Maximum Deceleration Rate Research Articles

Exploratory analysis of evasion actions of powered two-wheeler conflicts at unsignalized intersection

The study investigates the braking and steering evasions of powered two-wheelers (PTWs) during severe conflicts observed at an unsignalized intersection. Traffic conflicts were detected using a surrogate safety indicator called anticipated collision time (ACT). Then the peak-over-threshold approach was used to identify the severe conflicts and the evasive actions. Conflicts between right-turning PTWs and through-moving vehicles, through-moving PTWs crossing through-moving vehicles, and merging/diverging PTWs were analyzed using the minimum ACT (ACTmin), maximum deceleration rate (DRmax), maximum yaw rate (YRmax), and time of evasive action (TEA). The evasive actions were classified into five categories: driver/rider error, no-evasion, braking-only, steering-only, and both braking and steering. Analysis reveals that right-turning PTWs experience higher crash risk (0.7 %) than the other movements. PTW riders primarily employ extreme steering maneuvers (greater than 13 degrees/s) to evade conflicts, whereas braking rates lie in the normal ranges (less than 1.5 m/s2). The time of evasive action varies between 2.04 and 2.44 s, with the right-turning PTW riders responding early. Through-moving riders commit errors while evading severe conflicts and perform fewer evasive actions than right-turning and merging/diverging riders. Right-turning riders perform more steering-only evasions than braking-only, whereas the riders involved in the other two conflicts execute more braking-only evasions. These findings suggest that conflict type influences riders' braking and steering responses. Hence, future applications in advanced driver/rider assistance systems and training programs should consider appropriate evasive action strategies for different conflict types.

Non-stationary crash risk modelling of powered two-wheelers using extreme value analysis of surrogate crash events

Evaluating the impact of evasive actions such as braking and steering on the crash risk assessment of vehicles is a scarce endeavor due to the lack of relevant data. This study uses Extreme Value Theory to investigate and model the effect of evasive actions on the sideswipe crash risk of powered two-wheelers (PTWs) moving on multilane rural highways. The crash risk was projected from the observed sideswipe conflicts that were quantified using a surrogate safety indicator called anticipated collision time (ACT). The vehicle trajectory data extracted from traffic videos, collected using an unmanned aerial vehicle, was used as the input for the analysis. The data was denoised using a state-of-the-art trajectory reconstruction method called recursively ensembled low pass filtering. Once the conflicts were identified from the trajectory data, the crash risk models were developed considering five covariates: maximum deceleration rate, maximum yaw rate, and the times spent in decelerating, accelerating, and steering during a sideswipe conflict. These covariates were used to capture the non-stationarity in the traffic conflict extremes. The best performing non-stationary model was selected by comparing the negative log-likelihood values with the stationary-one. The findings suggest that the PTWs experience significant sideswipe crash risk on four-lane (crash risk 0.09%) and six-lane (crash risk 0.17%) highways. The sideswipe crash risk of PTWs increases with the increase in the intensity of braking and steering actions measured in terms of maximum deceleration and yaw rates. Further, this study emphasizes that incorporating the effects of evasive actions in the crash risk estimation and developing non-stationary models could significantly improve the precision of crash frequency estimates. Based on the findings it can be concluded that for the safety improvement of PTWs on multilane highways, lane-restriction should be imposed which can increase the safety margin during sideswipe conflicts.

Effect of Situation Kinematics on Drivers’ Rear-End Collision Avoidance Behaviour—A Combined Effect of Visual Looming, Speed, and Distance Analysis

Considering the large proportion of rear-end collisions occurring in our daily life and the severity it may lead to, the objective of this study was to investigate the effect of situation kinematics on drivers’ rear-end collision avoidance behaviour after brake onset. A wide range of lead vehicle deceleration scenarios were designed based on driving simulator experiments to collect drivers’ deceleration behaviour data. Different from measures (e.g., speed, the lead vehicle’s deceleration et al.) often adopted in previous studies, a visual looming-based measure at different time points was calculated combined with analysis of speed and distance to quantify situation kinematics in this study. The Spearman’s nonparametric rank correlation test was firstly conducted to examine the correlation between visual looming-based metrics and related deceleration behaviour. The mixed model was performed on drivers’ brake jerk and maximum deceleration rate, while the logistic model was then performed to predict the probability of the occurrence of rear-end collisions. Spearman’s nonparametric test showed that both deceleration ramp-up and drivers’ maximum deceleration rate increase significantly as the looming traces increase faster. Results of the logistic model indicated that the probability of occurrence of a potential collision might be higher if the situation at the brake onset is quite urgent and braking is moderate. It was demonstrated that both drivers’ deceleration ramp-up and maximum deceleration rate could be highly kinematic-dependent, and visual looming, driving speed, and distance can be useful information for drivers to take relative deceleration actions.

Eye movement as a function to explore the effects of improved signs design and audio warning on drivers’ behavior at STOP-sign-controlled grade crossings

Train-vehicle collisions at STOP-sign-controlled grade crossings attract many concerns in China and across the world. Researchers have demonstrated that the cost-effective approaches to improve grade crossing safety are the redesign of signs and pavement markings as well as the application of in-vehicle audio warning. However, the impacts of improved signs design and audio warning on drivers’ visual performance have barely been discussed. This study explored the effects of improved signs design and audio warning on drivers’ eye movement patterns and driving behavior at STOP-sign-controlled grade crossings, by conducting a driving simulator experiment. Three types of grade crossing scenarios: 1) the conventional signs design (Baseline), 2) improved signs design (PS), and 3) improved signs design and three-stage audio warning (PSW), were modeled in a driving simulation system and tested under a series of train TTC (no train, 4 s, 7 s, 10 s, 13 s) conditions. Foggy conditions and drivers’ characteristics, i.e., gender and vocation were considered in the experiment design. Seven variables describing both drivers’ fixation patterns and driving performance were collected and analyzed in this study, e.g., total fixation duration, distance to stop line at the first fixation, fixation transition probability, stop compliance, speed, maximum deceleration rate and minimum time-to-collision. Results revealed that the improved design of signs and the audio warning could prime drivers’ expectation of the grade crossing in advance since drivers could drive at a lower speed, perceive signs timely, and conduct an earlier visual search for the train with these countermeasures. Besides, in PS and PSW scenarios, drivers attached more importance to the STOP sign, and they were more cautious in estimating the time-to-arrival of the train by repeatedly fixating on these two areas. The improvement in fixation performance of drivers in PS and PSW contributed to a more comfortable deceleration. Compared with no warning scenarios, higher compliance rates were observed with audio warning, especially with a short train TTC (4 s and 7 s). However, no significant difference was found between PS and Baseline, indicating the limited safety benefits of improved signs design. Minimum time-to-collision for those drivers who ignored the warning did not increase significantly in both PS and PSW. Additionally, heavy fog limited drivers’ perception of signs and led to a later and shorter fixation. For gender effect, males had a lower fixation duration on the STOP sign and lower compliance rate than females. Moreover, female drivers could perceive the approaching train earlier than males, especially in PS and PSW. These findings suggested that the improved signs design and in-vehicle audio warning improved drivers’ visual and behavioral performance and had the potential to enhance safety at STOP-sign-controlled grade crossings.

How effective are pedestrian crash prevention systems in improving pedestrian safety? Harnessing large-scale experimental data

Over the past few years, the number of fatalities and severe injuries of vulnerable road users, particularly pedestrians, has risen substantially. Clearly, the safe mobility of pedestrians is critical in our transportation system. Technology can help reduce vehicle–pedestrian crashes, fatalities, and injuries. Emerging technologies such as pedestrian crash prevention (PCP) systems utilized in on-road vehicles have the potential to mitigate pedestrian crash severity or prevent crashes. However, the reliability and effectiveness of these technologies have remained uncertain. This study contributes toward understanding the effectiveness of PCP systems utilized in on-road vehicles with a low level of automation by investigating two crossing and one longitudinal scenarios. The Insurance Institute for Highway Safety field test data from 2018 to 2021 is harnessed, where several on-road vehicles and their PCP systems are evaluated in terms of safety. The large-scale experimental dataset is comprised of 3095 tests of 91 vehicles with different sizes, makes, and models. The empirical results indicate that in hazardous pedestrian-vehicle conflict situations, the performance of PCP systems has been improved during recent years. The test data shows that some pedestrians were undetected in some tests, but on average, in 70% of the tests, the PCP systems avoided pedestrian crashes. However, for the occurred crashes, PCP systems, on average, were able to mitigate impact speeds of >50%. In real-life situations, this could translate to substantial reductions in injury and fatality risk. Through rigorous analysis, the associations of key factors in the studied scenarios and the performance of PCP systems are explored and discussed in this paper. The modeling results show that increasing the maximum deceleration rate of the PCP system and lower weight of vehicles can significantly improve the performance of the PCP system by decreasing the speed at impact with pedestrians. The average maximum deceleration utilized in PCP systems has been increased over time from 7.48 m/s2 in 2018 to 9.36 m/s2 in 2021. This can be one of the reasons behind the improvement of PCP systems during recent years.

AN ANALYSIS OF TYPE I DILEMMA ZONE AT SIGNALISED INTERSECTIONS

Intersections, for vehicles coming from different directions, are conflict points in road networks. When a driver approaching a signalised intersection encounters the yellow light, he/she is in a dilemma either to safely stop or to pass through the intersection during clearance time. The decision to stop or to pass may change depending on some factors such as duration of yellow light, deceleration and acceleration rate, width of intersection, speed and length of vehicle, etc. This study aims to put forth the effects of some related factors affecting the length of the Type I dilemma zone. To perform this study, five factors including vehicle speed, maximum deceleration rate, perception-reaction time, clearance time, the total intersection width-vehicle length were considered and a total of 648 different traffic cases were investigated. The study results showed that the Type I dilemma zone length increased with the increase of speed, total intersection width-vehicle length and perception-reaction time, but decreased with the increase of clearance time and deceleration rate.

Examining the efficacy of improved traffic signs and markings at flashing-light-controlled grade crossings based on driving simulation and eye tracking systems

The majority of the collisions at grade crossings occurred at flashing-light-controlled grade crossings. Understanding drivers’ behaviors and visual performances in the process of approaching the crossings is the foundation of improving crossing safety. This study aims at utilizing driving simulation and eye tracking systems to investigate the efficacy of improved traffic signs and pavement markings (PSM) at flashing-light-controlled grade crossings. The improved signs and markings were modeled in a driving simulation system and tested with a series of flashing light trigger time (FLTT) ranging from 2 s to 6 s with 1 s interval increment. Foggy conditions and drivers’ genders and vocations were considered in experiment design. Thirty-six fully-licensed drivers between 30 and 48 years participated in the experiment. Several eye-movement and behavioral measures were adopted as reflections of the subjects’ performances, including the first fixation time on signs and signals and distance to stop line, total fixation duration, compliance rate, stop position, average speed at the stop line, maximum deceleration rate and brake response time. Results showed that compared with traditional grade crossings signs and pavement markings, drivers could perceive signs timelier and fixate on the flashing-light signal earlier in PSM, especially in the scenarios of earlier FLTTs. The improvement in fixation performance and sign design contributed to a higher stop compliance rate. Importantly, it was found that drivers would hesitate to decide whether to stop or cross facing with flashing red lights, which is similar to the dilemma zone of roadway intersections. Drivers were more likely to fall into the dilemma zones when FLTT was <4 s. When FLTT was 2 s, it was particularly difficult to stop in front of the stop line. Moreover, under a foggy condition, drivers had a difficulty in searching signs and had a longer brake response time compared with a clear condition. For the characteristics of drivers, male drivers had longer fixation duration on signs than females. Professional drivers had a higher maximum deceleration rate compared with non-professional drivers. Above findings implied that improved traffic signs and markings would have a potential to improve traffic safety and deserve a field implementation in the future.

Evaluation of fog warning system on driving under heavy fog condition based on driving simulator

Purpose Heavy fog results in low visibility, which increases the probability and severity of traffic crashes, and fog warning system is conducive to the reduction of crashes by conveying warning messages to drivers. This paper aims at exploring the effects of dynamic message sign (DMS) of fog warning system on driver performance. Design/methodology/approach First, a testing platform was established based on driving simulator and driver performance data under DMS were collected. The experiment route was consisted of three different zones (i.e. warning zone, transition zone and heavy fog zone), and mean speed, mean acceleration, mean jerk in the whole zone, ending speed in the warning zone and transition zone, maximum deceleration rate and mean speed reduction proportion in the transition zone and heavy fog zone were selected. Next, the one-way analysis of variance was applied to test the significant difference between the metrics. Besides, drivers’ subjective perception was also considered. Findings The results indicated that DMS is beneficial to reduce speed before drivers enter the heavy fog zone. Besides, when drivers enter a heavy fog zone, DMS can reduce the tension of drivers and make drivers operate more smoothly. Originality/value This paper provides a comprehensive approach for evaluating the effectiveness of the warning system in adverse conditions based on the driving simulation test platform. The method can be extended to the evaluation of vehicle-to-infrastructure technology in other special scenarios.

Optimal vehicle trajectory planning scheme considering passengers’ comfort for advanced driving assistance

Speed guidance is a significant application in the driver assistance system or driverless automated system. Considering passengers’ comfort under different road conditions, this paper proposes an optimal vehicle speed trajectory planning strategy using the nonlinear programming solution method. In this method, the Pearl curve is taken as the basic model to describe the time-interval characteristics so that the speed and acceleration variation can be further obtained. Taking the weighted dimensionless average accelerated speed and vehicle travelling time as optimal objective, and the speed limit of intersection, speed limit of section, the position of the intersection, the maximum acceleration and deceleration rates, and the arrival time at the downstream intersection as constraints, a multi-variable and single-objective optimization model is built and calculated using Genetic Algorithm after discretization process of the original continuous acceleration variation curve. Results from case study shows that the proposed method presents substantial performance in planning a vehicle trajectory with optimal comfort on the basis that the vehicle arrives the downstream intersection as early as possible.

Calculating the Brake-Application Time of AEB System by Considering Maximum Deceleration Rate during a Primary Accident in Penang's Urban Road

&#x0D; &#x0D; &#x0D; An experimental study of the brake-application time of Autonomous Emergency Braking (AEB) system considering the primary accident in an urban area was proposed. Since the functionality of the brake-application time is varied between manufacturers and models, the brake-application time of AEB system must be verified based on driving behaviour in Malaysia. A primary accident was simulated to acquire vehicle deceleration rate in real condition by driving an ego vehicle at a different set of vehicle speeds. The study is focussed on the urban roads in the north region of West Malaysia, i.e. Penang. As a benchmark in this study, the brake-application time (2.6 s) introduced by Mercedes-Benz in the PRE-SAFE® Brakes technology was referred. A new braking permission time was proposed by calculating a minimum deceleration distance and Time-to-Collison (TTC) confirmation time required to brake based on maximum deceleration when a primary accident was simulated. It was found that the brake-application time recommended for the AEB system, specifically AEB City conveys the real driving condition of Penang when a primary accident happens in the urban area. To have a smooth braking and an optimum braking performance during a primary accident, the Forward Collision Warning (FCW) should be activated at TTC ≤ 4.6 s. The partial braking (PB) should be activated automatically when the TTC is approximately 2.9 s. While the automated full braking (FB) phase should begin when the TTC reaches 1.1 s.&#x0D; &#x0D; &#x0D;

False lumen pressure estimation in type B aortic dissection using 4D flow cardiovascular magnetic resonance: comparisons with aortic growth

BackgroundChronic type B aortic dissection (TBAD) is associated with poor long-term outcome, and accurate risk stratification tools remain lacking. Pressurization of the false lumen (FL) has been recognized as central in promoting aortic growth. Several surrogate imaging-based metrics have been proposed to assess FL hemodynamics; however, their relationship to enlarging aortic dimensions remains unclear. We investigated the association between aortic growth and three cardiovascular magnetic resonance (CMR)-derived metrics of FL pressurization: false lumen ejection fraction (FLEF), maximum systolic deceleration rate (MSDR), and FL relative pressure (FL ΔPmax).MethodsCMR/CMR angiography was performed in 12 patients with chronic dissection of the descending thoracoabdominal aorta, including contrast-enhanced CMR angiography and time-resolved three-dimensional phase-contrast CMR (4D Flow CMR). Aortic growth rate was calculated as the change in maximal aortic diameter between baseline and follow-up imaging studies over the time interval, with patients categorized as having either ‘stable’ (< 3 mm/year) or ‘enlarging’ (≥ 3 mm/year) growth. Three metrics relating to FL pressurization were defined as: (1) FLEF: the ratio between retrograde and antegrade flow at the TBAD entry tear, (2) MSDR: the absolute difference between maximum and minimum systolic acceleration in the proximal FL, and (3) FL ΔPmax: the difference in absolute pressure between aortic root and distal FL.ResultsFLEF was higher in enlarging TBAD (49.0 ± 17.9% vs. 10.0 ± 11.9%, p = 0.002), whereas FL ΔPmax was lower (32.2 ± 10.8 vs. 57.2 ± 12.5 mmHg/m, p = 0.017). MSDR and conventional anatomic variables did not differ significantly between groups. FLEF showed positive (r = 0.78, p = 0.003) correlation with aortic growth rate whereas FL ΔPmax showed negative correlation (r = − 0.64, p = 0.026). FLEF and FL ΔPmax remained as independent predictors of aortic growth rate after adjusting for baseline aortic diameter.ConclusionComparative analysis of three 4D flow CMR metrics of TBAD FL pressurization demonstrated that those that focusing on retrograde flow (FLEF) and relative pressure (FL ΔPmax) independently correlated with growth and differentiated patients with enlarging and stable descending aortic dissections. These results emphasize the highly variable nature of aortic hemodynamics in TBAD patients, and suggest that 4D Flow CMR derived metrics of FL pressurization may be useful to separate patients at highest and lowest risk for progressive aortic growth and complications.

Comparison of threshold determination methods for the deceleration rate to avoid a crash (DRAC)-based crash estimation

There is an increased interest in the use of traffic conflicts as a surrogate safety measure and several traffic conflict indicators have been developed. One of these indicators is the deceleration rate to avoid a crash (DRAC). Generally, the greater the DRAC value, the higher the crash risk and a crash would occur when the DRAC exceeds the maximum available deceleration rate (MADR). It is noted that the MADR varies considerably for individual vehicles and depends on many factors such as the pavement conditions, vehicle weight, tire, and the braking system. Previous studies usually either set a specific value for the MADR or randomly sample values from a truncated normal distribution of MADR. However, little is known about which threshold determination approach is better. Therefore, this study aims to compare the threshold determination approaches for DRAC-based crash estimation applying Bayesian hierarchical extreme value modeling. Using traffic conflict and crash data collected from four signalized intersections in the city of Surrey, several Bayesian hierarchical models are developed for five specific values of MADR and values from two truncated normal distributions of MADR. The crash frequencies estimated from these models were compared with observed crashes. The results show that, in terms of DRAC-based crash estimation accuracy, the truncated normal distribution N(8.45, 1.42)I(4.23, 12.68) of MADR outperforms other determination methods of MADR. Moreover, in terms of DRAC-based crash estimation accuracy and precision, the use of multisite Bayesian hierarchical models outperforms the at-site models. The truncated normal distribution N(8.45, 1.42)I(4.23, 12.68) of MADR is therefore recommended for DRAC-based crash estimation.

Effect of warning message on driver’s stop/go decision and red-light-running behaviors under fog condition

The red-light-running (RLR) warning system has substantial potentials in helping drivers make proper stop/go decisions and reducing the RLR violations. Adverse foggy weather degrades drivers’ performances and may also affect the effectiveness of the RLR warning system. However, limited research has been conducted regarding the impact of the RLR warning on driving performances under foggy weather. Thus, this study aims to explore drivers’ decision-making process and RLR behaviors at intersection dilemma zones and evaluate the effectiveness of the RLR auditory-warning (RLR-AW) system in both fog and clear weather conditions. A concept of the RLR-AW system was proposed and designed in a driving simulator experiment. The simulated driving with the RLR-AW system was conducted in both clear and foggy weather conditions. The results show that drivers took compensation actions in fog while approaching the intersection, such as driving at lower speeds and using harder maximum brakes. The RLR-AW was able to reduce RLR rates in both clear and fog conditions, and drivers tended to respond more quickly and take smoother brake reactions with the RLR-AW provided. Moreover, the RLR-AW showed more remarkable influences on drivers’ behaviors in fog with higher decrement in brake reaction time and maximum deceleration rate. Overall, findings of the study shed light on the design of in-vehicle RLR-AW system and highlight the necessity of drivers applying the system in adverse weather conditions.

Variations in Naturalistic Driving Behavior and Visual Perception at the Entrances of Short, Medium, and Long Tunnels

Driver behavior and visual perception are very important factors in the management of traffic accident risk at tunnel entrances. This study was undertaken to analyze the differences in driving behavior and visual perception at the entrances of three types of tunnels, namely, short, medium-length, and long tunnels, under naturalistic driving conditions. Using three driving behavior indicators (speed, deceleration, and position) and two visual perception indicators (fixation and saccade), the driving performance of twenty drivers at six tunnels (two tunnels per condition) was comparatively analyzed. The results revealed that the speed maintained by the drivers prior to deceleration with braking under the short-tunnel condition was significantly larger than that under the medium- and long-tunnel conditions and that the drivers had a greater average and maximum deceleration rates under the short-tunnel condition. A similar general variation of driver visual perception appeared under the respective tunnel conditions, with the number of fixations gradually increasing and the maximum saccade amplitude gradually decreasing as the drivers approached the tunnel portal. However, the variation occurred approximately 60 m earlier under the short-tunnel condition than under the medium- and long-tunnel conditions. Interactive correlations between driving behavior and visual perception under the three conditions were established. The commencement of active deceleration was significantly associated (with correlation factors of 0.80, 0.77, and 0.79 under short-, medium-, and long-tunnel conditions, respectively) with the point at which the driver saccade amplitude fell below 10 degrees for more than 3 s. The results of this study add to the sum of knowledge of differential driver performance at the entrances of tunnels of different lengths.

P1600 Aortic dilatation in patients with chronic descending aorta dissection is related to maximum false-lumen systolic flow deceleration rate as evaluated by 4D-flow MRI

Abstract Background Due to improved surgical strategies a growing number of patients survive acute aortic dissection. Patent false lumen (FL) is common in chronic dissection and it has been associated with poor prognosis, which is mainly driven by FL expansion. Several variables indirectly related to flow characteristics have been associated with progressive aortic dilation. We aimed to evaluate whether the maximum systolic flow deceleration rate (MSDR) in the FL, quantified by 4D-flow MR, is related to FL dilation in chronic type B aortic dissection. Methods Twenty-nine patients with a patent FL after aortic dissection and a prior follow-up of at least 3 years underwent contrast-enhanced 4D-flow MR. Marfan patients were excluded. Time-resolved FL flow acceleration was calculated in a 5 cm-long volume of the descending aorta around the level of the pulmonary bifurcation. MSDR was determined as the maximum minus the minimum acceleration in systole over the corresponding time interval (Figure 1a). Aortic growth rate (GR) was measured as the difference between final and initial maximum FL diameters obtained by angio-CT divided by follow-up duration. Population was divided into tertiles based on GR. Results Demographic and clinical variables were similar among GR tertiles (Table). MSDR was lower in patients with a GR &amp;lt;1mm/year (group 1) compared to both the other two patient groups (p = 0.009 and 0.003 for groups 2 and 3, respectively) (Figure 1c). MSDR showed a marked positive linear correlation with GR (R = 0.481, p = 0.008) (Figure 1b). Conclusions The MSDR in the FL of chronic type B aortic dissection is linearly related to FL growth rate and discriminated between tertiles of aortic dilation. Prospective longitudinal studies are need to unveil possible prognostic value of this parameter. Table Group 1 (n = 9) Group 2 (n = 10) Group 3 (n = 10) p-value Age (years) 63.44 ±13.54 62.50 ± 13.60 64.56 ± 6.67 0.902 BSA (m2) 2.00 ± 0.18 1.77 ± 0.20 1.94 ± 0.12 0.213 Men 6 (86%) 4 (57%) 4 (100%) 0.210 Hypertension 4 (66%) 5 (71%) 4 (100%) 0.438 Atheroclerosis 1 (17%) 1 (14%) 0 (0%) 0.699 Initial Diameter (mm) 45.00 ± 7.69 36.00 ± 4.20 37.00 ± 6.48 0.078 Final Diameter (mm) 49.50 ± 6.74 44.86 ± 5.70 59.25 ± 9.84 0.049 Follow-up (year) 11.83 ± 8.79 7.82 ± 3.34 8.08 ± 4.05 0.921 GR (mm/year) 0.27 ± 0.29 1.18 ± 0.26 2.64 ± 0.97 &amp;lt;0.001 MSDR (cm/s3) 1212.18 ± 467.61 2410.54 ± 1034.30 2558.16 ± 1098.06 0.005 Abstract P1600 Figure 1

How do drivers avoid collisions? A driving simulator-based study

Introduction: Drivers' collision avoidance performance in an impending collision situation plays a decisive role for safety outcomes. This study explored drivers' collision avoidance performances in three typical collision scenarios that were right-angle collision, head-on collision, and collision with pedestrian. Method: A high-fidelity driving simulator was used to design the scenarios and conduct the experiment. 45 participants took part in the simulator experiment. Drivers' longitudinal/lateral collision avoidance performances and collision result were recorded. Results: Experimental results showed that brake only was the most common response among the three collision scenarios, followed by brake combining swerve in head-on and pedestrian collision scenarios. In right-angle collision scenario with TTC (time to collision) largest among three scenarios, no driver swerved, and meanwhile drivers who showed slow brake reaction tended to compensate the collision risk by taking a larger maximum deceleration rate within a shorter time. Swerve-toward-conflict was a prevalent phenomenon in head-on and pedestrian collision scenarios and significantly associated with collision risk. Drivers that swerved toward the conflict object had a shorter swerve reaction time than drivers that swerved away from conflict. Conclusions: Long brake reaction time and wrong swerve direction were the main factors leading to a high collision likelihood. The swerve-toward-conflict maneuver caused a delay in brake action and degraded subsequent braking performances. The prevalent phenomenon indicated that drivers tended to use an intuitive (heuristic) way to make decisions in critical traffic situations. Practical applications: The study generated a better understanding of collision development and shed lights on the design of future advanced collision avoidance systems for semi-automated vehicles. Manufactures should also engage more efforts in developing active steering assistance systems to assist drivers in collision avoidance.

Effects of connected vehicle-based variable speed limit under different foggy conditions based on simulated driving

In response to developing and/or diminishing foggy conditions, the variable speed limit application in a connected vehicle environment (CV-VSL) can estimate and deliver recommended travel speeds to individual drivers, which can help to reduce crashes when visibility conditions change. This study aims to quantify the effectiveness of the CV-VSL application by exploring drivers’ reactions to warnings (e.g., recommended travel speeds). In order to analyze the effectiveness of the CV-VSL application, a connected vehicle testing platform was established based on a driving simulator, and characteristics of the drivers’ speed adjustments after receiving warnings were analyzed with respect to different levels of visibility (i.e., no fog, slight fog, and heavy fog). This study also examined the effect of warnings on drivers in different impact zones (i.e., clear zone, transition zone, and fog zone). Three indicators were identified: 1) speed at the end of the clear zone, 2) maximum deceleration rate in the transition zone, and 3) average speed reduction in the fog zone. Throughout the experiment, the relationship between speed adjustments and the level of visibility was explored. The results indicated that the CV-VSL application is effective in making drivers reduce travel speeds in all three types of zones. Furthermore, it appeared that the CV-VSL application could help manage travel speeds prior to vehicles entering the transition zone, and influence drivers’ braking decisions upon encountering reduced visibility. It was also found that the CV-VSL application was more effective in heavy fog conditions than in light fog conditions. The connected vehicle testing platform based on the driving simulator provided a new method for evaluating the effectiveness of in-vehicle messaging generated by connected vehicle applications.

An experimental investigation of interfacial instability in separated blood

Experiments are done with separated human blood decelerated at constant rates to determine the maximum deceleration rate while avoiding remixing of the layers, which have different densities and viscosities. The deceleration rate affects both the stability and separation of particles through sedimentation. The velocity at onset of instability for a constant deceleration rate is experimentally determined for a 12‐cm‐diameter disk. Parameters of cell pack thickness, plasma thickness, and total thickness are investigated experimentally, and the only statistically significant parameter to affect stability is rate of deceleration. The data describe a correlation separating regions of stability and instability. To understand stability in decelerating flow of separated blood plasma and cells, the equations of motion are solved for a two‐layer fluid flow with a moving boundary and free surface. Inclusion of non‐Newtonian rheology of blood predicts large discontinuities in the shear rate, which is proposed as the cause of the interfacial instabilities. © 2019 American Institute of Chemical Engineers AIChE J, 65: 1376–1386, 2019

Study on Temporal Alterations in Land Cover Types in Simien Mountain National Park, Northwest Ethiopia

This study was carried out in Simien Mountain National Park (SMNP) of Ethiopia to trace the temporal dynamics in land use types from the information generated through the analysis of land sat images. Results revealed that throughout the study period, variable extent of changes was observed in land use classes. In the first reference period (1972 - 1994), agricultural (9945.56 ha) and barren land (3066.6 ha) showed a remarkable increment whereas other land use types were decreased. In the second reference period (1994 - 2017), montane forest, grassland and shadow showed increasing trend with the dramatic change in grassland. In the first reference period (1972 - 1994), maximum negative rate of change was observed for Erica forest with deceleration rate of 83 ha/year which continued in the 2nd reference period (1994 - 2017) with the change decreasing rate of 16.6 ha/year. Maximum positive rate of change (74.6 ha/year) was observed for agricultural land followed by barren land (68.6 ha/year). In the second reference period maximum positive rate of change was observed for grassland with accelerated rate of change 260.5 ha/year whereas maximum deceleration rate (272.8 ha/year) was observed for agricultural land. At present, montane forest cover is increasing whereas agricultural land is decreasing dramatically contributing for the restoration of the ecosystem. However, intensified grazing was identified as a principal driver affecting ecological process in the Park; therefore, a long term strategy should be designed to meet the sustainable utilization of natural resources in the Park.

A crash prediction method based on bivariate extreme value theory and video-based vehicle trajectory data

Traditional statistical crash prediction models oftentimes suffer from poor data quality and require large amount of historical data. In this paper, we propose a crash prediction method based on a bivariate extreme value theory (EVT) framework, considering both drivers’ perception-reaction failure and failure to proper evasive actions. An unmanned aerial vehicle (UAV) was utilized to collect videos of ten intersections in Fengxian, China, at representative time periods. High-resolution vehicle trajectory data were extracted by a Kanade-Lucas-Tomasi (KLT) technique, based on four detailed metrics were derived including Time-to-accident (TA), Post-encroachment Time (PET), minimum Time-to-collision (mTTC), and Maximum Deceleration Rate (MaxD). TA was expected to capture the chance of perception-reaction failure, while other three metrics were used to measure the probability of failure to proper evasive actions. Univariate EVT models were applied to obtain marginal crash probability based on each metric. Bivariate EVT models were developed to obtain joint crash probability based on three pairs: TA and mTTC, TA and PET, and TA and MaxD. Thus, union crash probability within observation periods can be derived and the annual crash frequency of each intersection was predicted. The predictions were compared to actual annual crash frequencies, using multiple tests. The findings are three-folds: 1. The best conflict metrics for angle and rear-end crash predictions were different; 2. Bivariate EVT models were found to be superior to univariate models, regarding both angle and rear-end crash predictions; 3. TA appeared to be an important conflict metric that should be considered in a bivariate EVT model framework. In general, the proposed method can be considered as a promising tool for safety evaluation, when crash data are limited.