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Vehicle Feedback and Driver Situation Awareness

Author: Guy H Walker; Neville A Stanton; Paul M Salmon
Publisher: Boca Raton, FL : CRC Press, 2018.
Series: Human factors in road and rail transport.
Edition/Format:   eBook : Document : English : First editionView all editions and formats
Summary:
"A potentially troubling aspect of modern vehicle design some would argue - is a trend towards isolating the driver and reducing vehicle feedback, usually in the name of comfort and refinement but increasingly because of automation. There can be little doubt cars have become more civilised over the years yet, despite this, the consequences on driver behaviour remain to a large extent anecdotal. Readers of this book  Read more...
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Genre/Form: Electronic books
Additional Physical Format: Print version:
Material Type: Document, Internet resource
Document Type: Internet Resource, Computer File
All Authors / Contributors: Guy H Walker; Neville A Stanton; Paul M Salmon
ISBN: 9781315578163 1315578166 9781317147855 1317147855 9781317147831 1317147839 9781472426581 1472426584 1138749281 9781138749283
OCLC Number: 1029500159
Description: 1 online resource : text file, PDF.
Contents: Cover --
Half Title Page --
Series Page --
Title Page --
Copyright Page --
Contents --
List of Figures --
List of Tables --
Acknowledgements --
Glossary --
About the Authors --
1 Introduction --
1.1 When 70 mph Really Felt Like It --
1.2 Vehicle Dynamics --
1.3 Driver Situation Awareness --
1.4 Lapping the Driver Feedback Test Track --
2 What's Happened to Car Design? --
2.1 Introduction --
2.1.1 Where Does the Feedback Come From and Who Is It For? --
2.1.2 The Eurofighter Effect --
2.2 What Was Done --
2.2.1 Design --
2.2.2 Participants --
2.2.3 Materials --
2.2.3.1 Vehicles --
2.2.3.2 Apparatus --
2.2.3.3 Other Materials --
2.2.3.4 The Test Route --
2.2.4 Procedure --
2.3 What Was Found --
2.3.1 Treatment of the Data --
2.3.2 Analysis of Control Measures --
2.3.3 Analysis of Concurrent Verbal Protocol Data --
2.3.3.1 Individual Driver SA --
2.3.3.2 Systemic Driver SA --
2.3.4 Do the Findings Matter? --
2.4 Summary --
3 Feedback Properties of Vehicle Controls --
3.1 Introduction --
3.1.1 Manual Control --
3.1.2 The Tracking Loop --
3.2 Powertrains --
3.2.1 Engine Basics --
3.2.2 Vehicle Speed Control as a Tracking/Manual Control Task --
3.2.3 Driver Feedback and Powertrain Design --
3.3 Transmission Systems --
3.3.1 Gearbox Basics --
3.3.2 Gear Changing as a Tracking/Manual Control Task --
3.3.3 Driver Feedback and Transmission Design --
3.4 Braking Systems --
3.4.1 Braking System Basics --
3.4.2 Braking as a Tracking/Manual Control Task --
3.4.3 Driver Feedback and Braking System Design --
3.5 Steering Systems --
3.5.1 Steering Basics --
3.5.2 Vehicle Steering as a Tracking/Manual Control Task --
3.5.3 Driver Feedback and Steering System Design --
3.6 Chassis Design --
3.6.1 Chassis Basics --
3.6.1.1 Rear-Wheel Drive --
3.6.1.2 Front-Wheel Drive --
3.6.1.3 Four-Wheel Drive --
3.6.2 Vehicle Control as a Tracking/Manual Control Task. 3.6.3 Driver Feedback, Chassis Design and Vehicle Handling --
3.7 Summary --
4 Situation Awareness Requirement Analysis --
4.1 Introduction --
4.2 Methods for Extracting SA Requirements --
4.2.1 The Individual SA Lens --
4.2.2 The Team SA Lens --
4.2.3 The System SA Lens --
4.3 What Was Done --
4.3.1 Design --
4.3.2 Methodology --
4.3.2.1 Task Analysis --
4.3.2.2 Hierarchical Task Analysis --
4.3.2.3 The Hierarchical Task Analysis of Driving (HTAoD) --
4.3.2.4 Validation of the Task Analysis --
4.3.3 SA Requirements --
4.4 What Was Found --
4.5 Summary --
5 The Ironies of Vehicle Feedback --
5.1 Introduction --
5.1.1 Ironies (and Problems) --
5.1.2 Measuring Situation Awareness --
5.2 What Was Done --
5.2.1 Design --
5.2.2 Participants --
5.2.3 Materials and Methodology --
5.2.3.1 Driving Simulator --
5.2.3.2 Simulation Road Course --
5.2.3.3 Objective States for the SA Probes --
5.2.3.4 Probes for SA Subjective States --
5.2.4 Procedure --
5.2.5 Data Reduction --
5.3 What Was Found --
5.3.1 'Objective' Situation Awareness (Probed Recall) --
5.3.1.1 Calculation of Sensitivity Measures --
5.3.1.2 Statistical Tests on D-Prime versus Feedback Condition --
5.3.1.3 Comparisons with the Visual Baseline --
5.3.1.4 Multiple Comparisons --
5.3.1.5 Do the Findings Matter? --
5.3.2 'Subjective' Situation Awareness (Self-Report) --
5.3.2.1 Proving the Null Hypothesis --
5.4 Summary --
6 Comparing Car Driver and Motorcyclist Situation Awareness --
6.1 Introduction --
6.1.1 Human Factors and the Art of Motorcycle Maintenance --
6.1.2 Cars versus Motorbikes --
6.1.3 Distributed Situation Awareness --
6.2 What Was Done --
6.2.1 Design --
6.2.2 Participants --
6.2.3 Materials --
6.2.4 Procedure --
6.3 What Was Found --
6.3.1 Analysis of Control Measures --
6.3.2 Analysis of Concurrent Verbal Protocol Data --
6.3.2.1 Data Reduction --
6.3.2.2 Rate of Verbalisations. 6.3.3 Results of Systemic SA --
6.3.3.1 SA Content --
6.3.3.2 SA Quantity --
6.3.3.3 Conversion of Information into Knowledge --
6.3.4 Effect Size Summary --
6.4 Summary --
7 Cognitive Compatibility --
7.1 Introduction --
7.1.1 Gulfs of Evaluation --
7.1.2 Less Could Be More --
7.1.3 SA as a Network --
7.1.4 Exploratory Analysis --
7.2 What Was Done --
7.2.1 Design --
7.2.2 Procedure --
7.3 What Was Found --
7.3.1 Extracting Semantic Content from the Concurrent Verbal Protocols --
7.3.2 Propositional Networks: Analysis of Structure --
7.3.3 Propositional Networks: Phenotype and Genotype Schemata --
7.3.4 Propositional Networks: Thematic Analysis --
7.4 Summary --
8 Driver Training and Situation Awareness --
8.1 Introduction --
8.1.1 The Normative Gold Standard --
8.1.2 Advanced Driving --
8.1.3 Predictive SA --
8.1.4 Normative versus Formative SA --
8.1.5 Measuring and Representing Driver SA --
8.2 What Was Done --
8.2.1 Design --
8.2.2 Participants --
8.2.3 Materials --
8.2.3.1 Experimental Booklet --
8.2.3.2 Test Route --
8.2.4 Procedure --
8.2.4.1 Development of the Participant Pool --
8.2.4.2 Procedure for the Advanced Driver Group --
8.2.4.3 Procedure for the Control groups --
8.3 What Was Found --
8.3.1 Data Reduction and the Creation of the Networks --
8.3.2 Hypothesis #1: Quantity of Information --
8.3.3 Hypothesis #2: Structure of Information --
8.3.4 Hypothesis #3: New Information Elements --
8.3.5 Hypothesis #4: Old Information Elements (But Increased Importance) --
8.3.6 Hypothesis #5: Behaviour --
8.4 Summary --
9 Driver SA and the Future City --
9.1 Introduction --
9.1.1 Journey into Mega-City One --
9.1.2 Intelligent Transport Systems --
9.1.3 Street Patterns and Network Types --
9.1.4 Network Metrics --
9.1.5 The Problem --
9.2 What Was Done --
9.2.1 Design --
9.2.2 Real-Life Urban Networks --
9.2.3 Development of Network Models. 9.2.4 Driver SA --
9.2.5 Network Demand --
9.3 What Was Found --
9.3.1 Driver SA versus Journey Duration --
9.3.2 Driver SA versus Journey Length --
9.3.3 Driver SA versus Journey Cost --
9.3.4 SA and Carbon Emissions --
9.3.5 Optimisation of Driver SA --
9.4 Summary --
10 Conclusions --
10.1 Implications for the Study of Situation Awareness --
10.1.1 Entering the Mainstream --
10.1.2 The First and Second 'Cognitive Revolutions' --
10.1.3 Contention and Controversy --
10.2 Implications for Future Vehicle Design --
10.2.1 The Final Frontier --
10.2.2 The SA Design Process --
10.2.3 SA Design Principles --
10.2.4 Principles in Practice --
Appendix --
Further Reading --
References --
Index.
Series Title: Human factors in road and rail transport.
Responsibility: Guy H. Walker, Neville A. Stanton, Paul M. Salmon.

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"A CRC title, part of the Taylor & Francis imprint, a member of the Taylor & Francis Group, the academic division of T&F Informa plc."  Read more...

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