自动驾驶中视觉次任务对年轻驾驶人接管时间的影响

为了了解有条件的自动驾驶中，年轻驾驶人的接管反应特性，分析视觉次任务（3×3箭头次任务和4×4箭头次任务）和接管请求时间（TTC为5 s和7 s）对不同接管时间的影响，基于驾驶仿真平台，设计了包含不同的视觉次任务和接管请求时间的自动驾驶接管场景，针对29名年轻驾驶人进行模拟驾驶试验。使用双因素方差分析来研究不同次任务与不同接管请求时间对接管时间的影响，以及使用Pearson相关性检验来分析不同接管时间的相关性。研究结果表明：与无次任务相比，次任务会显著增加接管时间；不同的次任务对接管时间无影响，次任务与前方有障碍物时的接管请求时间对接管时间无交互作用；与前方无障碍物时的接管相比，前方有障碍物时的接管会显著减少接管反应时间；在驾驶人执行次任务的情况下，不同接管请求时间对转向反应时间和制动反应时间无影响；在前方有障碍物的接管中，驾驶人更倾向于采用制动加转向的组合操作来回避风险，且驾驶人接管回避操作中直接转向和制动加转向的组合操作的比例相同；接管反应时间与制动反应时间有较强的相关性。

Impact of Visual Secondary Task on Young Drivers' Take-over Time in Automated Driving

This study aimed to investigate the take-over response characteristics of young drivers in conditional automated driving. It was focused on the influence of the different visual tasks (3×3 and 4×4 arrow tasks) and the take-over-request lead time (TORlt, TTC is 5 s and TTC is 7 s) on the take-over time. We designed automated driving take-over scenarios including the different visual secondary tasks and take-over request lead time based on a driving simulator, and conducted the driving simulation tests with 29 young participants. The effects of the different visual tasks and take-over-request lead time on the take-over time were studied using the two-factor variance analysis. The Pearson correlation test was used to analyze the correlation of different take-over times. The results show that the take-over time with secondary tasks increase significantly compared to that without secondary tasks, and different tasks have no significant effect on the take-over time. Further, no significant interaction occurred between the secondary tasks and take-over time with an obstacle in the front. The take-over time decreased significantly in the take-over scenarios with an obstacle in the front compared to that in scenarios without an obstacle. Additionally, different TORlts had no significant effect on the steering reaction time and the brake reaction time when the participants engaged in different secondary tasks. For the take-over scenarios with an obstacle in the front, the participants tended to apply the operation of combined brake and swerve, and the ratio of the brake only to the combined operation for different TORlts is the same. A strong correlation exists between the take-over reaction time and the brake reaction time (r=0.7).