrukturen haranpassats genom ett införande av ett eget busskörfält. Det sista scenariot beskriver enframtid där bussen helt förlitar sig på digital teknik och en operatör kontrollerar körningenav flera fordon från ett avsides kontrolltorn.De tre scenarierna utvärderades genom en samlad effektbedömning, Trafikverkets metodför att utvärdera åtgärder. Resultaten visar att den största vinsten av automatisering kanhandla om resenärernas bekvämlighet och inte nödvändigtvis om att minimera kostnaderför förare. Antaganden om att resenärerna kan uppleva resan bekvämare är troligtvisöverskattade, men resultaten visar att även små förbättringar i bekvämlighet kan ge storasamhälleliga vinster.Scenariot där bussen har ett eget körfält innebär mycket stora kostnader och är troligtvisinte ekonomiskt försvarbart. Dessutom kommer enbart en busslinje att trafikeramotorleden som dessutom består av 3 tunnlar. Vidare är det inte säkert att den aktör somgör nödvändiga investeringar är den aktör som får ta del av de samhälleliga vinsterna. Iscenariot skulle Trafikverket stå för stora delar av investeringskostnaden, medan vinsten för personalbesparingar uppstår för Region Stockholm och kollektivtrafikresenärerna somåker längs sträckan.Projektet har även undersökt hur multimodala hubbar (nod som möjliggör smidigt bytemellan olika transportmedel) längs med förbindelsen kan stödja eldrivna och självkörandebussar. Det är viktigt att ny väginfrastruktur bidrar till en attraktiv kollektivtrafik därresenärer i första hand väljer buss istället för bil. För att eldrivna och självkörande bussarska införas behöver Region Stockholm ställa nya krav i upphandlingar för attåstadkomma en förändring i transportsystemet. Nya krav som skapar ekonomiskaincitament för operatörer som utför den operativa verksamheten över lång tid. Det är dockproblematiskt att ställa krav på eldrift eftersom det saknas tillgänglig infrastruktur iStockholm.Avseende självkörande fullängdsbussar är tekniken helt enkelt inte tillräckligt mogen idag.Dock tror många experter att självkörande bussar kommer att införas, både i stadsmiljöoch glesbygd, när tekniken och samhället är redo för det, gissningsvis kring år 2030.
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| 6. |
- Amantini, Aladino, et al.
(författare)
-
Initial plan of dissemination and use of results
- 2009
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This document contains the initial plan for using and disseminating knowledge and foreground developed within the ITERATE Project.The Deliverable contains five main Chapters and an Appendix.The first Chapter describes the purpose of the document, its structure, and introduces the other sections. Chapter 2 and 3 define the dissemination strategy of the ITERATE project and provide a classification of dissemination activities. For each type of dissemination action, the corresponding implementation approach is proposed. Then, for each type of dissemination activity, the actions already performed and those planned are described in some details. The dissemination materials already produced by the project and their usage are briefly described. Materials and products already completed, as well as planned, are described, even though a dedicated Deliverable is foreseen in the future that will contain copies of the actual products provided for dissemination purposes. The Exploitation plan is discussed in the last Chapter of the Deliverable. The two different natures and typology of partners , i.e., academic and industrial/consultancy, are considered. In particular, for each partner, a market and competition analysis is performed and the objectives and guidelines for subsequent exploitation of the results is preliminarily discussed. Finally, the appendix contains, for completeness, the Dissemination and Exploitation Questionnaire utilised to collect information among partners.
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| 7. |
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| 8. |
- Anund, Anna, et al.
(författare)
-
Evaluation of a sleepiness warning system : a test truck study
- 2009
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Sleep related crashes have received increasing attention over the past decade. Driver support systems that are able to detect sleepiness and warn the driver could be a potential countermeasure to reduce sleepiness related crashes. The aim of this study was to evaluate a warning system in an experimental investigation performed in a real time car driving application. An additional aim was also to examine the suitability of using an experimental vehicle at test track for evaluation of a sleepiness warning system. The modalities used for warning was a combination of sound, vibrations in belt and spoken messages. In addition a hand worn confirmation button was used. In total 40 participants drove at a closed test track during night (00h-05h). They were instructed to sleep between 01.00 and 07.00 for two nights prior to the night of the experiment. The design of the study was a between group, with 10 participants in each group. The four different groups experienced one of the following: A: No warning - baseline; B: SENSATION warning system with an early trigger; C: SENSATION warning system with a late trigger; D: Feedback (DMS - Siemens) and warning with a late trigger. The trigger of the warnings was based on observer registrations of the driver and driver behaviour. The drivers were instructed to drive a distance of 110 kilometres. The car was a Volvo 850, equipped with sensors in order to measure driving behaviour (lateral position, speed, steering wheel angle). As sleepiness indicators blink duration was used (mean and sd), measured with EOG. After the drive the participants answered a questionnaire. The experiment focused on comprehension, usability, effectiveness, and acceptance.
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| 9. |
- Anund, Anna, et al.
(författare)
-
Placement and design of milled rumble strips on centre line and shoulder : A driving simulator study
- 2005
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- A driving simulator experiment was carried out in order to investigate the effects on fatigued drivers of rumble strips on narrow roads (<9 meters) onboth shoulder and centre lines. The driving simulator was an advanced moving base passenger car simulator (VTI´s third generation moving base driving simulator). Four different physical designs of milled rumble strips and two placements on shoulder were used in the experiment. Both driving behaviour (e.g. lateral position, speed, steering wheel angle) and physiological data (brain activity (EEG), eye activity (EOG) and muscle activity (EMG)) were recorded. The drivers were also asked to rate their level of sleepiness every 5 minutes during the drive. They were trained to use the Karolinska Sleepiness Scale (KSS). Data from 40 regular shift workers driving during morning hours after a full night shift were used in the analysis. The shift workers were equally distributed by gender and recruited by advertisement in the newspaper. They were paid 150 Euro for participating. The experiment was approved by an ethical committee. The experiment was carried out in two parts: the first part aimed to investigate primary effects of rumble strips, i.e. preventing an accident; the second part aimed to obtain the drivers' conscious preferences in terms of placement and design. It was concluded that despite rumble strip design and placement, rumble strips had clear alerting effects and consistently induced correct averting action. Based on the drivers' preference and the results, there seems to be no risk associated with using more aggressive rumble strips such as Swedish or Pennsylvania. Regarding the placement, there seem to be no differences and it is important to obtain the opinions of truck and bus drivers before it is possible to make a recommendation.
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| 10. |
- Anund, Anna, et al.
(författare)
-
The alerting effect of hitting a rumble strip--a simulator study with sleepy drivers.
- 2008
-
Ingår i: Accid Anal Prev. - : Elsevier BV. - 1879-2057 .- 0001-4575. ; 40:6, s. 1970-6
-
Tidskriftsartikel (refereegranskat)abstract
- The alerting effect of hitting a rumble strip--a simulator study with sleepy drivers.Anund A, Kecklund G, Vadeby A, Hjälmdahl M, Akerstedt T.Clinical Neuroscience, Karolinska Institutet, SE-177 71 Stockholm, Sweden. anna.anund@vti.seA moving base driving simulator experiment was carried out in order to investigate the effects of milled rumble strips on driver fatigue. There were rumble strips both at the edge line and centre line. Four different physical designs of milled rumble strips (yielding noise values from 1.5 to 16 dBA) and two placements on shoulder were used in the experiment. Sound and vibrations from real milled rumble strips were reproduced in the simulator. In total 35 regular shift workers drove during the morning hours after a full night shift. The main results showed an increase in sleepiness indicators (EEG alpha/theta activity, eye closure duration, standard deviation of lateral position, subjective sleepiness) from start to before hitting the rumble strip, an alerting effect in most parameters (not subjective sleepiness) after hitting the strip. The alertness enhancing effect was, however, short and the sleepiness signs returned 5 min after the rumble strip hit. Essentially no effects were seen due to type of strip. It was concluded that various aspects of sleepiness are increased before hitting a rumble strip and that the effect is very short-lived. Type of strip, as used in the present study did not have any effect.
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| 11. |
- Barnard, Yvonne, et al.
(författare)
-
Selection of operator support systems across modes
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This Deliverable provides an outline of the process involved in task 2.2 of the ITERATE project forselecting an appropriate set of hypotheses to be tested inWorkpackages 3 (Experimental design andscenario specification), and 4 (Experimental studies).During a workshop with all partners involved in the project, hypotheses were formulated for thethree main system functionalities outlined in D2.1: those that support speed management (SpeedManagement), systems that support system object detection and avoidance (Collision Avoidance)and those that monitor operator state (Operator State). In formulating these hypotheses, partnerswere encouraged to consider systematically the effect of operator state and different operatorgroups on interaction with these three systems. To allow succinct formulation of hypotheses, fouroperator based parameters which are thought to affect operator behaviour with the system, wereidentified: sensation-seeking, hazard perception, fatigue and (high and low) task demand. Informulating hypotheses, partnerswere encouraged to consider the whole process linking a cause toan effect, with a clear mechanism that would link the two.
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| 12. |
- Barnard, Yvonne, et al.
(författare)
-
Specification of test procedures for the simulator experiments
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In Deliverable 3.1 of Workpackage 3, we discuss the methodology developed and applied in the European ITERATEproject (IT for Error Remediation And Trapping Emergencies). This methodology has as its objective to design experiments that will provide data to seed the ITERATE model. In the ITERATE project a high-level theoretical model of vehicle operator behaviour has been developed in Workpackage 1, specifying the factors that play a role in the influence of innovative support systems on vehicle operation in potentially dangerous situations. Themodel isapplicable for different surface transport modes: road vehicles, rail transport and ships. Themodel will be calibrated by experiments investigating how the different factors interact. One hundred and sixty car drivers and 160 train drivers in five countries will drive with a static driving simulator, and 64 drivers (both train and car) with full motion simulators. Finally an executable simulation model will be constructed with the aim to predict the effects of support systems on operator behaviour and risk.
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| 13. |
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| 14. |
- Draskóczy, Magdolna, et al.
(författare)
-
The effects of active accelerator pedal in cars – Results from a large scale trial with intelligent speed adaptation.
- 2002
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the Swedish national trial with Intelligent Speed Adaptation (ISA) in urban areas, the effects of large scale use of “active accelerator” were evaluated. 284 cars were equipped with the system for a period of 5-11 months in the city of Lund. The driving data of all equipped vehicles were logged with regard to time and speed, both before and after activating the system. Driver behaviour were studied with the help of an instrumented vehicle. Possible system effects, such as speeds, interactions with other road-users and driving against red were studied in the field. Possible changes in driver attitudes and acceptance were studied by interviews. The results revealed that test drivers’ compliance with the speed limits increased and practically no negative compensatory effects could be found.
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| 15. |
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| 16. |
- Fors, Carina, et al.
(författare)
-
Accelerated testing of FCW for trucks : part 2: driving behaviour after exposure to repeated critical events
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Forward collision warning (FCW) systems alert the driver of an imminent rear-end collision with the vehicle ahead. FCW systems are difficult to test and evaluate in a real driving situation and a simulator study can thus be a feasible way of assessing various aspects of FCW systems, such as effectiveness and acceptance. A driving simulator allows for repeated exposure to critical situations, however, there is a risk that repeated critical situations reduce the realism and result in a change in driving behaviour. The aim of this study was to assess driving behaviour during non-critical parts of a driving session that contained repeated critical situations. In a truck simulator 48 professional drivers participated in two driving sessions. The first session aimed at evaluating a FCW system which is reported elsewhere (classified). The second session was a 35 min long motorway drive with two critical and three less critical events. Between all events there was a car following situation. 32 of the drivers had a FCW system while the remaining 16 drivers had no FCW. Mean speed between the events, minimum distance to the vehicle in front in the car following situation, and performance on a secondary task - the arrows task - were used as measures of driving behaviour. In addition, the drivers answered a questionnaire about their driving behaviour.
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| 17. |
- Forsman, Åsa, et al.
(författare)
-
Alkohol och droger i trafiken : var står vi idag?
- 2012
-
Ingår i: Socialmedicinsk Tidskrift. - Stockholm : Socialmedicinsk tidskrift. - 0037-833X. ; 89:6, s. 471-479
-
Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
- Rattfylleri är ett av de största trafiksäkerhetsproblemen i Sverige. I den här artikeln ges en översikt över den senaste tidens forskning vad gäller problemets omfattning, attityder till att köra rattfull och de åtgärder som erbjuds. Genomgången, som avser svenska förhållanden, visar att vi har mer kunskap om rattfylleri med avseende på alkohol än med avseende på droger. Forskningen visar att alkoholrattfylleri är ett större trafiksäkerhetsproblem än drograttfylleri men att även drograttfylleri är förenat med stora risker. Det är därför viktigt att förbättra kunskapen om droger i trafiken. Det är också viktigt att beakta att det bakom många rattfylleribrott finns människor med missbruksproblem och att rehabilitering därför bör ingå som en del av trafiksäkerhetsarbetet.
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| 18. |
- Forsman, Åsa, et al.
(författare)
-
Förekomst av droger och läkemedel i trafik i Sverige : resultat från EU-projektet DRUID
- 2011
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The prevalence of illicit drugs and medicines in the driving population, i.e. among drivers on the road, was 2.5 per cent between the years 2006 and 2011 in Sweden. The prevalence of alcohol, illicit drugs and medicines among drivers killed in traffic the same years was 31.2 per cent. In comparison with other countries in the EU project DRUID, Sweden has the highest proportion of negative results, i.e. drivers without the presence of alcohol, drugs or medicine. This applies to both drivers on the road and drivers killed in traffic.The studies that form the basis of this report have been performed within the project DRUID - Driving under the influence of drugs, alcohol and medicine, which is a project within the EU's Sixth Framework Programme, which lasted five years (2006-2011). This report presents two sub-studies from the DRUID project. The aims of these studies were: - to study the prevalence of illicit drugs and medicines in the driving population (study among drivers on the road). - to study the prevalence of alcohol, illicit drugs and medicines among killed drivers (study of killed drivers).In the study among drivers on the road, saliva samples were collected. Toxicological results were analysed from 6,199 drivers in Södermanland, Örebro and Östergötland out of 10,223 drivers of passenger cars and vans that were stopped by the police in March 2008- February 2009. In the study of killed drivers we have toxicological results from 157 fatalities out of 178 drivers of passenger cars and vans that were killed in traffic accidents in 2008.
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| 19. |
- Gustafsson, Susanne, et al.
(författare)
-
Droger och mediciner : är det ett problem i svensk trafik?
- 2012
-
Ingår i: Socialmedicinsk Tidskrift. - Stockholm : Socialmedicinsk tidskrift. - 0037-833X. ; 89:6, s. 480-489
-
Tidskriftsartikel (refereegranskat)abstract
- Alkohol i kombination med bilkörning är ett relativt väl utforskat område men när det gäller andra ämnen är kunskapen bristfällig. Syftet med den här studien är att kartlägga omfattningen av illegala droger och mediciner i svensk trafik. Resultaten visar att alkohol är det största problemet ur trafiksäkerhetssynpunkt men att det också finns stora olycksrisker förknippade med illegala droger. Även användning av mediciner medför förhöjda olycksrisker men tolkningen av dessa resultat försvåras av att vi inte vet om medicinerna använts enligt läkares förskrivning eller ej. Här behövs mer forskning för att utreda vid vilken användning mediciner blir ett problem i trafiken.
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| 20. |
- Hjort, Mattias, 1972-, et al.
(författare)
-
Limit handling in a driving simulator
- 2015
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The purpose of this work has been to investigate how the driving simulator performs at the handling limit of a vehicle and improve its function so that the simulator feels and behaves more like a real vehicle when driving on the limit. Tests were performed with a Volvo S40, the same vehicle model for which the driving simulator vehicle dynamics model is based upon. Based on these test results the vehicle model that is currently used in VTI’s driving simulator III was modified in order to better simulate vehicle characteristics when driving on the handling limit. A method for validation of handling characteristics was developed. The method is based on the double lane change manoeuvre, and comprise a subjective and an objective part. The method was regarded to work well, and the validation tests showed that the modified vehicle model closer captures the understeer and time lag properties of a real Volvo S40 compared to the original model. Still, additional improvements need to be made before the model can be regarded as fully useful for on-the-limit driving situations.
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| 21. |
- Hjort, Mattias, 1972-, et al.
(författare)
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Validating on-the-limit properties of a driving simulator
- 2014
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Ingår i: New development in driving simulation design and experiments. - : Driving Simulation Association.
-
Konferensbidrag (refereegranskat)abstract
- The paper describes a validation model for both subjective and objective comparison of on-the-limit properties of a driving simulator. VTI moving base driving simulator, SIM III, has been used with three different versions of VTI’s vehicle model, for validation toward field tests involving double lane change manoeuvres. Methods for handling evaluation suggested in the literature were adapted to our circumstances. The results are encouraging, although we found some limitations with respect to the objective evaluations that need to be addressed in future studies.
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| 22. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Driver behaviour and driver experience of partial and fully automated truck platooning : a simulator study
- 2017
-
Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 9:1
-
Tidskriftsartikel (refereegranskat)abstract
- This paper builds our knowledge of truck driver behaviour in and experience of automated truck platooning, focusing on the effect of partially and fully automated truck platoons on driver workload, trust, acceptance, performance, and sleepiness.Twenty-four male drivers experienced three conditions in a truck driving simulator, i.e., baseline, partial automation, and full automation: the baseline condition was driving with standard cruise control; partial automation was automated longitudinal control ten metres behind the truck in front, with the driver having to steer; and full automation was automated longitudinal and lateral control. Each condition was simulated in three situations: light traffic, heavy traffic, and heavy traffic plus fog.The experiment demonstrated that automation affects workload. For all workload measures, partial automation produced higher workload than did the full-automation or baseline condition. The two measures capturing trust were consistent and indicated that trust was highest under the baseline condition, with little difference between partial and full automation. Driver acceptance of both levels of automation was lower than acceptance of baseline. Drivers rated their situation awareness higher for both partial and full automation than for baseline, although both levels of automation led to higher sleepiness.The challenge when implementing truck platooning is to develop a system, including human–machine interaction (HMI), that does not overburden the driver, properly addresses driver sleepiness, and satisfies current legislation. The system also must be trusted and accepted by drivers. To achieve this, the development of well-designed HMI will be crucial.
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| 23. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Driving style and energy consumption with everyday use of a plug-in hybrid electric vehicle
- 2018
-
Ingår i: 31st International Electric Vehicle Symposium and Exhibition, EVS 2018 and International Electric Vehicle Technology Conference 2018, EVTeC 2018. - : Society of Automotive Engineers of Japan Inc.
-
Konferensbidrag (refereegranskat)abstract
- Chargeable vehicles with focus on plug-in hybrid vehicles have become common. The impact PHEVs have on the energy consumption significantly varies with driving behaviour, charging possibilities, and the driving mission. This study investigates how PHEVs function during real driving. Questionnaires, interviews, and measurement vehicle data are evaluated. Key findings is that the fuel consumption decreases significantly at low speeds compared to a combustion engine vehicle, and that the drivers believe that they adopt the driving to the characteristics of the PHEV, but this is not found in the measurement data. The vehicle is behavious in the way the driver wants without any adaptation required.
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| 24. |
- Hjälmdahl, Magnus, 1973-, et al.
(författare)
-
Editorial
- 2018
-
Ingår i: Accident Analysis and Prevention. - : Elsevier. - 0001-4575 .- 1879-2057. ; 114, s. 1-3
-
Tidskriftsartikel (refereegranskat)abstract
- Road traffic injuries and loss of life is one of the major global health problems today with 1.24 million people killed annually, i.e. one person every 25 s is killed in a road crash. Many countries have learnt to mitigate the problems associated with road traffic crashes but there is still much more to be done. Estimates indicate that, unless action is taken over the next 15 years, the number of annual fatalities in road crashes may rise to 2.4 million, with the increase occurring in low and middle-income countries.There is a great necessity for global cooperation to stop the growth of traffic fatalities. To reverse this trend, knowledge, information and experience from success stories and good practice must be shared. Road Safety on Five Continents (RS5C) is an international conference aiming at increasing road safety globally by providing a platform for this essential knowledge exchange and helping the participating countries to find a good balance between road safety and mobility.The foundation of the RS5C is in state of the art research and good practice. By providing a mutual ground for sharing knowledge and a forum to discuss mutual problems and their solutions, researchers, officials and other stakeholders can learn from results, experiences and success stories.RS5C aims to be a leading source of research results, information and interaction in the road transport area with a focus on safety and health associated with road transport. This aim is accomplished by cooperation with local as well as global organisations to ensure that RS5C meets local needs with global state of the art. Moreover, RS5C will produce papers of high scientific quality that are open and accessible for everyone.The 12 peer-reviewed papers in this special issue cover a wide range of topics, demonstrating a broad spectrum of road safety issues from motorized to non-motorized road users, as well as vehicle, road and environmental conditions.
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| 25. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Effects of d-amphetamine on simulated driving performance before and after sleep deprivation
- 2012
-
Ingår i: Psychopharmacology. - : Springer Berlin/Heidelberg. - 0033-3158 .- 1432-2072. ; 222:3, s. 401-411
-
Tidskriftsartikel (refereegranskat)abstract
- Stimulant drugs are commonly abused and also used to promote wakefulness, yet their effects on driving performance during sleep deprivation have not been thoroughly researched in experimental studies. The aims were to assess the effects on fundamental driving parameters during simulated driving of two doses of d-amphetamine and further to assess the interaction between d-amphetamine and sleep deprivation. A double-blind, placebo-controlled experiment including 18 healthy male volunteers was conducted. The participants felt more alert when taking a dose of d-amphetamine than when taking placebo, and the effect was stronger for the higher dose. However, the data did not show any evidence that taking d-amphetamine prevented the subjects from becoming successively sleepier during the night. A significant main effect of the dose was found for three out of the five primary indicators where the lower dose led to improved driving. These indicators were crossing-car reaction time, and coherence and delay from a car-following event. Regarding sleep deprivation, a main effect was found for four of the primary indicators and three of the secondary indicators. The results showed overall impaired driving with respect to standard deviation of lateral position and delay in reaction time when the sleep-deprived conditions were compared to the alert condition. We found no interactions between dose and sleep deprivation for any of the performance indicators. Our results suggest that administration of d-amphetamine does not compensate for impairment of driving due to fatigue. The positive effects of 10 mg were not further improved or even sustained when increasing the dose to 40 mg.
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| 26. |
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| 27. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Effektutvärdering av kilometerskatt : Slutrapport. Slutsats och rekommendation
- 2017
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Urinsikten om behovet av brukaravgifter inom transportsektornföddes idén att skapa en arena för den samlade kompetenseni Sverige. Detta blev ARENA-projektet, vars första fas,2006-2008,hade som mål attutveckla ett koncept för ett vägavgiftssystem för lastbilar.Den andra fasen avslutades2011 med syftet att verifiera det utvecklade vägavgiftskonceptet genom praktiska demonstrationer. Projektet lade även grunden för en innovationsmiljö inom ITS, som är knuten till NetPort Science Park och Blekinge Tekniska Högskola.I den tredje fasen breddades anslaget till att stödja utveckl-ingen av samverkan och interoperabilitet mellan olika system för exempelvis trängselskatt, infra-strukturavgifter eller kilometerskatt, såväl i Sverige som internationellt.Från 2015 har ARENA övergått till att vara en långsiktig nationell kunskapsplattform för brukaravgif-ter inom transportsektorn. Inom ARENA drivs olika projekt beroende på de problemställningar som är aktuella i samhället. Ett av dessa handlar om att utveckla metodik för effektutvärdering av kilome-terskatt för tunga fordonDetta projekt har löpt parallellt med Vägslitageskattekommitténarbete och som ARENAsamverkat medoch stöttat.Arbetet inom ARENA fokuserarpå attutreda vilka effekterav en kilometerskatt som är troliga/möj-liga och vilka av dessa som i sin tur är möjliga att observeraoch hur de kan observeras. Detta har gjorts genom bl.a. inventeringar av andra liknande initiativ och hur de har utvärderats, litteraturge-nomgångar och workshops. Rapporter från detta arbete återfinns på projektets hemsida (http://www.arena-ruc.se/). Denna avslutande rapport fokuserar framförallt på övergripande slutsat-ser baserat på arbetet inom ARENA,samt de rekommendationer om datainsamling och utvärdering som projekt-och styrgruppen för ARENA anser är relevanta att nu gå vidare med, baserat på att ett beslut om införande av kilometerskatt inte har tagits och det är oklart huruvida beslut kommer att tas inom de närmaste åren. ARENA anser, med utgångspunkt i ovanstående, att en systematisk föremätning(ex-ante)bör ge-nomföras först när beslut om att införa skatten har tagits och det finns detaljerad information om hur skatten är utformad.ARENA anser dock att kunskapsnivån om godstransporter på väg generellt sett är bristfällig varför det är motiverat att inleda datafångst inom vissa utpekade områden för att stärka kunskapen. Den data som bör samlas in är värdefull också i samband med utvärdering av ef-fekterna av t.ex. förändrade cabotageregler, ändrade gränser för lastbilars mått och vikt, ändrad energi-och koldioxidbeskattning etc.Det pågår idag flera nationella initiativ kring förbättrat kunskapsunderlag om yrkestrafiken och gods-transporter på väg. ARENAs rekommendationer ligger i linje med dessa och arbetet kring att öka kun-skapsnivån bör fortgå.
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| 28. |
- Hjälmdahl, Magnus
(författare)
-
In-vehicle speed adaptation - On the effectiveness of a voluntary system
- 2004
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- The overarching aim of this thesis is to study the long term effects of a voluntary speed adaptation system, the Active Accelerator Pedal (AAP), and its effectiveness for different driver types. The papers making up this thesis are based on a study carried out on 284 vehicles and drivers in the Swedish city of Lund from 1999 until 2002. The results showed that the AAP brought a significant reduction in both mean speed and speed variance, estimated to lead to a reduction in injury accidents of up to 25 % if all vehicles where equipped with the system. It was further found that drivers’ behaviour towards other road users improved, they showed a more correct yielding behaviour and were more likely to give pedestrians the right of way at zebra crossings. Moreover, the time gap to the vehicle in front increased slightly with the system. However, there were also signs of negative behavioural modifications in the form of drivers’ forgetting to adapt their speed to the speed limit when not supported by the system; this effect was not statistically significant though. These positive results augur well for in-vehicle speed adaptation, but this thesis found that the drivers in favour of the AAP were already without it driving at, or close to, the speed limit while those most negative to the system were the fastest drivers. It was further found that the speed-reducing effect of the AAP was lower for those who were negative to the system. The conclusion is that a voluntary system like the AAP will reduce inadvertent but not deliberate speeding. For such a system to reach its full potential, either peoples’ intentions have to be changed or the system has to be more intrusive, i.e. a mandatory limiting system.
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| 29. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Preliminary results from A Large Scale Trial with Intelligent Speed Adaptation in Lund, Sweden.
- 2001
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the Swedish national trial with Intelligent Speed Adaptation (ISA) in urban areas, 225 cars are equipped with an active gas pedal for a period of 10 months in the city of Lund. In order to evaluate the systems a number of studies are being carried out. The driving data of all equipped vehicles is logged with regard to time and speed, both before and after activating the system. Driver behaviour and workload is studied with the help of an instrumented vehicle. Possible system effects, such as speeds, interactions with other road-users and driving against red are studied in the field. Possible changes in driver attitudes and acceptance are studied by interviews.
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| 30. |
- Hjälmdahl, Magnus, 1973-, et al.
(författare)
-
Public commitment and implementation scenarios for self driving and connected vehicles
- 2018
-
Konferensbidrag (refereegranskat)abstract
- There has been a rapid development of self-driving vehicles and the discussion have over the last years gone from the visionary discussion on the implications this may have on our society to the more practical discussion on implementation and what roles and responsibilities the involved actors have. The discussion nowadays is also focusing on connected vehicles and how to deal with the huge amount of data they will produce as much as on the vehicles themselves. Most vehicle manufacturers are now promising vehicles with advanced self-driving functionalities within the next 2-3 years, and connected vehicles are already being rolled out. These vehicles are primarily connected to an manufacturer specific cloud allowing for instance a Volvo to communicate and warn other Volvo’s of potential hazards. There is however no framework in place to allow for communication between different vehicle manufacturers or between vehicle manufacturers and Road operators.In the EU project NordicWay an interchange server allowing communication between vehicles from different manufacturers to communicate seamlessly with each other as well as surrounding infrastructure and road operators cross border have been build, implemented and successfully tested. The project has demonstrated the functionality of this communication channel by the services road works warning (TMA-trucks (Truck Mounted Attenuator) in operation), hazardous location warning (vehicles with activated hazard lights), and slippery roads warning (vehicles with ESP or ABS activation). The project has demonstrated this in the border area between Sweden and Norway as well as Sweden and Denmark showing that the communication works cross brand as well as cross border.Now that many of the technical issues with this kind of interchange server have been solved and the work is now focusing on industrial implementation, the practical and administrative issues are far from solved. These issues concern who will build, run and operate the interchange server, who will have access to data, what data and who will pay for this. The distinction between the public commitment in comparison with the private initiatives are yet to be solved.This study aims to identify the tasks, the services and the digital infrastructure that need to be in place as well as legal and administrative framework required for the implementation of connected and automated vehicles. This work will also highlight where there is agreement between the actors and where there is a disagreement and thereby identifying the criticalities in terms of implementation.
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| 31. |
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| 32. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Speed regulation by in-car active accelerator pedal – Effects on driver behaviour
- 2004
-
Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 7:2, s. 77-94
-
Tidskriftsartikel (refereegranskat)abstract
- The long term effects of driving with an active accelerator pedal (AAP) on driver behaviour was studied by using an in car observation method. The AAP produced a counterforce in the accelerator pedal when the speed limit was reached, it could however be overridden by pressing the accelerator pedal harder. Twenty-eight drivers were studied when driving without the AAP and then when driving with the AAP after they had used the system in their own cars for at least six months. The results showed that the behaviour towards other road users improved, they had a correct yielding behaviour to a higher degree and were more likely to give pedestrians the right of way at zebra crossings when driving with the AAP. It was also found that the headway to the vehicle in front increased slightly with the system. There were also signs of negative behavioural modifications in the form of drivers forgetting to adapt their speed to the speed limit or the prevailing traffic situation when they were not supported by the AAP. These effects, however, were statistically not significant.
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| 33. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Speed Regulation by in-car active Accelerator pedal – effects on speed and speed distribution
- 2002
-
Ingår i: IATSS Research. - 0386-1112. ; , s. 60-66
-
Tidskriftsartikel (refereegranskat)abstract
- The effects on speeds and speed distribution were studied in a large scale field trial with an in car system for speed adaptation in the city of Lund, Sweden. In the trial 290 vehicles were equipped with an "active accelerator pedal" and data logger for a period of 3-11 months. Data was logged in each test vehicle during the whole trial and was analyzed for 3 one-month periods: Before activating the system, after short time use and after long time use. The results showed significant reductions in the speed level. Speeds on stretches decreased statistically significantly (p<0.05) at 60 out of 69 observed sections. The effects were largest on arterial roads, at mid-block sections, where the prevailing traffic conditions and street design allows higher speeds. The standard deviation decreased on all arterial roads, mainly due to the decrease in speed of the fastest vehicles but there is also an effect from an increase in speed of the slowest vehicles. On streets with mixed traffic no differences in speed or speed distribution could be shown. This is most likely due to the fact that speeds were already controlled by the prevailing traffic conditions and they already were so low that the system never had to interfere. Further research is needed in order to investigate possible behavioral adaptation effects when the system is active as well as inactive and how driver behavior would be influenced in a situation where a large part of the vehicle fleet equipped with an active accelerator pedal.
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| 34. |
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| 35. |
- Hjälmdahl, Magnus, et al.
(författare)
-
UPPÅT : uppföljning av åkeriers trafiksäkerhetsarbete
- 2009
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- A field operational test including eleven hauliers was carried out to study whether truck drivers speed and seatbelt usage could be improved using ITS including an ISA-function, an advanced seatbelt warning and a logging function that allows the monitoring of driving behaviour. Three different warning and monitoring strategies have been studied: voluntary use and monitoring of behaviour, voluntary use and monitoring of behaviour in addition to a bonus, and a predefined user interface and monitoring of behaviour. The aim was to see how well the monitoring worked in changing behaviour and to see whether the effect was improved further by using either the carrot or stick. The results showed that it was primarily the predefined user interface that had an effect. There were also signs that the bonus had an effect but the effect was small and limited in time. The predefined interface however had a large effect; reducing the average speed on 90 km/h roads from around 78 km/h to 74 km/h. The downside of this system was that it had the lowest acceptance. However, the drivers were quite positive to have their driving monitored and did not see it as a problem that their managers or colleagues could see how they where driving. The conclusion is that the technology is mature to be used on a larger scale, both the drivers and the hauliers are susceptible to the technology but lack the motivation to use it.
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| 36. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Validation of in-car observations, a method for driver assessment
- 2004
-
Ingår i: Transportation Research. Part A: Policy & Practice. - : Elsevier BV. - 0965-8564. ; 38:2, s. 127-142
-
Tidskriftsartikel (refereegranskat)abstract
- An in-car observation method with human observers in the car was studied to establish whether observers could be trained to observe safety variables and register driver's behaviour in a correct and coherent way, and whether the drivers drove in their normal driving style, despite the presence of the observers. The study further discussed the observed variables from a safety perspective. First three observers were trained in the observation method and on-road observations were carried out. Their observations were then compared with a key representing a correct observation. After practising the observation method the observers showed a high correlation with the key. To establish whether the test drivers drove in a normal way during the in-car observations, comparisons of 238 spot-speed measurements were carried out. Driver's speeds when driving their own private cars were compared with their speeds during the in-car observations. The analysis showed that the drivers drove in the same way when being observed as they did normally. Most of the variables studied in the in-car observations had a well documented relevance to traffic safety. Overall, in-car observation was shown to be a reliable and valid method to observe driver behaviour, and observed changes provide relevant data on traffic safety. (C) 2003 Elsevier Ltd. All rights reserved.
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| 37. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Validation of Wiener Fahrprobe – A method description.
- 2000
-
Konferensbidrag (refereegranskat)abstract
- On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA. It is likely to assume that ISA will change the speed behaviour for the test drivers, but it is also likely that there will be secondary effects related to driver behaviour. Examples of such effects are a change in communication with other road users, improved car following behaviour or, on the negative side, compensatory or automated behaviour. In order to assess the driver behaviour in the Lund trial, a method called Wiener Fahrprobe (WF) will be used. The method was originally developed by Risser and Brandstätter (1985) as an instrument to analyse driving behaviour in order to make sure whether a person is apt for driving a car or not. In the WF two observers ride along with the test-subject, one of them is doing standardised observations and the other is doing free observations (non-predictable events). In addition to the observers, an instrumented vehicle will be used to obtain continuos variables such as speed, speed-limit, distance to the vehicle in front etc. When doing observations with observers on the spot there is always a scepsis that the test-subjects will be affected and behave in a way that does not correspond with their normal driving. There are a few studies that has dealt with this issue and there are some differences in the results. Höffner, K.J. (1978) found that the behaviour of moped riders did not change when they knew that they where observed. On the other hand, Rathmayer, Beilinson, Kallio, Raitio (1999) found that subjects driving in an instrumented car with and without the presence of an experiment leader had a lowered mean speed by 1-2 km/h when the experiment leader was present. They further found that acceleration and deceleration was smoothed down and lateral acceleration was reduced. In Lund, all the test vehicles will be equipped with data-logs saving data about among others time, position and speed. These data are collected for two months before the installation of ISA and for 2*two months after the installation. These data will be compared with the data gathered during the test-drive and the differences, if any, will be analysed. The analysis will then show how and of which magnitude the drivers are affected by the observer.
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| 38. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Will ISA be effective? Analysis of the active accelerator pedal’s effect on different driver groups
- 2004
-
Konferensbidrag (refereegranskat)abstract
- The effects of the Active Accelerator Pedal (AAP), on speed behaviour of drivers with different backgrounds and attitudes was analysed. It was found that most of the drivers initially reduced their speed to the speed limit. However, after driving with the system for a while, speeds increased. Drivers who had a high speed without the AAP started to speed again. This finding suggests that an advisory system, such as the tested AAP, is efficient in reducing the speed of drivers who are speeding inadvertently, but it is not as efficient, however, in reducing the speed of drivers who speed deliberately.
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| 39. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Workload-study of ISA-drivers - A method description.
- 2000
-
Konferensbidrag (refereegranskat)abstract
- On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA. One hypothesis regarding the effects of ISA is that the drivers will drive slower and in a more relaxed way, thus reducing the workload induced by the driving task. In order to test this hypothesis, 25 test-subjects will drive an instrumented vehicle on a predetermined route. The route consists of both urban and rural environment of varying complexity. In total, the test-drives will be carried out three times, before using ISA, after using it for a short period and finally after one year driving with ISA. During the test-drive the drivers will carry out a secondary task called “peripheral dot detection”. The task consists of responding to two lights, one on each side of the driver, by pressing one of two buttons, one for each light. The lights will be lit for 0.75 seconds and the response time, missed responses and left / right errors will be registered. In addition to the secondary task a number of other indicators of workload will be used such as lane position, speed, steering wheel rotation and NASA-TLX. Stress induced by other road-users will also be studied by studying changes in rear-view mirror glance-frequency with and without vehicles behind.
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| 40. |
- Kircher, Katja, et al.
(författare)
-
Countermeasures against dangerous use of communication devices while driving – : a toolbox
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Denna rapport behandlar tänkbara åtgärder för att reducera farligt användande av mobiltelefon och annan kommunikationsutrustning under körning. En viktig del i uppdraget var att belysa alternativ till lagstiftning om förbud. Åtgärdsförslagen täcker flera områden. Ett av dem är teknik, vilket innefattar både teknik i fordonet, teknik i kommunikationsutrustningen och en sammankoppling med infrastrukturen. Ett annat område handlar om utbildning och information och beskriver olika sätt att öka människans kunskap och förståelse. Ett tredje område belyser olika möjligheter som samhället har att påverka människans beteende, både via förbud och lagar och via incitament. En lista över samtliga åtgärdsförslag finns på rapportens baksida. Det finns både för- och nackdelar med användandet av kommunikationsutrustning under körning. Hur användandet ska hanteras är ett komplext problem och det är osannolikt att en enskild åtgärd står för hela lösningen. En åtgärd kan till och med vara beroende av att andra åtgärder redan är implementerade. Många åtgärder har en baksida och man kan inte förvänta sig tydliga målbilder och rakt igenom positiva resultat. Man måste därför lyfta blicken och inse att om fördelarna överväger nackdelarna så är åtgärden värd att genomföra. Olika åtgärder kan dock stärka varandra och delvis fånga upp möjliga negativa sidoeffekter. Vi anser att en kombination av olika åtgärder som dels utbildar och informerar och dels stöttar föraren i att kunna hantera kommunikation på ett säkert sätt är att föredra över ett förbud av användningen av kommunikationsutrustning under färd likt det som idag finns i andra europeiska länder. En kontinuerlig uppföljning och utvärdering krävs för att säkerställa att åtgärderna har förväntad effekt.
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| 41. |
- Kircher, Katja, 1973-, et al.
(författare)
-
Åtgärder mot trafikfarlig användning av kommunikationsutrustning under körning : en verktygslåda
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Rapporten kan ses som en verktygslåda av åtgärder med syfte att motverka de trafikfarliga aspekterna av kommunikation under körning och samtidigt bevara de positiva effekterna. Åtgärdsförslagen täcker flera områden och är tänkta som alternativ till lagstiftning om förbud. Ett av dem är teknik, vilket innefattar både teknik i fordonet, teknik i kommunikationsutrustningen och en sammankoppling med infrastrukturen. Ett annat område handlar om utbildning och information och beskriver olika sätt att öka människans kunskap och förståelse. Ett tredje område belyser olika möjligheter som samhället har att påverka människans beteende, både via förbud och lagar och via incitament. Vi vill poängtera att det finns både för- och nackdelar med användandet av kommunikationsutrustning under körning. Hur användandet ska hanteras är ett komplext problem och det är osannolikt att en enskild åtgärd står för hela lösningen. En åtgärd kan till och med vara beroende av att andra åtgärder redan är implementerade. Många åtgärder har en baksida och man kan inte förvänta sig entydiga och rakt igenom positiva resultat. Man måste därför lyfta blicken och inse att om fördelarna överväger nackdelarna så är åtgärden värd att genomföra. Olika åtgärder kan dock stärka varandra och delvis fånga upp möjliga negativa sidoeffekter.
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| 42. |
- Krampell, Martin, et al.
(författare)
-
Driving automation state-of-mind : Using training to instigate rapid mental model development
- 2020
-
Ingår i: Applied Ergonomics. - : Elsevier Ltd. - 0003-6870 .- 1872-9126. ; 83
-
Tidskriftsartikel (refereegranskat)abstract
- The automotive industry is chugging along towards full autonomy, with a yet unknown time of arrival. The next call, however, is partial driving automation. At this interim station lurks many dangers, there-among them issues surrounding the partial performance of the driving task. Despite their potential for increased safety, these systems come with many inherent limitations and caveats, and their safe use depend on drivers correctly understanding their new role. Training is proposed as a potentially effective method of introducing drivers to the central aspects in this human-automation interaction. A proof-of-concept training program designed to introduce drivers to a partial automation system was developed. The effects of training were then evaluated through a between-group mixed-methods simulator experiment. Results indicate that trained drivers both self-report and exhibit an improved understanding of the automation system. They also report a significantly higher inclination to retake control in critical situation, than do their untrained counterparts. © 2019 Elsevier Ltd
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| 43. |
- Nåbo, Arne, 1958-, et al.
(författare)
-
Elvägar i körsimulator : design, test, utvärdering och demonstration av elvägstekniker och elfordon med virtuella metoder
- 2015
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Elvägar, där el överförs kontinuerligt till fordon på vägen, kan vara ett sätt att nå målet om en fossiloberoende transportsektor. För att testa och utvärdera elvägar och elfordon på elvägar i ett tidigt stadium utvecklades en demonstrationsmiljö i körsimulator. En studie genomfördes med 25 förare där varje förare fick köra en 40 kilometer lång vägsträcka, dels med en hybridlastbil på elväg, dels med en konventionell lastbil utan elväg. Körning på elväg uppvisade inga anmärkningsvärda skillnader på förarens upplevelser vad gäller säkerhet och estetik eller körbeteende jämfört med körning utan elväg. Undantaget var medelhastigheten vilken var cirka 2 kilometer/timme högre på elväg. Energianvändningen var cirka 35 procent lägre på elväg. För att sprida projektresultatet till aktörer och intressenter av elvägar har ett stort antal demonstrationer genomförts, samt kommunikation via pressreleaser och tidningsartiklar. Det har även tagits fram en mindre, mobil körsimulator för elvägar som ett led i att nå ut till en större målgrupp.
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| 44. |
- Oppenheim, Ilit, et al.
(författare)
-
Description of unified model of driver behaviour (UMD) and definition of key parameters for specific application to different surface transport domains of application
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The first work package (WP1) contains a critical review and synthesis of human behaviour models ofdrivers of road vehicles, trains and maritime vessels (ships). Based on this review a reference modelof Driver–Vehicle–Environment is developed. A variety of approaches to modeling driver behaviourare possible as options. The literature review covers the more widely cited of these. Generally, thesemight be categorized as either 'Descriptive' models which can only describe the driving task in termsof what the driver has to do or 'Functional' models which are able to explain and predict drivers'performance in demanding situations and drivers' behaviour in typical ones. It seems that theoptimal approach might be a hybrid of several types of models. In recent years, a variety of driversupport and information management systems have been designed and implemented with theobjective of improving safety as well as performance of vehicles. While the crucial issues at atechnical level have been mostly solved, their consequences for driver behaviour remain to be fullyexplained. To reach this goal predictive models of the interaction of the driver with the vehicle andthe environment are necessary. The aim of the European Project AIDE was to integrate all in vehiclesupport and information systems in a harmonized user interface (Saad, 2006). The ITERATE projectwill take this further by developing it into a unified driver model that is also applicable to othertransport domains.The first deliverable in this work package (D1.1) presented a critical review of Driver-Vehicle-Environment (DVE) models and most relevant drivers' parameters and variables to be implementedin such models, in different surface transport modes and in different safety critical situations. Theaim of this deliverable (D1.2), succeeding D1.1 is to describe and detail the Unified Model of Driverbehaviour (UMD), define the environmental parameters to be implemented and their relationshipswith the driver variables. The proposed model will be used to support design and safety assessmentof innovative technologies and make it possible to adapt these technologies to the abilities, needs,driving style and capacity of the individual drivers. The model will also present the environmentalparameters, different road and traffic scenarios with different weather and visibility conditions to besimulated in the test phases. The scenarios of traffic that are independent of the activities carried outby the vehicle and driver will be simulated. The model is simplified in the sense that traffic conditions(density, complexity) are not sensitive to the 'test' driver and vehicle behaviour, but remain fixed in agiven trial. Thus, within the constraints of this pioneering effort, only the behaviour of the test driveris variable, while the environment and vehicle are defined as parameters with fixed values.
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| 45. |
- Sena, Michael L, et al.
(författare)
-
GRO:NT : Green route optimisation and navigation for heavy trucks. Final report
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The Swedish program for strategic automotive research (FFI) financed a one-year study of energy efficient navigation for heavy vehicles beginning October 2010. Scania is the leading party in the project with participation by Navteq, Triona AB, Michael L Sena Consulting AB, the Swedish Transport Administration and the Swedish National Road and Transport Research Institute (VTI). The project has investigated the issues that can lead to the delivery of energy efficient navigation for heavy vehicles . A state-of-the-art study has been made analyzing data and usage issues, route optimization algorithms, the actors and business cases required for the accurate and timely data delivery to heavy vehicles. Concrete recommendations are presented concerning which are intended to serve as a foundation for an eventual full implementation of energy efficient navigation for heavy vehicles.
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| 46. |
- Thorslund, Birgitta, 1976-, et al.
(författare)
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Utvärdering av ett fordonsbundet varningssystem : vibrationer i sätet vid risk för överträdande av kant- eller mittlinje
- 2006
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- One alternative to rumble strips is to simulate them in the car by vibrations in the driver's seat. Citroen has a lane departure warning system in the models C4 and C5 which has been evaluated from user experience. A focus group was carried out with four users from Ostergötland. From the discussion a questionnaire with accompanying diary was constructed and sent out to Citroen owners in Sweden having a lane departure warning system. A large part of the users have not received any information about the system at the time of buying the car. The majority of the users are satisfied with the lane departure warning system but almost all declare not to use it at all in winter which indicates that it should be improved to be used all the year round.The results point towards that the system has a good price level, but many still think that it should be a part of the standard equipment meaning that safety should not be optional. Noise and vibrations are considerably lower in C4 and C5 compared to milled rumble strips. Many drivers are disturbed by false alarms. Therefore more apparent warnings demand a reduction of false alarms. The most important result is that more information and guidelines should be given to the users. Function and shaping of the lane departure warning system should also be improved. Citroen has satisfied customers willing to pay for well functioning support systems.
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| 47. |
- Vadeby, Anna, 1969-, et al.
(författare)
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Effects of dextroamphetamine on simulated driving performance before and after sleep deprivation
- 2012
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Ingår i: Abstract Book.
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Konferensbidrag (refereegranskat)abstract
- Stimulant drugs are commonly abused and also used to promote wakefulness, yet their effects on driving performance during sleep deprivation have been poorly studied in experimental studies. We aimed to assess the effects on fundamental driving parameters during simulated driving of two doses of d-amphetamine and further to assess the interaction between d-amphetamine and sleep deprivation. A double blind, placebo controlled experiment including eighteen healthy, male volunteers was conducted.The participants felt more alert when taking a dose of d-amphetamine than when taking placebo and the effect was stronger for the higher dose. However, the data did not show any evidence that taking d-amphetamine prevented the subjects from successively becoming sleepier during the night. A significant main effect of dose was found for three out of the five primary indicators where the lower dose lead to improved driving while the results for the higher dose were less clear. Regarding sleep deprivation, a main effect was found for four of the primary indicators and three of the secondary indicators. The results showed impaired driving in all cases but one. We found no interactions between dose and sleep deprivation.Our results suggest that impaired driving due to fatigue is not compensated by administration of d-amphetamine. The positive effects of 10 mg was not further improved or even sustained when increasing the dose to 40 mg. This might indicate that at still higher doses commonly taken by addicts, there are few or no positive effects of d-amphetamine.
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| 48. |
- Varhelyi, Andras, et al.
(författare)
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A large-scale trial with Intelligent Speed Adaptation in Lund, Sweden.
- 2000
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Ingår i: [Host publication title missing].
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Konferensbidrag (refereegranskat)abstract
- On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA. The major findings from these trials where that speeds on stretches decreased, car-following behaviour improved and the acceptance of the system increased after using it. In the ongoing trial, technology has made it possible to log all driving data of all equipped vehicles with regard to time, position, rpm and speed, both before and after installation of the speed-limiter. There will also be a focus on driver behaviour and workload. This will be evaluated by using an instrumented vehicle. Also system effects, such as speeds, interactions with other road-users, driving against red, emissions will be investigated.
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| 49. |
- Varhelyi, Andras, et al.
(författare)
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Behavioural effects of ISA in different driver categories.
- 2005
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Field studies to investigate the effects of Intelligent Speed Adaptation (haptic respectively auditory warnings) were carried out in Hungary and Spain. In a before/after within subject study, 20 test drivers in each country, tested both the Active Accelerator Pedal and an auditory warning system. Both systems had an effect on speed and the effect was greater for the Active Accelerator Pedal than for the “BEEP”-system. The largest effects of the ISA systems were found on the highest speeds, a very good indicator for this the changes is the 85th percentile speeds. Speed variance decreased too. The decreases were larger for the Active Accelerator Pedal than for the “BEEP”-system. Both the Hungarian and the Spanish participants seem to have a positive attitude towards ISA in general. Both systems were perceived as useful and neither satisfying nor dissatisfying. However the attitudes to the two systems tested were more differentiated and got less positive after one month’s usage. Hungarian drivers seem to be more skeptical to the systems than the Spanish drivers. However, there are no clear differences between the countries when looking at the acceptance, where the only relatively clear difference is that the Hungarian drivers like the AAP less than the BEEP system.
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| 50. |
- Varhelyi, Andras, et al.
(författare)
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Effects of an active accelerator pedal on driver behaviour and traffic safety after long-term use in urban areas
- 2004
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 1879-2057 .- 0001-4575. ; 36, s. 729-737
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Tidskriftsartikel (refereegranskat)abstract
- The long-term effects of the active accelerator pedal were evaluated in the city of Lund in 2000 and 2001. The system, installed in 284 vehicles, produced a counterforce in the accelerator pedal at the speed limit. It could, however be overridden by pressing the accelerator pedal harder. The results showed that test drivers’ compliance with the speed limits improved considerably. Reduction in average speeds and less speed variation by the test vehicles indicate a great traffic-safety potential. Travel times were unaffected, while emission volumes decreased significantly.
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