城市交叉口车路网联信息对青年驾驶人驾驶行为的影响分析

翟俊达; 鲁光泉; 陈发城; 刘淼淼

doi:10.3963/j.jssn.1674-4861.2022.01.015

城市交叉口车路网联信息对青年驾驶人驾驶行为的影响分析

doi: 10.3963/j.jssn.1674-4861.2022.01.015

翟俊达^{1, 2,},
鲁光泉^{1, 2, 3, ,},
陈发城^{1, 2},
刘淼淼^{1, 2, 4}

1.
北京航空航天大学交通科学与工程学院北京 100191
2.
北京航空航天大学车路协同与安全控制北京市重点实验室北京 100191
3.
北京航空航天大学大数据科学与脑机智能高精尖创新中心北京 100191
4.
交通运输部公路科学研究所北京 100088

基金项目:

国家重点研发计划项目 2018YFB1600500

国家自然科学基金项目 52131204

详细信息

作者简介:
翟俊达（1995—），博士研究生.研究方向：驾驶行为.E-mail：zhaijunda@buaa.edu.cn

通讯作者:
鲁光泉（1974—），博士，教授. 研究方向：驾驶行为、车路协同控制.E-mail：lugq@buaa.edu.cn

中图分类号: U491.6
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出版历程
- 收稿日期: 2021-09-27
- 网络出版日期: 2022-03-31

Effects of Information from Connected Vehicles and Infrastructure on Driving Behavior of Young Drivers at Urban Intersections

ZHAI Junda^{1, 2
,},
LU Guangquan^{1, 2, 3
, ,},
CHEN Facheng^{1, 2},
LIU Miaomiao^{1, 2, 4}

1.
School of Transportation Science and Engineering, Beihang University, Beijing 100191, China
2.
Beijing Key Laboratory for Cooperative Vehicle Infrastructure Systems and Safety Control, Beihang University, Beijing 100191, China
3.
Beijing Advanced Innovation Center for Big Data and Brain Computing, Beihang University, Beijing 100191, China
4.
Research Institute of Highway, Ministry of Transport, Beijing 100088, China

摘要

摘要:
基于驾驶模拟器设计了城市道路信号和无信号交叉口场景下的模拟驾驶实验，研究网联信息的存在和内容对青年驾驶人工作负荷和操纵行为的影响。实验共包括被试26人，均为22~30岁的青年驾驶人。结果表明：对无信号交叉口（区分次干路直行车辆和主路对向左转车辆）或信号交叉口红灯时间即将结束时，网联信息可以显著降低青年驾驶人的工作负荷，有效降低心率增长值（信号交叉口：减少1.95 beats/min；无信号交叉口：分别减少2.96 beats/min和3.29 beats/min）。此外，网联信息还可以显著降低青年驾驶人的制动反应时间（信号交叉口：降低2.35 s；无信号交叉口：分别降低2.71 s和2.09 s），减少车辆速度标准差（信号交叉口：31.33%；无信号交叉口：分别减少47.40%和60.23%），提升了驾驶稳定性。在信号交叉口车辆行进方向的红灯时间即将结束时，相比于指示信息，车路网联指令信息可使制动反应时间减少3.47 s，车辆的速度标准差减少39.10%。
- 智能交通 /
- 驾驶行为 /
- 网联信息 /
- 青年驾驶人 /
- 城市交叉口
Abstract:
This paper aims to investigate the effects ofthe existence and content of information from connected vehicles and infrastructure (CVI) ondriving workload and behavior of young drivers at signalized and non-signalized intersections. Driving simulationsfor such intersectionsin urban areas are developed, in which 26 young drivers aged between 22 and 30 are involved. The results show that: such information can significantly reduce the workload of young driversand the increase in heart rate reduced by 1.95 beats/min for signalized intersections and 2.96 beats/min or 3.29 beats/min for non-signalized intersections, respectively. In addition, such information can significantly reduce the response time for braking actions of young drivers with 2.35 s at signalized intersections and 2.71 s or 2.09 s at non-signalized intersections respectively. It is also found that it can improve the stability of vehicles in reducing the standard deviations of vehicle speed by 31.33% for signalized intersections and 47.40% or 60.23% for non-signalized intersections, respectively. In addition, when thered phase of the vehicle moving direction at signalized intersections is about to end, the command information from CVI can significantly reduce the response time of young drivers by 3.47s, and the standard deviation of vehicle speed by 39.10%, compared to the effectiveness of regular instruction information.
- intelligent transportation /
- driving behavior /
- connected information /
- young driver /
- urban intersection

HTML全文

图 1 驾驶模拟器

Figure 1. Driving simulator

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图 2 场景和协同信息示意图

Figure 2. Diagram of the scenarios and the connected information

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图 3 驾驶人心率增长值示意图

Figure 3. Diagram of drivers' heart rate increase

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图 4 车辆速度标准差示意图

Figure 4. Diagram of standard deviation of vehicle' s velocity

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图 5 驾驶人制动反应时间示意图

Figure 5. Diagram of drivers'brake reaction time

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图 6 网联信息级别对驾驶人心率增长值和车辆速度标准差的影响

Figure 6. The effects of the levels of connected information on driver's heart rate increase and standard deviation of vehicle's velocity

下载: 全尺寸图片幻灯片

表 1 交叉口场景描述

Table 1. Description of the intersection scenarios

场景编号	是否有信号灯	冲突类别	场景描述
1	有	进入交叉口	绿灯即将结束，加速，通过前方交叉口
2			绿灯即将结束，加速，通过前方交叉口
3			红灯即将结束，减速，避免停车，通过前方交叉口
4			红灯即将结束，减速，避免停车，通过前方交叉口
5	无	与次干路直行车辆冲突	优先到达冲突点，加速通过
6		与次干路直行车辆冲突	滞后到达冲突点，减速让行
7		与主路对向左转车辆冲突	优先到达冲突点，加速通过
8		与主路对向左转车辆冲突	滞后到达冲突点，减速让行

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表 2 网联信息具体内容

Table 2. Details of the connected information

场景编号	网联信息水平	网联信息
1	指示信息	“距离信号交叉口150 m，距离本次绿灯结束13 s”
2	指示信息	“请加速至60 km/h通过前方信号交叉口”
3	指示信息	“距离信号交叉口150 m，距离本次红灯结束16 s”
4	指示信息	“请减速至30 km/h通过信号交叉口，避免停车”
5	指示信息	“注意右侧直行车辆，请加速通过”
6	指示信息	“注意右侧直行车辆，请减速让行”
7	指示信息	“注意对向左转车辆，请加速通过”
8	指示信息	“注意对向左转车辆，请减速让行”

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表 3 无信息组和信息组的驾驶人年龄、性别和驾龄变量检验

Table 3. Variable tests of drivers' age, gender and driving experience between information and non-information group

组别（人数/人）	年龄（标准差）/岁	性别（男/女）	驾龄（标准差）/年
无信息组（11）	24.72（2.38）	64%/36%	3.64（1.82）
信息组（12）	25.08（2.72）	67%/33%	4.42（1.89）
非参数检验	χ²= 0.097	χ²= 0.068	χ²= 0.943
非参数检验	p =0.756	p =0.795	p =0.332

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表 4 评价指标详细描述

Table 4. Description of the indicators

评价指标	描述
心率增长值	计算方式为从事件开始时刻到驾驶人通过交叉口这段时间内的心率平均值减去该被试的基准状态心率平均值，用于评价驾驶人工作负荷
速度标准差	从事件触发时刻开始到通过交叉口，自车行驶速度的标准差，常被用于评价车辆纵向稳定性
制动反应时间	仅用于需要驾驶人减速的事件，定义为从事件触发时刻到制动踏板行程超过全部行程的10%所经过的时间^[34-35]

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