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Source publication
Kann die Vordere Bremsleuchte Fußgängern und anderen Verkehrsteilnehmern die Wahrnehmung kritischer Verkehrssituationen
erleichtern und so die Verkehrssicherheit erhöhen? In einer längsschnittlichen Feldstudie wurde überprüft,
welche Effekte die Vordere Bremsleuchte in einem abgeschlossenen Verkehrsbereich, dem luftseitigen Teil des Flughafens
Berl...
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Citations
... Despite their potential, state eHMIs have received limited attention in the literature. Still, evidence from video, field, and VR studies shows that eHMIs communicating "I am braking" are well received, help pedestrians perceive the vehicle's state, and influence perceived safety and crossing behavior [44,[54][55][56]. The possible value of state eHMIs is further corroborated by a body of research showing that providing system transparency through visual communication of what an automated system is currently doing has proven beneficial [57][58][59][60][61][62]. ...
In recent years, there has been a debate on whether automated vehicles (AVs) should be equipped with novel external human–machine interfaces (eHMIs). Many studies have demonstrated how eHMIs influence pedestrians’ attitudes (e.g., trust in AVs) and behavior when they activate (e.g., encourage crossing by lighting up). However, very little attention has been paid to their effects when they do not activate (e.g., discourage crossing by not lighting up). We conducted a video-based laboratory study with a mixed design to explore the potential of two different eHMI messages to facilitate pedestrian-AV interactions by means of activating or not activating. Our participants watched videos of an approaching AV equipped with either a state eHMI (“I am braking”) or intent eHMI (“I intend to yield to you”) from the perspective of a pedestrian about to cross the road. They indicated when they would initiate crossing and repeatedly rated their trust in the AV. Our results show that the activation of both the state and intent eHMI was effective in communicating the AV’s intent to yield and both eHMIs drew attention to a failure to yield when they did not activate. However, the two eHMIs differed in their potential to mislead pedestrians, as decelerations accompanied by the activation of the state eHMI were repeatedly misinterpreted as an intention to yield. Despite this, user experience ratings did not differ between the eHMIs. Following a failure to yield, trust declined sharply. In subsequent trials, crossing behavior recovered quickly, while trust took longer to recover.
... In another recent longitudinal field study, 102 (non-automated) vehicles on the apron of an airport were equipped with FBLs for 3.5 months. The surveyed staff members rated the FBL overall positively and stated that it improved communication and safety (Monzel, 2018). In an earlier study, participants used an FBL on their private vehicle for a month. ...
... Interestingly, they also ascribed a good hedonic quality to the FBL. These positive reactions are in line with prior studies (Monzel, 2018;Petzoldt et al., 2018;Post & Mortimer, 1971). However, as our study only investigated one very simple scenario, this positive reaction cannot be generalized to all possible interactions with FBLs in traffic. ...
Effects of a frontal brake light (FBL, a potential external human–machine interface for automated vehicles) on participants’ self-reported willingness to cross a vehicle’s path were investigated. In a mixed design online study (vehicles in the experimental group were equipped with FBLs, there were no FBLs in the control group), participants observed videos of a vehicle approaching at different speeds from the perspective of a pedestrian standing at the curb. The vehicles exhibited either yielding behavior (braking onset 55 m or 32 m before standstill in front of the pedestrian ’s position) or non-yielding behavior (approach speed was maintained). Participants specified their willingness to cross the vehicle’s path at different distances. When the vehicle yielded (i.e., FBL was activated), willingness to cross was significantly higher in the experimental group than the control group. Notably, we further observed a significantly lower willingness to cross in the experimental group than the control group when the vehicle did not yield (i.e., FBL was deactivated). Novel external human–machine interfaces might therefore influence the interaction with vehicles not only when they are activated but also when they are deactivated.
Safe vehicles are an important pillar in reducing the number of accidents or mitigating the consequences of a collision. Although the number of autonomous safety systems in vehicles is increasing, retrofitted systems could also help reduce road accidents. A new retrofit assistance system called Front Brake Light (FBL) helps the driver to assess the intentions of other road users. This system is mounted at the front of the vehicle and works similarly to the rear brake lights. The objective of this study is to evaluate the safety performance of an FBL in real accidents at junctions. Depending on the type of accident, between 7.5% and 17.0% of the accidents analysed can be prevented. A further 9.0% to 25.5% could be positively influenced by the FBL; i.e., the collision speed could be reduced. If the FBLs were visible to the driver of the priority vehicle, the number of potentially avoidable accidents would increase to a magnitude of 11.5% to 26.2%. The range of accidents in which the consequences can be reduced increases to between 13.8% and 39.2%.
