The Effects of Head-Up Display Road Marking Design on Speed Management

• Main Authors: Chun-wen Chao, 趙瞬文
• Other Authors: Cheng-Hung Huang
• Format: Others
• Language: zh-TW
• Published: 2014
• Online Access: http://ndltd.ncl.edu.tw/handle/60422128709766010160

博士 === 大同大學 === 設計科學研究所 === 102 === Traffic safety is one of the most important issues concerned by the government; and the driver’s speed is also one of the main causes for traffic accidents. Human factors have been documented as a primary contributor in various research areas from the past few years and visual ergonomics have great influences on road safety. Therefore, this research focuses on the principle of driver’s visual behavior and optical illusion to design the multiple deceleration markings with persistent and variability to the visual impact of the driver&apos;s psychological reactions and thus making the drivers slow down their speeds to avoid collisions and reduce the accidental rates. The experiments are divided into two stages and it is designed with the 24-deceleration markings along with optical illusion. Drivers influenced by the psychological visual impacts will feel excessive speeding thus generates the measure to slow down gradually. The results indicated that all center deceleration markings compared with no deceleration marking achieved significant effects (P<0.001) of reducing speeds in the experimental trials of the two stages. The procedures of the experiment I have shown the contents of the 24 kinds of road markings through the computer screen and the questionnaire. The Three-Way ANOVA statistically recorded the experiments and the results shown that there were notable differences between the center position and the side position of markings (p<0.001). The center position of the markings were better than the side position for reducing speeds both in the screen test and the questionnaire. There were four kinds of shapes of markings (zigzag, rectangle, curved and three-dimensional) and no significant difference (P=0.217) in the screen test was shown but there were notable differences in the questionnaire (P<0.001). The center curved deceleration markings and the center three-dimensional deceleration markings were the best for reducing speed markings. Also, there were substantial differences between three colors of markings (P<0.05); and the white and yellow markings had better reducing speed effects than the red markings. As a result, there were center deceleration markings; four shapes of markings (zigzag, rectangle, curved and three-dimensional) and two colors of marking (white and yellow) were chosen based from the results. There were center white zigzag markings, center yellow zigzag markings, center white rectangle markings, center yellow rectangle markings, center white curved marking, center yellow curved marking, center three-dimensional rectangle marking and center three-dimensional zigzag marking as the factors of experiment II. There were eight road markings as the aspects of the second experiment and they achieved significant results in decreasing speed (P<0.001). The white curved marking got the lowest statistical average speed (68.29 km/h) and the highest rate of reduced speed (-35.11%). Next in the importance rate of the reduced speed were white zigzag marking (-28.01%) and the three-dimensional zigzag marking (-26.25%). Another important statistical data from experiment II was to assess the stability of the drivers. According to the mean and standard deviation of the results, four markings were not stable for lane keeping. There were yellow zigzag marking (0.161 m, SD 0.43); white curved marking (0.122 m, SD 0.54), yellow curved marking (0.119 m, SD 0.51), and yellow rectangle marking (0.113 m, SD 0.46). The above four markings were not stable for lane keeping and the differences did not reach a substantial effect (P= 0.836). However, the colors contribute to the significance in the stability for lane keeping (P<0.05) and yellow markings were significantly higher than the white markings. In addition, the shapes and the colors of the driving stability effects also reached noteworthy differences (P <0.05). The results of experiment I and II both suggested that the white curve marking had the best psychological impact of reducing speeds for the drivers but at the same time also caused the instability for lane keeping. The curve markings and the three-dimensional markings were design by the optical illusion effects and it has established the traditional design of markings of which also increased visibility and persistency for decreasing speeds. They are the one of the best deceleration devices and it is recommended for use in hazardous road ramp controls for accidents. The deceleration markings might be causing drivers to suffer from greater mental anxiety and instabilities if they’ve used it during general driving. Both of the experiment I and II resulted in rectangle markings of which also suggested that it has poor slowing speed effects. Most of the subjects assumed they have seen rectangle markings as the deceleration of crossing road markings psychologically. Therefore, it is recommended that individual choose other shapes besides the rectangle markings so there won’t be any misunderstandings for road users. In the HUD, growing popularity along with the coupling of the road marking application designs can effectively help the various drivers manage their speed and improve traffic safety. For better performance of the road markings, one can improve traffic safeties and provide the Ministry of Transportation and Communication the ability to revise the road markings and set up proper signal setting rules.