Traffic Injury Prevention最新文献

{"title":"The association between single and dual use of cannabis and alcohol and driving under the influence and riding with an impaired driver in a large sample of Canadian adolescents","authors":"Mahmood R. Gohari ,&nbsp;Karen A. Patte ,&nbsp;Tara Elton-Marshall ,&nbsp;Adam Cole ,&nbsp;Anne-Marie Turcotte-Tremblay ,&nbsp;Richard Bélanger ,&nbsp;Scott T. Leatherdale","doi":"10.1080/15389588.2024.2342571","DOIUrl":"10.1080/15389588.2024.2342571","url":null,"abstract":"<div><h3>Objective</h3><p>Dual use of cannabis and alcohol has increased in adolescents, but limited research has examined how it relates to impaired driving or riding with an impaired driver (IDR) compared to single substance use. This study aimed to examine the odds of alcohol- and/or cannabis-IDR among adolescents based on their use of alcohol and/or cannabis, and whether associations differed by gender and age.</p></div><div><h3>Methods</h3><p>Cross-sectional survey data were used from a sample of 69,621 students attending 182 Canadian secondary schools in the 2021/22 school year. Multilevel logistic regression estimated the odds of exclusive alcohol-IDR, exclusive cannabis-IDR, and both alcohol and cannabis IDR (alcohol-cannabis-IDR). Substance use interactions with gender and age were tested.</p></div><div><h3>Results</h3><p>Overall, 14.7% of participants reported IDR; 7.5% reported exclusive alcohol-IDR, 3.2% reported exclusive cannabis-IDR, 4.0% reported alcohol-cannabis-IDR, and 7.4% were unsure if they had experienced IDR. The prevalence of IDR varied across substance use groups, 8.0% among nonuse, 21.9% among alcohol-only use, 35.9% among cannabis-only use, and 49.6% among dual use groups. Gender diverse, older, and students with lower socioeconomic status exhibited a higher likelihood of reporting alcohol-cannabis-IDR. Dual use was significantly associated with 9.5 times higher odds of alcohol-cannabis-IDR compared to alcohol-only use, and 3.0 times higher odds compared to cannabis-only use. Dual use was also associated with an increased likelihood of either alcohol- or cannabis-IDR.</p></div><div><h3>Conclusions</h3><p>This study highlights that all students, regardless of substance use, are at risk of IDR, but students engaged in dual use of alcohol and cannabis face an elevated risk compared to both peers who do not use substances and those who use only a single substance. These findings emphasize the importance of targeted interventions that address the risks associated with IDR.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 6","pages":"Pages 765-773"},"PeriodicalIF":1.6,"publicationDate":"2024-04-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140661913","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluation of eye-catching effect in highway tunnel entrance area based on saccade behavior","authors":"Lei Han ,&nbsp;Zhigang Du","doi":"10.1080/15389588.2024.2342014","DOIUrl":"10.1080/15389588.2024.2342014","url":null,"abstract":"<div><h3>Objective</h3><p>This study aimed to investigate the effects of visual attraction in the entrance areas of highway tunnels on drivers’ saccade behavior and driving safety, with the objective of providing insights for tunnel entrance design and driver education.</p></div><div><h3>Methods</h3><p>Fifty participants were recruited for the naturalistic driving experiment. Four different visually attractive driving scenarios (baseline, landscape-style architecture, tip slogan, and billboard) were selected. Eye-tracking technology was utilized to record and analyze the scanning behavior of participating drivers. Various metrics, including saccade duration, frequency, amplitude, velocity, and the peak-to-average ratio of saccade velocity (PARSV), were measured and compared across different scenarios.</p></div><div><h3>Results</h3><p>The results revealed different patterns of visual scanning dynamics among the four experimental scenarios, reflecting the different levels of visual-cognitive demands and situation awareness of drivers. The visual attraction in the tunnel entrance area resulted in prolonged saccade duration, increased saccade amplitude, reduced saccade frequency, and slower, less stable saccade velocity. Among these, drivers exhibited the most intricate and unstable scanning behavior, accompanied by the lowest level of situational awareness, particularly under the influence of visual attraction of tip slogan.</p></div><div><h3>Conclusions</h3><p>The findings highlight the importance of considering visual attraction in tunnel entrance design. Minimizing unnecessary visual attraction can help reduce distractions and maintain driver attention, ultimately enhancing driving safety. Driver education programs should emphasize the significance of adapting to visual attraction at tunnel entrances to promote safer driving practices. Overall, this study contributes valuable insights into the effects of visual attraction on driver scanning behavior, facilitating the development of strategies to improve tunnel design and driver education.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 724-732"},"PeriodicalIF":2.0,"publicationDate":"2024-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140612139","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Prediction of rear-seat belt use: Application of extended theory of planned behavior","authors":"Lihua Liu ,&nbsp;Jianrong Liu","doi":"10.1080/15389588.2024.2341384","DOIUrl":"10.1080/15389588.2024.2341384","url":null,"abstract":"<div><h3>Objectives</h3><p>Rear-seat belts have been shown to significantly reduce the severity of road vehicle collisions and fatalities. However, their use by rear-seat passengers is significantly less than that by front-seat passengers. Thus, the psychological factors underlying individuals’ decision to wear a seat belt in the rear seat require further investigation.</p></div><div><h3>Methods</h3><p>An extended theory of planned behavior (eTPB) was used to examine individuals’ behavior of wearing a rear-seat belt. An online survey was conducted and a total of 515 valid questionnaires were collected in China.</p></div><div><h3>Results</h3><p>While attitude, descriptive norms, and law enforcement all have a significant effect on individuals’ intention to wear a seat belt in the rear, subjective norms and perceived behavioral control do not. Individuals’ attitudes toward wearing a seat belt in the rear seat are significantly influenced by law enforcement and behavioral intention, but not by perceived behavioral control. The mediation effect analysis reveals that law enforcement has the greatest overall effect on behavior, followed by attitude and descriptive norms.</p></div><div><h3>Conclusions</h3><p>The results of this paper contribute to more effective recommendations to improve the use of rear seat belts and to safeguard rear seat passengers.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 698-704"},"PeriodicalIF":2.0,"publicationDate":"2024-04-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140674775","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Comparison of frontal crash compatibility metrics between battery-electric and internal-combustion-engine passenger vehicles","authors":"Becky C. Mueller ,&nbsp;Matthew L. Brumbelow ,&nbsp;Haden Bragg ,&nbsp;Jessica S. Jermakian","doi":"10.1080/15389588.2024.2337126","DOIUrl":"10.1080/15389588.2024.2337126","url":null,"abstract":"<div><h3>Objective</h3><p>The objective of this study was to determine if there are any emerging issues related to battery-electric vehicles’ (BEVs’) geometry, force distribution, and extra weight that may make them more aggressive partners in front-to-front crashes through comparisons of stiffness metrics derived from crash tests.</p></div><div><h3>Methods</h3><p>We examined load cell wall data from the National Highway Traffic Safety Administration’s (NHTSA’s) New Car Assessment Program full-width frontal crash test at 56 km/h. Fourteen BEVs, ranging in class from small cars to large SUVs, were compared with 92 internal-combustion-engine (ICE) vehicles, ranging in class from small cars to midsize pickups. We selected vehicles based on the test results available in the NHTSA Vehicle Crash Test Database, and there were no tests of battery-electric (BE) pickups. Data included load-cell-wall force-time histories and longitudinal vehicle acceleration from the body structure. We constructed force-displacement diagrams and calculated static, dynamic, energy-equivalent, and initial front-end-stiffness metrics from load cell wall forces, vehicle acceleration, and static front-end crush measurements for each vehicle. Linear regression models were applied to the metrics for comparison between powertrains.</p></div><div><h3>Results</h3><p>BE cars and BE SUVs weighed more than their ICE counterparts, on average 369 kg and 286 kg more, respectively. Initial (200 mm and 400 mm), energy-equivalent and dynamic front-end-stiffness metrics, average height of force, and individual maximum forces, when compared with vehicle shadow, were not statistically different between powertrains. Static stiffness (<em>p</em> = 0.04) and initial stiffness (300 mm; <em>p</em> = 0.05) decreased for BEVs with greater shadow and increased with greater shadow for ICE vehicles. When controlling for vehicle shadow, dynamic crush was greater (<em>p</em> = 0.01), the percentage of center force was lower (<em>p</em> &lt; 0.001), and maximum peak force was higher (<em>p</em> = 0.01) for BEVs compared with ICE vehicles. For the Kia Niro BEV and ICE pair, the 329 kg heavier BEV had a 165 mm longer crush distance, which resulted in lower forces and stiffness metrics compared with the traditional ICE counterpart.</p></div><div><h3>Conclusion</h3><p>Overall, this study indicates that current BEVs are not excessively aggressive in terms of stiffness metrics for frontal crash compatibility compared with ICE vehicles.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 750-756"},"PeriodicalIF":2.0,"publicationDate":"2024-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140677550","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Effects of a color gradient and emoji in AR-HUD warning interfaces in autonomous vehicles on takeover performance and driver emotions","authors":"Kaidi Yu ,&nbsp;Dandan Du ,&nbsp;Dongyu Yu ,&nbsp;Jinyi Zhi ,&nbsp;Yun Wang ,&nbsp;Chunhui Jing","doi":"10.1080/15389588.2024.2337120","DOIUrl":"10.1080/15389588.2024.2337120","url":null,"abstract":"<div><h3>Objective</h3><p>This study examined the effects of color gradients and emojis in an augmented reality-head-up display (AR-HUD) warning interface on driver emotions and takeover performance.</p></div><div><h3>Methods</h3><p>A total of 48 participants were grouped into four different warning interfaces for a simulated self-driving takeover experiment. Two-way analysis of variance and the Kruskal–Wallis test was used to analyze takeover time, mood, task load, and system availability.</p></div><div><h3>Results</h3><p>Takeover efficiency and task load did not significantly differ among the interfaces, but the interfaces with a color gradient and emoji positively affected drivers’ emotions. Emojis also positively affected emotional valence, and the color gradient had a high emotional arousal effect. Both the color gradient and the emoji interfaces had an inhibitory effect on negative emotions. The emoji interface was easier to learn, reducing driver learning costs.</p></div><div><h3>Conclusions</h3><p>These findings offer valuable insights for designing safer and more user-friendly AR-HUD interfaces for self-driving cars.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 714-723"},"PeriodicalIF":2.0,"publicationDate":"2024-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140612121","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Understanding nonuse of mandatory e-scooter helmets","authors":"Nathalie Ssi Yan Kai ,&nbsp;Narelle Haworth ,&nbsp;Amy Schramm","doi":"10.1080/15389588.2024.2335677","DOIUrl":"10.1080/15389588.2024.2335677","url":null,"abstract":"<div><h3>Objectives</h3><p>Head injuries resulting from e-scooter use have led to calls for helmet use to be promoted or mandatory. Helmet use is mandatory for e-scooters in Australia but observational studies have reported significant levels of nonuse, particularly by riders of shared e-scooters. The aim of this study is to understand whether nonuse in the mandatory context is a consistent behavior for an individual or is situationally-influenced, and what are the factors associated with nonuse.</p></div><div><h3>Methods</h3><p>An online survey was completed between 2022 and 2023 by 360 adult e-scooter riders in Canberra, Australia. Riders were asked whether they had worn a helmet on their last ride and how often they had not worn a helmet when riding in the last 30 days. The survey also asked about rider characteristics (demographics, frequency of e-scooter and bicycle use, perceived risk of e-scooter use, e-scooter ownership, and risky behaviors while riding), trip duration and perceptions of the helmet requirement (knowledge of and support for the law).</p></div><div><h3>Results</h3><p>Respondents were mostly male, young, highly educated, and full-time workers. Of the 29.1% of riders who reported riding without a helmet in the last 30 days, 24.4% had worn a helmet at least once during that period and 4.8% had consistently not worn a helmet. Younger age, shared e-scooter use and more frequent riding frequency (shared e-scooters only) were associated with helmet nonuse in the bivariate analyses but not in the logistic regression. Logistic regression showed that the independent predictors of helmet nonuse were the number of risky riding behaviors, lack of knowledge, and lack of support for the law.</p></div><div><h3>Conclusions</h3><p>Most nonuse of helmets in a mandatory context seems to be situational, rather than consistent. Many of the factors associated with nonuse of helmets for e-scooters are similar to those reported for bicycles. Nonuse of helmets appears to be one of a number of risky behaviors performed by riders, rather than being primarily an outcome that is specific to factors associated with helmets (e.g., concerns about hygiene, discomfort or availability).</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 757-764"},"PeriodicalIF":2.0,"publicationDate":"2024-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140570188","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An ALNS-based approach for the traffic-police-routine-patrol-vehicle assignment problem in resource allocation analysis of traffic crashes","authors":"Jibiao Zhou ,&nbsp;Minjie Zhang ,&nbsp;Hongliang Ding","doi":"10.1080/15389588.2024.2335560","DOIUrl":"10.1080/15389588.2024.2335560","url":null,"abstract":"<div><h3>Objectives</h3><p>Imbalances between limited police resource allocations and the timely handling of road traffic crashes are prevalent. To optimize resource allocations and route choices for traffic police routine patrol vehicle (RPV) assignments, a dynamic crash handling response model was developed.</p></div><div><h3>Methods</h3><p>This approach was characterized by two objective functions: the minimum waiting time and the minimum number of RPVs. In particular, an adaptive large neighborhood search (ALNS) was designed to solve the model. Then, the proposed ALNS-based approach was examined using comprehensive traffic and crash data from Ningbo, China.</p></div><div><h3>Results</h3><p>Finally, a sensitivity analysis was conducted to evaluate the bi-objective of the proposed model and simultaneously demonstrate the efficiency of the obtained solutions. Two resolution methods, the global static resolution mode, and real-time dynamic resolution mode, were applied to explore the optimal solution.</p></div><div><h3>Conclusions</h3><p>The results show that the optimal allocation scheme for traffic police is 13 RPVs based on the global static resolution mode. Specifically, the average waiting time for traffic crash handling can be reduced to 5.5 min, with 53.8% less than 5.0 min and 90.0% less than 10.0 min.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 5","pages":"Pages 688-697"},"PeriodicalIF":2.0,"publicationDate":"2024-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140570049","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Validated numerical unrestrained occupant-seat crash scenarios for high-speed trains integrating experimental, computational, and inverse methods","authors":"Gongxun Deng ,&nbsp;Tuo Xu ,&nbsp;Yong Peng ,&nbsp;Dayan Sun ,&nbsp;Zhengsheng Hu ,&nbsp;Min Deng ,&nbsp;Kui Wang ,&nbsp;Ciaran Simms","doi":"10.1080/15389588.2024.2335558","DOIUrl":"https://doi.org/10.1080/15389588.2024.2335558","url":null,"abstract":"<div><h3>Objective</h3><p>Occupant impact safety is critical for train development. This paper proposes a systematic procedure for developing validated numerical occupant crash scenarios for high-speed trains by integrating experimental, computational, and inverse methods.</p></div><div><h3>Methods</h3><p>As the train interior is the most potentially injury-causing factor, the material properties were acquired by mechanical tests, and constitutive models were calibrated using inverse methods. The validity of the seat material constitutive model was further verified <em>via</em> drop tower tests. Finite element (FE) and multibody (MB) models of train occupant-seat interactions in frontal impact were established in LS-DYNA and MADYMO software, respectively, using the experimentally acquired materials/mechanical characteristics. Three dummy sled crash tests with different folding table and backrest configurations were conducted to validate the numerical occupant-seat models and to further assess occupant injury in train collisions. The occupant impact responses between dummy tests and simulations were quantitatively compared using a correlation and analysis (CORA) objective rating method.</p></div><div><h3>Results</h3><p>Results indicated that the experimentally calibrated numerical seat-occupant models could effectively reproduce the occupant responses in bullet train collisions (CORA scores &gt;80%). Compared with the train seat-occupant MB model, the FE model could simulate the head acceleration with slightly more acceptable fidelity, however, the FE model CORA scores were slightly less than for the MB models. The maximum head acceleration was 30 g but the maximum HIC score was 17.4. When opening the folding table, the occupant’s chest injury was not obvious, but the neck-table contact and “chokehold” may potentially be severe and require further assessment.</p></div><div><h3>Conclusions</h3><p>This study demonstrates the value of experimental data for occupant-seat model interactions in train collisions and provides practical help for train interior safety design and formulation of standards for rolling stock interior passive safety.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 4","pages":"Pages 640-648"},"PeriodicalIF":2.0,"publicationDate":"2024-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140558115","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Driving after substance use in Rhode Island adolescents: A cross-sectional analysis of surveillance data","authors":"Jonathan K. Noel ,&nbsp;Samantha R. Rosenthal ,&nbsp;Jadyn N. Torres ,&nbsp;Kelsey A. Gately ,&nbsp;Samantha K. Borden","doi":"10.1080/15389588.2024.2335317","DOIUrl":"https://doi.org/10.1080/15389588.2024.2335317","url":null,"abstract":"<div><h3>Objective</h3><p>Existing literature on driving under the influence during adolescence is sparse, especially for driving after the use of non-medical prescription drugs (DAP). This study examines the prevalence of driving after use of alcohol (DAA), cannabis (DAC), and DAP, and examines the role of several potential risk and protective factors.</p></div><div><h3>Methods</h3><p>This was a secondary analysis of the 2022 Rhode Island Study Survey, a cross-sectional survey of middle and high school students. Separate multivariable regressions were conducted for each outcome among lifetime users for each substance, controlling for current substance use, individual-, perceived parental-, and perceived friend-substance use risk perception, age, sexual/gender minority (SGM) status, race, ethnicity, school level, and town poverty level.</p></div><div><h3>Results</h3><p>Among lifetime users of alcohol (<em>n</em> = 3849), cannabis (<em>n</em> = 2289), and non-medical prescription drugs (<em>n</em> = 611), the prevalence of DAA, DAC, and DAP was 4.9, 14.3, and 16.9%, respectively. Current substance use, high individual risk perception, being nonwhite, and being Hispanic were risk factors for DAA while perceiving parent’s risk perception as negative and being heterosexual cisgender-female were protective. Current substance use, negative individual risk perception, and being nonwhite were risk factors for DAC while perceiving parent’s risk perception as negative and being in high school were protective. Current substance use and older age were risk factors for DAP while perceiving parent’s risk perception as negative and perceiving friend’s risk perception as negative were protective.</p></div><div><h3>Conclusions</h3><p>Driving under the influence is a concern among adolescent substance users. Current substance use and perceived parental risk perception as negative are common risks and protective factors, respectively. Findings suggest substance-specific, heterogeneous interventions are needed. For example, interventions focusing on peer perceptions are most relevant for DAP, while shifting personal perceptions of harm are most relevant for DAC.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 4","pages":"Pages 562-570"},"PeriodicalIF":2.0,"publicationDate":"2024-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140559012","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Energy field-based lane changing behavior interaction model and risk evaluation in the weaving section of expressway","authors":"Yi Li ,&nbsp;Fengchun Yang ,&nbsp;Zhaoze Xuan ,&nbsp;Beini Zhou","doi":"10.1080/15389588.2024.2334402","DOIUrl":"https://doi.org/10.1080/15389588.2024.2334402","url":null,"abstract":"<div><h3>Objective</h3><p>With the development of intelligent driving assistance systems, the evaluation of driving behavior risk has shifted from traditional single-vehicle studies to multi-vehicle studies. This study aimed to investigate the interaction mechanism between vehicles and to study the microscopic laws of traffic flow operation.</p></div><div><h3>Methods</h3><p>Firstly, the concept of \"driving interaction field\" was proposed. The virtual interaction quality and distance were used to define the driving interaction field. The interaction angle distinguished the vehicle interaction between different lanes. Then, the risk mechanism in the interaction process was analyzed by driving risk index. Corresponding thresholds of 50% and 85% quantile values were determined. Finally, the process of the lane-changing simulation experiments was divided into three phases (preparation, execution and adjustment).</p></div><div><h3>Results</h3><p>The driving risk index of the execution phase was larger than the other phases. Meanwhile, the comparison with the classical driving risk indexes revealed that the proposed index was more accurate and intuitive in describing the interaction risks.</p></div><div><h3>Conclusions</h3><p>The driving interaction model proposed in this study quantified the overall environmental pressure on the vehicle. It overcomes the previous limitation of kinetic interaction parameters. The research provides a new idea for the ITS and autonomous driving systems, contributing to the enhancement of traffic safety and efficiency.</p></div>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":"25 4","pages":"Pages 649-657"},"PeriodicalIF":2.0,"publicationDate":"2024-03-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140558053","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}