Type of Document Master's Thesis Author McLaughlin, Shane Brendan Author's Email Address email@example.com 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 Keywords
- Driver Behavior
- Adaptive Cruise Control
Date of Defense 1998-06-29 Availability unrestricted AbstractIn 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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