The Effects of Telematics on Driver Distraction

2002 ◽  
Vol 46 (22) ◽  
pp. 1868-1870 ◽  
Author(s):  
Patrick Siebert ◽  
Mustapha Mouloua ◽  
Kendra Burns ◽  
Jennifer Marino ◽  
Lora Scagliola ◽  
...  
Keyword(s):  
Secondary Task ◽  
Cell Phone ◽  
Driving Simulator ◽  
Systems Design ◽  
Driver Distraction ◽  
Cellular Phones ◽  
Driver Safety ◽  
A Cell ◽  
Driving Task ◽  
Simulated Driving Task

This study used both cellular phones and analogue radio to measure driver distraction and workload in a low fidelity driving simulator. Thirty-four participants performed a simulated driving task while using either a cell phone or a radio in conjunction with a secondary task assessing their spare attentional capacity. The results showed that more lane deviations were made during the cell phone and radio tuning use than both of the pre-allocation and Post-allocation phases. The secondary task errors were also higher during both the cell phone and radio tuning allocation phase than the pre-allocation and post-allocation phases. These findings indicate the greater workload load levels associated with the use of telemetric devices. These findings have major implications for driver safety and telemetric systems design.

Behavioral Effects of Driver Distraction and Alcohol Impairment

2005 ◽  
Vol 49 (22) ◽  
pp. 1912-1916 ◽  
Author(s):  
Michael Rakauskas ◽  
Nicholas Ward
Keyword(s):  
Secondary Task ◽  
Cell Phone ◽  
Driving Simulator ◽  
Free Cell ◽  
Driver Distraction ◽  
Distracted Driving ◽  
Traffic Crashes ◽  
Car Following ◽  
Distraction Task ◽  
Alcohol Impairment

There remains some debate regarding secondary task distractions, such as cell phones, as a risk factor in traffic crashes and their relative risk compared to existing factors, such as engagement in common in-vehicle tasks and alcohol impairment. Moreover, studies of driver impairment often investigate single risk factors rather than combined factors (e.g. distraction task while drunk). This study compared non-distracted driving in a motion-based driving simulator to distracted driving (hands-free cell phone conversations, common in-vehicle tasks) either while sober or combined with alcohol (BAC 0.08). The results indicated that during a car following scenario, drivers engaged in the conversations or completing in-vehicle tasks were more impaired than drivers that were not involved in any distraction task. Indeed, both the cell phone and in-vehicle sources of distraction were generally more impairing than intoxication at the legal limit.

Factors That Affect Drivers’ Perception of Closing and an Immediate Hazard

2021 ◽  
pp. 001872082110090
Author(s):  
Bradley W. Weaver ◽  
Patricia R. DeLucia ◽  
Jason Jupe
Keyword(s):  
Cell Phone ◽  
Driving Simulator ◽  
Cognitive Task ◽  
Common Type ◽  
Accident Analysis ◽  
Automation Systems ◽  
Complex Scenes ◽  
A Cell ◽  
Driving Task ◽  
Letter Task

Objective To measure the looming threshold for when drivers perceive closing and an immediate hazard and determine what factors affect these thresholds. Background Rear-end collisions are a common type of crash. One key issue is determining when drivers first perceive they need to react. The looming threshold for closing and an immediate hazard are critical perceptual thresholds that reflect when drivers perceive they need to react. Method Two driving simulator experiments examined whether engaging in a cell phone conversation and whether the complexity of the roadway environment affect these thresholds for the perception of closing and immediate hazard. Half of the participants engaged in a cognitive task, the last letter task, to emulate a cell phone conversation, and all participants experienced both simple and complex roadway environments. Results Drivers perceived an immediate hazard later when engaged in a cell phone conversation than when not engaged in a conversation but only when the driving task was relatively less demanding (e.g., simple roadway, slow closing velocity). Compared to simple scenes, drivers perceived closing and an immediate hazard later for complex scenes but only when closing velocity was 30 mph (48.28 km/h) or greater. Conclusion Cell phone conversation can affect when drivers perceive an immediate hazard when the roadway is less demanding. Roadway complexity can affect when drivers perceive closing and an immediate hazard when closing velocity is high. Application Results can aid accident analysis cases and the design of driving automation systems by suggesting when a typical driver would respond.

Comparison of Primary and Secondary Task Measures as a Function of Simulated Vehicle Dynamics and Driving Conditions

1978 ◽  
Vol 20 (2) ◽  
pp. 233-244 ◽  
Author(s):  
Walter W. Wierwille ◽  
James C. Gutmann
Keyword(s):  
Task Performance ◽  
Vehicle Dynamics ◽  
Secondary Task ◽  
Driving Simulator ◽  
Driving Performance ◽  
Independent Variables ◽  
Moving Base ◽  
High Workload ◽  
Driving Task ◽  
Task Measure

In a previously reported experiment involving a moving base driving simulator with computer-generated display, secondary task measures of workload showed significant increases as a function of large changes in vehicle dynamics and disturbance levels. Because the secondary task measures appeared less sensitive than desired, driving performance measures recorded during the same experiment were later analyzed. Particular emphasis in examining the driving performance data was placed on (1) determining the degree of intrusion of the secondary task on the driving task as a function of the independent variables, and (2) on comparing the sensitivity of the primary and secondary task measures. The results showed the secondary task does intrude significantly upon the driving task performance at low workload levels, but that it does not significantly intrude at high workload levels. Also, when the four primary task measures were analyzed for sensitivity to the independent variables, new information was obtained indicating greater sensitivity than is obtained with the single secondary task measure. Steering ratio, for example, is found to affect performance at high disturbance levels—a result not obtained in examining the secondary task by itself. The merits of primary and secondary task performance analysis are discussed, and suggestions are made for future work.

Comparison of Five Mental Workload Assessment Procedures in a Moving-Base Driving Simulator

1979 ◽  
Vol 21 (2) ◽  
pp. 129-143 ◽  
Author(s):  
Thomas G. Hicks ◽  
Walter W. Wierwille
Keyword(s):  
Task Performance ◽  
Cardiac Arrhythmia ◽  
Secondary Task ◽  
Rating Scales ◽  
Driving Simulator ◽  
Mental Workload ◽  
Degree Of Freedom ◽  
Lateral Deviation ◽  
Subjective Opinion ◽  
Driving Task

Five methods of measuring mental workload (secondary task performance, visual occlusion, cardiac arrhythmia, subjective opinion rating scales, and primary task performance) were compared for sensitivity to changes in operator loading. Each was used to differentiate among low, medium, and high levels of workload defined in terms of the application point of crosswind gusts in a driving task. The driving task was produced using an automobile driving simulator with a six-degree of freedom computer generated display, a four-degree of freedom physical motion system, and a four-channel sound system. Techniques of mental workload measurement that have shown promise in previous studies were used as a between-subjects factor, and subjects were presented with a within-subject factor of wind gust placement. Gusts at the front of the vehicle represented high workload levels, and gusts toward the center of the vehicle represented progressively lower levels of workload. The results showed significant differences among workload levels for subjective opinion scales and primary performance measures of lateral deviation, yaw deviation, and steering reversals. A relative sensitivity estimate of these would be, from highest to lowest sensitivity, steering reversals and yaw deviation, rating scales, and lateral deviation. The techniques of occlusion, cardiac arrhythmia, and secondary task performance yielded no significant workload effect.

scholarly journals DESIGN AND PERFORMANCE OF MOBILE PHONE JAMMER

2020 ◽  
Vol 6 (12) ◽  
pp. 1-5
Author(s):  
Priti Y. Umratkar ◽  
Harshali Chalfe ◽  
S. K. Totade
Keyword(s):  
Mobile Phone ◽  
Mobile Phones ◽  
Mobile Communication ◽  
Cell Phone ◽  
Base Station ◽  
Cellular Phones ◽  
Coverage Area ◽  
Medical Centers ◽  
A Cell ◽  
And Performance

The continuously use of mobile phone can be attributed to it can use in any places and thus have become one of the most widely used devices in mobile communication which makes it so important in our lives. The convenience and portability of cellphones has made it possible to be carried everywhere. e.g Churches, lecture halls, medical centers etc. Its benefit can create disturbance in some places when there is continuous beeping or ringtones of cell phones which becomes annoying when such noise is disturbance in areas where silence is required or the use or of mobile phone is restricted or prohibited like Libraries and Study rooms A mobile phone jammer is an instrument used to prevent cellular phones from receiving signals from base station. It is a device that transmit signal on the same frequency at which the GSM system operates, the jamming success when the mobile phones in the area where the jammer is located are disabled. The mobile phone jammer unit is intended for blocking all mobile phone types within designated indoor areas. The mobile Phone Jammer is a 'plug and play' unit, its installation is quick and its operation is easy. Once the mobile Phone Jammer is operating, all mobile phones present within the jamming coverage area are blocked, and cellular activity in the immediate surroundings (including incoming and outgoing calls, SMS, pictures sending, etc.) is jammer. This paper focuses on the design of a cell phone jammer to prevent the usage of mobile communication in restricted areas without interfering with the communication channels outside its range.

Mitigating Teen Driver Distraction: In-Vehicle Feedback Based on Peer Social Norms

2019 ◽  
pp. 001872081989128
Author(s):  
Birsen Donmez ◽  
Maryam Merrikhpour ◽  
Mehdi Hoseinzadeh Nooshabadi
Keyword(s):  
Social Norms ◽  
Real World ◽  
Secondary Task ◽  
Driving Simulator ◽  
Driver Distraction ◽  
Significant Problem ◽  
Peer Norms ◽  
Vehicle Technologies ◽  
Opposite Gender ◽  
Peer Norm

Objective To investigate the efficacy of in-vehicle feedback based on peer social norms in mitigating teen driver distraction. Background Distraction is a significant problem among teen drivers. Research into the use of in-vehicle technologies to mitigate this issue has been limited. In particular, there is a need to study whether social norms interventions provided through in-vehicle feedback can be effective. Peers are important social referents for teens; thus, normative intervention based on this group is promising. Socially proximal referents have a greater influence on behavior; thus, tailoring peer norm feedback based on gender may provide additional benefits. Method In this study, 57 teens completed a driving simulator experiment while performing a secondary task in three between-subject conditions: (a) postdrive feedback incorporating same-gender peer norms, (b) postdrive feedback incorporating opposite-gender peer norms, and (c) no feedback. Feedback involved information based on descriptive norms (what others do). Results Teens’ self-reported frequency of distraction engagement was positively correlated with their perceptions of their peers’ engagement in and approval of distractions. Feedback based on peer norms was effective in reducing distraction engagement and improving driving performance, with no difference between same- and opposite-gender feedback. Conclusion/Application Feedback based on peer norms can help mitigate driver distraction among teens. Tailoring social norms feedback to teen gender appears to not provide any additional benefits. Longer-term effectiveness in real-world settings should be investigated.

Situation Awareness in Driving While Using Adaptive Cruise Control and a Cell Phone

2005 ◽  
Vol 49 (3) ◽  
pp. 381-385 ◽  
Author(s):  
Ruiqi Ma ◽  
Mohamed A. Sheik-Nainar ◽  
David B. Kaber
Keyword(s):  
Situation Awareness ◽  
Cell Phone ◽  
Adaptive Cruise Control ◽  
Objective Measure ◽  
Cruise Control ◽  
Safe Driving ◽  
Phone Calls ◽  
A Cell ◽  
Driving Task ◽  
Driving Conditions

This research investigated the effects of an adaptive cruise control (ACC) system, and cell phone use in driving, on a direct objective measure of situation awareness (SA). Subjects drove a virtual car in a medium-fidelity driving simulation and performed a following task. Half of the subjects were required to respond to cell phone calls and all subjects completed trials with and without use of the ACC system. SA was measured using a simulation freeze technique and SA queries on the driving situation. Results indicated use of the ACC system to improve driving task SA under normal driving conditions, and cell phone conversations degraded SA. Results also revealed the ACC system to improve safe driving headway distance. Although the deviations in headway distance from an optimum were greater during cell phone conversations, this did not prove to be significant in terms of performance under normal driving conditions.

scholarly journals Guilt and Shame of What Might Have Been in Optimistic Offender Drivers

2021 ◽  
Vol 12 ◽  
Author(s):  
Carlos Hugo Criado del Valle
Keyword(s):  
Driving Simulator ◽  
External Factors ◽  
The Other ◽  
Situational Context ◽  
Repeat Offender ◽  
Internal Resources ◽  
Driving License ◽  
Driving Task ◽  
Internal And External Factors ◽  
Simulated Driving Task

Habitual offender drivers are required to recover points lost on their driving license by attending reeducation courses, an experience that may, upon reflection of the incident in question, induce feelings of guilt or shame for the infractions they committed. A simulated driving task studied optimistic offender drivers to analyze the extent to which the controllability of the situational context influenced their use of internal and external factors in counterfactual thoughts and emotions such as guilt and shame. The study involved 160 drivers, of whom 54 were categorized as repeat offender drivers while 106 drivers attended courses for advanced professional driving licenses. The participants drove along a route in a driving simulator, which had been previously adjusted for the difficulty to generate a perception of high or low control. Based on the outcome obtained by the participants in this stage, each driver had to report which resources they required to improve their outcomes. Different factor ANOVAs were used to analyze our findings. The results indicated that optimistic offenders, unlike other groups (i.e., optimistic non-offender and pessimistic non-offender), thought that their results could have been better if external factors had been present (i.e., upward counterfactuals), both under conditions of high and low control. They believed their results would have been worse had it not been for their internal resources (i.e., downward counterfactuals), especially under conditions of low control. Concerning emotions of guilt and shame, offender optimists had the lowest values in both conditions compared with the other groups. We may contend that optimistic offender drivers thought they could have obtained better outcomes if external factors had been involved. In the low control condition, they justified that if it were not for such internal skills, their results could have been worse. When they generated such thoughts, the emotions of guilt and shame were minimal.

Does automated driving affect time-to-collision judgments?

2018 ◽  
Vol 62 (1) ◽  
pp. 1833-1833 ◽  
Author(s):  
Natalie R. Lodinger ◽  
Patricia R. DeLucia
Keyword(s):  
Reaction Time ◽  
Visual Information ◽  
Secondary Task ◽  
Driving Simulator ◽  
Cognitive Resources ◽  
Automated Driving ◽  
Time To Collision ◽  
Perceptual Judgments ◽  
Driving Task ◽  
Lead Vehicle

Automation presumably frees cognitive resources because drivers do not have to control the vehicle. Those resources may be reallocated to processing visual information relevant to driving, such as optic flow, which is relevant for judgments of time-to-collision (TTC). On the other hand, drivers may not use cognitive resources freed during automation to process information relevant to the driving task and improve performance. Drivers may choose to allocate cognitive resources freed during automation to non-driving, secondary tasks (Merat, Jamson, Lai, & Carsten, 2012; Rudin-Brown & Parker, 2004). Therefore, automated driving may lead to performance decrements, particularly when drivers need to resume manual control of the vehicle (Strand, Nilsson, Karlsson, & Nilsson, 2014). The current study compared TTC judgments between automated and manual driving, using a prediction-motion (PM) task which presumably relies on cognitive resources (Tresilian, 1995). We included a braking task to determine whether we could replicate prior reports that drivers brake later during automated driving compared to manual driving (Rudin-Brown & Parker, 2004; de Winter, Happee, Martens & Stanton, 2014). Including PM and braking tasks let us determine whether automation affected only responses (i.e., brake reaction time) or also affected visual perception (i.e., TTC estimation). We hypothesized that automation would affect perceptual judgments rather than solely responses. We expected TTC judgments to be more accurate during automated driving compared to manual driving. We also expected that adding a secondary task that demands cognitive resources would be more detrimental to TTC judgments during automation because the driver would place more cognitive resources on the secondary task during automation than when manually controlling the vehicle. With a driving simulator, participants completed eight drives using manual or automated driving. During half of the drives, participants completed a secondary task, the twenty questions task (TQT), in addition to driving. The TQT is presumably similar to a cell phone conversation because it uses a “question and answer” format (Horrey, Lesch, & Garabet, 2009; Merat et al., 2012, p. 765). At the end of each drive, a critical incident occurred. A vehicle directly in front of the participant’s vehicle decelerated at a rate faster than the automation was capable of braking. Therefore, the automation did not respond to this vehicle’s deceleration. In the braking task, participants used the brake pedal to avoid collision with the lead vehicle. In the PM task, the lead vehicle decelerated for between 0.24 and 3.04 s and then the screen went black. Participants pressed a button to indicate when they thought their vehicle would have hit the lead vehicle if the vehicles’ motions continued in the same manner after the screen went black. Results suggest that automation can affect perceptual judgments in addition to driving responses (e.g., braking). TTC judgments were more accurate, and brake reaction time was faster, during automated driving than manual driving. This occurred even while performing a cognitively-demanding secondary task, suggesting that participants used resources freed by automation to process visual information relevant to TTC judgments rather than complete non-driving tasks. To realize this safety benefit, it is important to design automated systems so that freed cognitive resources are assigned to information relevant to the driving task and not to non-driving tasks.

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