Basilio Numa, Morice Antoine H P, Marti Geoffrey, Montagne Gilles
Aix-Marseille Université, CNRS, ISM UMR 7287, Marseille, France.
Aix-Marseille Université, CNRS, ISM UMR 7287, Marseille, France
Hum Factors. 2015 Aug;57(5):879-94. doi: 10.1177/0018720815583581. Epub 2015 May 6.
The aim of this study was to answer the question, Do drivers take into account the action boundaries of their car when overtaking?
The Morice et al. affordance-based approach to visually guided overtaking suggests that the "overtake-ability" affordance can be formalized as the ratio of the "minimum satisfying velocity" (MSV) of the maneuver to the maximum velocity (V(max)) of the driven car. In this definition, however, the maximum acceleration (A(max)) of the vehicle is ignored. We hypothesize that drivers may be sensitive to an affordance redefined with the ratio of the "minimum satisfying acceleration" (MSA) to the A(max) of the car.
Two groups of nine drivers drove cars differing in their A(max). They were instructed to attempt overtaking maneuvers in 25 situations resulting from the combination of five MSA and five MSV values.
When overtaking frequency was expressed as a function of MSV and MSA, maneuvers were found to be initiated differently for the two groups. However, when expressed as a function of MSV/V(max) and MSA/A(max), overtaking frequency was quite similar for both groups. Finally, a multiple regression coefficient analysis demonstrated that overtaking decisions are fully explained by a composite variable comprising MSA/A(max) and the time required to reach MSV.
Drivers reliably decide whether overtaking is safe (or not) by using low- and high-order variables taking into account their car's maximum velocity and acceleration, respectively, as predicted by "affordance-based control" theory.
Potential applications include the design of overtaking assistance, which should exploit the MSA/A(max) variables in order to suggest perceptually relevant overtaking solutions.
本研究旨在回答“驾驶员在超车时是否会考虑其汽车的行动边界？”这一问题。
莫里西等人基于可供性的视觉引导超车方法表明，“可超车性”可供性可形式化为该机动的“最小满意速度”（MSV）与被驾驶汽车的最大速度（V(max)）之比。然而，在这个定义中，车辆的最大加速度（A(max)）被忽略了。我们假设驾驶员可能对用“最小满意加速度”（MSA）与汽车的A(max)之比重新定义的可供性敏感。
两组各九名驾驶员驾驶A(max)不同的汽车。他们被指示在由五个MSA和五个MSV值组合产生的25种情况下尝试超车机动。
当超车频率表示为MSV和MSA的函数时，发现两组启动机动的方式不同。然而，当表示为MSV/V(max)和MSA/A(max)的函数时，两组的超车频率相当相似。最后，多元回归系数分析表明，超车决策完全由一个包含MSA/A(max)和达到MSV所需时间的复合变量解释。
正如“基于可供性控制”理论所预测的，驾驶员通过分别考虑其汽车的最大速度和加速度的低阶和高阶变量，可靠地决定超车是否安全。
潜在应用包括超车辅助设计，应利用MSA/A(max)变量来提出在感知上相关的超车解决方案。
