Physiological indices and driving performance of drivers at tunnel entrances and exits: A simulated driving study

Xu, Jinliang; Zhang, Xiaodong; Liu, Huan; Yang, Kaige; Ma, Fangchen; Li, Haoru; Sun, Yufei

doi:10.1371/journal.pone.0243931

Cited by 13 publications

(8 citation statements)

References 33 publications

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“…The mental demand also increased as the radius decreased, and the variation was much greater than that of the GRPD . This process increased the difference between the SW and OW , and the driving workload also increased [ 57 ].…”

Section: Discussionmentioning

confidence: 99%

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Evaluation Method of the Driving Workload in the Horizontal Curve Section Based on the Human Model of Information Processing

Liu

Zhang

et al. 2022

IJERPH

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The aim of this study was to quantify the effect of radius over horizontal curve sections on driving workload (DW). Twenty-five participants participated in the driving simulation experiments and completed five driving scenes. The NASA-TLX scale was used to measure the mental demand, physical demand, and temporal demand in various scenes, which were applied to assess subjective workload (SW). Objective workload (OW) assessment methods were divided into three types, in which the eye tracker was used to measure the blink frequency and pupil diameter, and the electrocardiograph (ECG) was used to measure the heart rate and the heart rate variability. Additionally, the simulator was used to measure the lateral position and the steering wheel angle. The results indicate that radius is negatively correlated with DW and SW, and the SW in a radius of 300 m is approximately twice that in a radius of 550 m. Compared with the ECG, the explanatory power of the OW can be increased to 0.974 by combining eye-movement, ECG, and driving performance. Moreover, the main source of the DW is the maneuver stage, which accounts for more than 50%. When the radius is over 550 m, the DW shows few differences in the maneuver stage. These findings may provide new avenues of research to harness the role of DWs in optimizing traffic safety.

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Section: Discussionmentioning

confidence: 99%

“…Therefore, HR and RMSSD are devoted to assessing the OW of the cognitive stage. Research on driving has indicated that HR varies greatly with individuals and relates to age, gender, and health [ 57 ]. To reveal the effect on individuals, GRHR was replaced to characterize the effects of driving tasks, as illustrated in Equation (2).…”

Section: Methodsmentioning

confidence: 99%

Evaluation Method of the Driving Workload in the Horizontal Curve Section Based on the Human Model of Information Processing

Liu

Zhang

et al. 2022

IJERPH

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“…Using a driving simulator, various combinations of structural parameters that are difficult to obtain on real roads were acquired to explore the impact of road design on drivers' physiological comfort. In addition, the behavioral effectiveness of driving simulators has also been verified by many researchers [30,66]. The advantage of being able to manipulate scenarios and confounding variables enabled a repetitive reproduction of conditions across participants without putting them in danger, which was an invaluable asset for addressing a wide range of questions.…”

Section: Discussionmentioning

confidence: 93%

“…Miller et al [29] used driver HR and the standard deviation of the cardiac interval to explore the relationship between driver stress and driving performance. The spatial changes in a driver's HR growth rate, root mean square of successive RR interval differences (RMSSD), pupil diameter growth rate, and vehicle lateral deviation within 300 m before and after the tunnel entrance and exit were analyzed to determine the variation rules in various tunnels [30]. Qin et al [31] discussed the impacts of color decorations on interior tunnel walls on improving the constant speed driving time and the lane offset.…”

Section: Drivers' Physiological and Behavioral Characteristics And Tunnel Safetymentioning

confidence: 99%

Effects of the Spatial Structure Conditions of Urban Underpass Tunnels’ Longitudinal Section on Drivers’ Physiological and Behavioral Comfort

Feng

Yang

et al. 2021

IJERPH

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To investigate the physiological and behavioral comfort of drivers traversing urban underpass tunnels with various spatial structure conditions, a driving simulator experiment was conducted using 3DMAX and SCANeRTM studio software. Three parameters, including the slope, slope length, and height of a tunnel, were selected as research objects to explore the optimal combination of structural parameters in urban underpass tunnels. The heart rate (HR), interbeat (RR) interval, speed, and lane centerline offset value were collected for 30 drivers. Then, a measurement model of the relationship among HR, RR interval, speed, lane centerline offset value, and structural parameters was established by using partial correlation analyses and the stepwise regression method. On this basis, a structural constraint model based on the drivers’ physiological and behavioral comfort thresholds was also constructed. The results show that the driver’s HR, RR interval, speed, and lane centerline offsets are significantly related to the tunnel height, slope, and slope length. More importantly, this paper not only analyzed the effects of various structural parameters on drivers’ physiology and behavior but also proposed an optimized combination of structural parameters based on drivers’ physiological and behavioral comfort. It can reasonably improve tunnel design in China, ensure tunnel traffic safety, and seek the maximum comfort of the driver in the driving process.

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“…At present, scholars have carried out a lot of research on the entrance and exit sections of tunnels, which can be mainly divided into the following categories: pavement temperature fields [1][2][3], linear setting [4][5][6][7], brightness design [8][9][10][11][12][13], and operation safety [14][15][16][17][18]. Despite these studies, there are few ones on the mechanical response characteristics of the pavement structures in these sections.…”

Section: Introductionmentioning

confidence: 99%

Numerical Analysis of the Mechanical Responses and Transition Section Design of Pavement Structures in the Entrance and Exit Sections of Highway Tunnel

Zhao

2022

Advances in Civil Engineering

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The entrance and exit sections of a tunnel are subject to different environments, pavements, and traffic conditions, which is quite different from the average highway, and it should be considered differentially, when designing pavement structures. However, there are no clear regulations on it in Chinese specifications. Over the years, a lot of studies were carried on the entrance and exit sections of a tunnel, but there are few ones on the pavement design and its mechanical response characteristics. In this paper, the Huangjiayu tunnel and the Yangkou tunnel in Shandong province were taken as case study engineerings and their pavement structures in the entrance and exit sections are referred to as Str-1 and Str-2, respectively. In Str-1, asphalt pavement was applied inside and outside the tunnel and a transition section was applied. In Str-2, asphalt pavement was applied outside the tunnel and concrete pavement was applied inside the tunnel when it was built in 2004 and a transition section was not applied. Meanwhile, 7 alternative pavement structures (referred to as Str-1a∼Str-1g), in which the lengths of transition sections were different, were proposed, simulated, and analyzed through FE program ANSYS. Through the analysis of maximum shear stresses in asphalt courses and tensile stresses at the bottom of base courses, it was found that setting a transition structure is essential, and it can ensure the continuity of pavements and significantly reduce the sudden change of shear stress of asphalt layer and thus prevent premature pavement distresses. Hence, Str-1 is more reasonable compared with Str-2. Besides, it was also found that when the asphalt surface outside the tunnel is designed to be three layers, it is more appropriate to use Str-1, in which the concrete slab in the transition structure has variable cross section, and the length of the concrete slab is 4.5 m. When the asphalt surface outside the tunnel is designed to be two layers, Str-1b is more reasonable and the length of the concrete slab is also 4.5 m.

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Physiological indices and driving performance of drivers at tunnel entrances and exits: A simulated driving study

Cited by 13 publications

References 33 publications

Evaluation Method of the Driving Workload in the Horizontal Curve Section Based on the Human Model of Information Processing

Evaluation Method of the Driving Workload in the Horizontal Curve Section Based on the Human Model of Information Processing

Effects of the Spatial Structure Conditions of Urban Underpass Tunnels’ Longitudinal Section on Drivers’ Physiological and Behavioral Comfort

Numerical Analysis of the Mechanical Responses and Transition Section Design of Pavement Structures in the Entrance and Exit Sections of Highway Tunnel

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