Title page for ETD etd-71198-0145

Type of Document Master's Thesis
Author McLaughlin, Shane Brendan
Author's Email Address shane@vt.edu
URN etd-71198-0145
Title Measurement of Driver Preferences and Intervention Responses as Influenced by Adaptive Cruise Control Deceleration Characteristics
Degree Master of Science
Department Industrial and Systems Engineering
Advisory Committee
Advisor Name Title
Barfield, Woodrow S.
Serafin, Colleen
Dingus, Thomas A. Committee Chair
  • Driver Behavior
  • Deceleration
  • Adaptive Cruise Control
  • Braking
Date of Defense 1998-06-29
Availability unrestricted
In comparison to conventional cruise control, adaptive cruise control (ACC) vehicles are

capable of sensing forward traffic and slowing to accommodate as necessary. When no forward

vehicles are present, ACC function is the same as conventional cruise control. However, with

ACC, when a slower vehicle is detected, the ACC system will decelerate and follow at a selected

time-based distance. While slowing to follow, the driver will experience a system-controlled

deceleration of the ACC vehicle. An experiment was conducted to evaluate driver preferences

for the distance at which the primary deceleration occurs and the level of deceleration that is

obtained. Driver intervention was required in one trial and driver response behavior was

measured. Ten men and ten women in two age groups evaluated the decelerations from a cruise

speed of 70mph to a following speed of 55mph behind a confederate lead vehicle on the

highway. Evaluations can be made using four scales: Good vs. Bad, Comfortable vs.

Uncomfortable, Jerky vs. Smooth, and Early vs. Late. Decelerations of approximately 0.06g

which occur approximately 200ft to 250ft behind the lead vehicle were most preferred. Prior to

intervention, foot position ranged from a point directly below the brake pedal to 16.4in from the

brake pedal. Foot motion began between 21.12s time-to-collision (TTC) and 3.97s TTC. Eighty

percent of the participants paused to "cover" the brake before final motion to activate the brake.

The older age group intervened (braked) later than the younger age group. Driver braking after

intervention ranged from 0.16g to 0.32g.

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