Ahlstrom Christer, Kircher Katja
The Swedish National Road and Transport Research Institute (VTI), S-58195 Linköping, Sweden.
The Swedish National Road and Transport Research Institute (VTI), S-58195 Linköping, Sweden; Department of Behavioural Sciences and Learning, Linköping University, Linköping, Sweden.
Appl Ergon. 2017 Jan;58:414-423. doi: 10.1016/j.apergo.2016.08.001. Epub 2016 Aug 12.
While in-vehicle eco-driving support systems have the potential to reduce greenhouse gas emissions and save fuel, they may also distract drivers, especially if the system makes use of a visual interface. The objective of this study is to investigate the visual behaviour of drivers interacting with such a system, implemented on a five-inch screen mounted above the middle console. Ten drivers participated in a real-world, on-road driving study where they drove a route nine times (2 pre-baseline drives, 5 treatment drives, 2 post-baseline drives). The route was 96 km long and consisted of rural roads, urban roads and a dual-lane motorway. The results show that drivers look at the system for 5-8% of the time, depending on road type, with a glance duration of about 0.6 s, and with 0.05% long glances (>2s) per kilometre. These figures are comparable to what was found for glances to the speedometer in this study. Glance behaviour away from the windscreen is slightly increased in treatment as compared to pre- and post-baseline, mirror glances decreased in treatment and post-baseline compared to pre-baseline, and speedometer glances increased compared to pre-baseline. The eco-driving support system provided continuous information interspersed with additional advice pop-ups (announced by a beep) and feedback pop-ups (no auditory cue). About 20% of sound initiated advice pop-ups were disregarded, and the remaining cases were usually looked at within the first two seconds. About 40% of the feedback pop-ups were disregarded. The amount of glances to the system immediately before the onset of a pop-up was clearly higher for feedback than for advice. All in all, the eco-driving support system under investigation is not likely to have a strong negative impact on glance behaviour. However, there is room for improvements. We recommend that eco-driving information is integrated with the speedometer, that optional activation of sound alerts for intermittent information is made available, and that the pop-up duration should be extended to facilitate self-regulation of information intake.
虽然车载生态驾驶辅助系统有潜力减少温室气体排放并节省燃油，但它们也可能分散驾驶员的注意力，尤其是当系统使用视觉界面时。本研究的目的是调查驾驶员与安装在中控台上方的五英寸屏幕上的此类系统交互时的视觉行为。十名驾驶员参与了一项实际道路驾驶研究，他们沿着一条路线行驶九次（2次基线前驾驶、5次处理驾驶、2次基线后驾驶）。该路线长96公里，包括乡村道路、城市道路和双车道高速公路。结果表明，根据道路类型，驾驶员看向系统的时间占总时间的5 - 8%，扫视持续时间约为0.6秒，每公里有0.05%的长时间扫视（>2秒）。这些数据与本研究中看向速度计的情况相当。与基线前和基线后相比，处理阶段驾驶员离开挡风玻璃的扫视行为略有增加，后视镜扫视在处理阶段和基线后比基线前减少，速度计扫视比基线前增加。生态驾驶辅助系统提供连续信息，并穿插额外的建议弹出窗口（通过哔哔声提示）和反馈弹出窗口（无听觉提示）。约20%的声音触发的建议弹出窗口被忽略，其余情况通常在头两秒内被查看。约40%的反馈弹出窗口被忽略。反馈弹出窗口出现前立即看向系统的扫视次数明显高于建议弹出窗口。总体而言，所研究的生态驾驶辅助系统不太可能对扫视行为产生强烈负面影响。然而，仍有改进空间。我们建议将生态驾驶信息与速度计集成，提供间歇性信息的声音警报的可选激活功能，并延长弹出窗口的持续时间以促进信息摄入的自我调节。
