| Summary: | 碩士 === 中華大學 === 科技管理學系(所) === 94 === The experimental scene of bus car following behavior simulation in the past studies was always designed to display only one small vehicle in front of the following bus. However, since a bus’s driver seat is higher than that of a small passenger car, a bus driver could see two or more vehicles in front of the bus when two or more vehicles drive in front of the bus. Therefore, two small vehicles must be designed to drive in front of a following bus to develop a three vehicles interaction experimental scene in the bus car following simulation scenario. This study used the Chung Hua University’s bus driving simulator to design a car following experiment whose traffic environment scene was the freeway straight road section with two way six lanes layout. In the designed experimental scenario, the experimental vehicle was set to drive behind two small vehicles on the middle lane. The traffic level of service on both side lanes of the experimental vehicle was B level. When the first vehicle of the two small vehicles in front of the experimental vehicle started to accelerate or decelerate or suddenly brake, the second small vehicle also had related response (accelerate, decelerate or brake) after 1.5 seconds reaction time. Before the experiment, the participants were directed to only follow the front vehicle and use the brakes to avoid a collision with the front vehicle, rather than to change lane. Four different events comprising different levels of deceleration, acceleration and suddenly brake of the two leading small vehicles happened randomly to urge the participant to respond. The responses data of all participants were collected and analyzed to develop the bus car following stimulus-response models. By using the experimental data, this study established four types of bus car following stimulus-response models include the “speed difference base”, the “fifth generation GM model base”, the “integration of the fifth generation GM model and the speed difference base”, and the “integration of the fifth generation GM model and vehicle spacing base”. Since the parameters of the model of the “speed difference base” and the model of the “fifth generation GM model base” are not significant, these two types of models could not sufficiently describe the stimulus-response relationships among the bus and the leading small vehicles. By comparing the accumulating driving distance error and the experiment’s data, the model of the “integration of the fifth generation GM model and the speed difference base” with 0.5 second time-lag have the smallest difference. We also concluded that the model of the “integration of the fifth generation GM model and the speed difference base” with 0.5 second time-lag is the best stimulus-response model for describing the bus car following behavior behind two small vehicles on the freeway straight road section.
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