2 3 7 2 0 1 3 7 Vol. 2 3 No. 7 Jul. 2 0 1 3 * 孟凡兴邬歆蔡沁林张伟教授 100084 6203060 X951 A 2013 6 15 2013 1. 5 s 15 m 4 Influence of Traffic Lights Control Rules on Driver's Behavior and Decision Making MENG Fan-xing WU Xin CAI Qin-lin ZHANG Wei Department of Industrial Engineering State Key Laboratory of Automobile Safety & Energy Tsinghua University Beijing 100084 China Abstract To evaluate the " running yellow light" regulation taking effect early 2013 and explore the influence of traffic lights control rules on driver's behavior and decision making a simulated experiment was carried out by recruiting 15 experienced drivers. Differences among the drivers in decision and behavior under four control rules the rule before 2013 previous regulation the rule taking effect on early 2013 new regulation the rule of green light blinking 1. 5 seconds before turning yellow and the rule of setting up a 15-meter caution zone before stopping line were compared. The last two rules were designed by the authors. Results show that compared with the original one the new regulation has significant advantages in driving safety that under the new regulation the driving speed in intersections declined significantly and drivers' performance of coping with driving hazard increased significantly but traffic efficiency and drivers' subjective feeling both decreased and that the two new-designed rules can well balance driving safety and traffic efficiency and reduce drivers' psychological stress. Key words running yellow lights traffic lights driving safety blinking green light caution zone 0 1 * 1003-3033 2013 07-0043 - 06 2013-04 - 15 2013-05 - 20
44 23 2013 2012 9 2 2013 1 1 6 1. 1 1 15 29. 6 = 4. 7 6. 6 a = 4. 9 a 3-7 8 9 1 Rakha Fig. 1 Driving simulator in the experiment 10 1. 2 4 Chiou 11 A 12 13 1 B 2013 2 2013 2 1. 5 s C 1 1. 5 s 2 15 m B 1. 5 s 1 s 4 D 2 15 m 2 15 m
7 45 40 km /h 1. 5 s 2 2 D C D C D Fig. 2 Diagram of caution zone in rule D 2 10 km 15 2 4 9 2 min 9 3 7 4 4 3 4 3 15 2. 1 Fig. 3 Sequence diagram of 15 traffic lights 4 4 A A 2. 5 s 45. 3 km /h = 8. 3 km /h B 1. 5 s 1. 5 s 25. 0 km /h = 6. 7 km /h A 1. 5 s 45% p < 0. 001 C B A 34. 4 km /h = 7. 8 km /h A C 2. 5 s 24% p = 0. 001 B 38% p = 0. 5 s 0. 5 s 0. 002 D 39. 3 km /h 0. 5 s 1. 5 s D 3 0. 046 B 57% p < 0. 001 C 20 m 2 4 D p = 0. 105 10 m 2. 2 1. 3 A 2013 1 B A B C D 2 5 4 t p 0. 05 p 0. 05 = 9. 2 km /h A 13% p = 50 m 20 m 70 m
46 23 2013 4 5 A 15 3 5. 9 s = 1. 3 s B 15 9. 5 s = 2. 8 s A 38% 45 p < 0. 001 C 6. 9 s A 31 = 1. 4 s A 18% p = 0. 121 14 B 27% p < 0. 001 B 2 D 6. 4 s = 1. 5 s A 43 9% p = 0. 417 B C 3 32% p < 0. 001 C D 42 p = 0. 453 D 9 36 1 ~ 7 A 3. 6 = 1. 1 B 6. 2 = 0. 8 A p < 0. 001 C 4 4 3. 9 = 1. 7 A Fig. 4 Comparison of driving speeds at stop line under four rules p = 0. 578 B p < 0. 001 D 3. 6 = 1. 5 A p = 1. 000 B p < 0. 001 C D p = 0. 587 2. 4 5 4 Fig. 5 Comparison of travel time in intersections under four rules 2. 3 15 4 15 60 A 49 11 B 9 51 C 1 1 D
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