夜间高速公路长途大型客车驾驶员心电与操作行为特征研究
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摘要
随着我国骨干公路网的快速建设和经济飞速增长，公路运输在国家综合运输体系中的作用愈显突出，车辆运行安全在一定程度成为制约公路运营发展的重要因素，特别是长途大型客车运输是群死群伤恶性交通事故预防和管理的重点。本文通过长途大型客车驾驶员生理指标和操作行为实时采集系统，获得大型客车驾驶员长时间运行过程中的生理变化和操作行为参数，对大型客车驾驶员在夜间长距离驾驶的疲劳状况和不同交通状况下的操作行为进行了量化研究。
（1）对高速公路大型客车“夕发朝至”驾驶员换班模式的8种状态，应用心率和心率变异性生理指标，分析了各指标不同阶段的分布趋势和相关性。实验发现驾驶员心率在发车前后处于全行程最高或较高阶段，小时平均心率和增长率随运行时间延续呈现“V”和“W”分布趋势，最低点在休息或夜间交接班前后时段。定量分析心率变异性指标相对正常值的分布特征，表明夜间大型客车驾驶员心脏的整体状况不佳。从生理指标变化特征，获得夜间长途大型客车驾驶员一次驾驶最长时间在3~3.5小时的控制指标。
（2）选择油门踏板行程和制动踏板行程及变化率、车速和加减速度为操作行为评价指标，根据各指标的最大、最小、以及均值、15%、50%和85%分位变化和标准差、85%与15%分位的差、最大与均值的差等建立操作行为评价指标体系。定量分析了不同车速区间、不同驾驶员和不同道路条件各指标分布特征和变化趋势。
（3）通过油门踏板行程和制动踏板行程及其变化率、车速以及加减速度变化特征，对长下坡连续减速带和双向减速带的特殊路面对大型客车驾驶员操作行为影响分析，该设施对车辆的控速有一定效果，但大型客车最高车速在连续下坡阶段尚持续增加，仍有超速的隐患，且弯道下坡仍是驾驶员操纵负荷大，安全隐患多的路段。定量分析了驾驶员进高速公路主线直路段的收费站减速停车的最大车速、平均车速、平均制动踏板行程、停车距离、平均减速度的分布特征。驾驶员有加速通过隧道的期望，且隧道进口的最高限速和出口最高限速期望值均高于实际隧道最高限速；通过隧道进出口速度差值，以及隧道中的加减速度、上下坡运行速度变化，获得了大型客车驾驶员通过高速公路隧道的车速变化以及操作行为特征。
（4）对油门踏板行程和车速的时域指标、FFT常量和交流分量指标运用R型降维聚类，提出车速15%分位、车速标准差、油门踏板行程85%与15%分位差值的时域聚类指标，油门踏板行程和车速FFT直流频谱值的聚类指标，油门踏板行程和车速FFT交流频谱值的最大与15%分位的聚类指标，油门踏板行程FFT直流频谱值与交流频谱值的15%分位、车速FFT直流频谱值与最大交流频谱值的综合聚类指标。运用Q型聚类，将不同驾驶员聚类在不同一组，同一驾驶员聚类在同一组，实现在高速公路自由流条件下，不同驾驶员间的操作行为差异性识别，以及同一驾驶员操作行为稳定性识别。
With the rapid construction of the road network and rapid economic growth in China, thecrucial role of road transportation in the national integrated transportation system is moreprominent, driving safe of vehicle became an important factor for restricting the operation anddevelopment of freeway to some extent, especially long-distance bus was the focus forpreventing and managing vicious traffic accidents featured by serious mass injuries and death.In this paper, the physiological changes and operating behavioral parameters of large busdrivers in the process of the actual long driving were obtained from the real-time acquisitionsystem of the physiological indices and steering behaviors of long-distance bus drivers tocarry out the quantitative studies on fatigue conditions of long-distance driving at night andsteering behaviors under the different traffic conditions for large bus drivers.
(1) For eight states of the shift mode of “Sunset-Departure and Sunrise-Arrival” for largebus drivers on the freeway, the distribution trend and relevance of various indices at differentstages were analyzed using physiological indicators such as heart rate and heart ratevariability. It was found that heart rate of the driver before and after departing was at thehighest level or a higher stage in the whole trip, average heart rate per hour and growth rateshowed an alternatively “V” and “W” distribution trend with extended driving time, and thelowest point was at rest or before and after the night shift. Quantitative analysis of thedistribution features of relative normal value of heart rate variability index indicated that theheart condition of bus drivers at the whole night was poor. And based on the characteristics ofphysiological changes, the longest time for large-scale long-distance bus drivers was3~3.5hours each time at night as the control index.
(2) The throttle pedal stroke, brake pedal stroke, rate of change, speed and accelerationand deceleration were selected as the evaluation indices of the operating behaviors, theevaluation index system of operating behaviors was established according to the maximum,minimum, and average value of various indices,15%,50%and85%percentile change andstandard deviation, the difference between85%and15%percentiles as well as the differencebetween the maximum and mean value. The distribution feature and change trend of variousindices of different drivers were analyzed in different speed ranges and different roadconditions.
(3) The impact of continuous deceleration zone on the long slope and special way on two-way deceleration zone on operating behaviors of the large bus drivers was analyzedaccording to the throttle pedal and brake pedal strokes and the rate of change, speed, as wellas acceleration and deceleration speed to find that the facilities had some effect on the speedcontrol of vehicle, but the maximum speed of large bus still continued to increase in thecontinuous downhill section, which means that there were still hidden dangers of speedingand the curve downhill was still a road segment with more steering loads and safety problems.When parking to enter the toll station in the main straight section of the freeway, themaximum speed, average speed, average brake pedal travel, parking distance and averagedeceleration of drivers were analyzed quantitatively. Drivers were expected to acceleratethrough the tunnel, and the maximum speed limit at the tunnel entrance and exit were higherthan the actual highest speed limit in the tunnel; the speed changes and steering behaviors oflarge bus drivers speed passing the freeway tunnel were obtained according to the speeddifference between the entrance and exit, acceleration and deceleration speeds in the tunnel aswell as the speed changes passing through the slope.
(4) Using R-type dimensionality reduction cluster, the15%percentile of the speed,standard deviation of the speed, time domain cluster indices such as85%and15%percentiledifference of the throttle pedal stroke, cluster indices such as the throttle pedal stroke andspeed FFT dc frequency spectrum value, cluster indices of the maximum value and15%percentile of the throttle pedal stroke and speed FFT ac frequency spectrum value, integratedcluster indies such as15%percentile of the throttle pedal stroke FFT dc frequency spectrumvalue and ac frequency spectrum value, speed FFT dc frequency spectrum value andmaximum ac frequency spectrum value were proposed for the throttle pedal stroke and speedtime domain index, FFT constant and ac component index. Using Q-type cluster, differentclusters of drivers were divided into different groups and the same cluster of drivers weredivided into the same group to achieve the differential identifying of steering behaviors ofdifferent drivers, as well as steady identifying of steering behaviors of the same driver in freeflow conditions on the freeway.
（1）对高速公路大型客车“夕发朝至”驾驶员换班模式的8种状态，应用心率和心率变异性生理指标，分析了各指标不同阶段的分布趋势和相关性。实验发现驾驶员心率在发车前后处于全行程最高或较高阶段，小时平均心率和增长率随运行时间延续呈现“V”和“W”分布趋势，最低点在休息或夜间交接班前后时段。定量分析心率变异性指标相对正常值的分布特征，表明夜间大型客车驾驶员心脏的整体状况不佳。从生理指标变化特征，获得夜间长途大型客车驾驶员一次驾驶最长时间在3~3.5小时的控制指标。
（2）选择油门踏板行程和制动踏板行程及变化率、车速和加减速度为操作行为评价指标，根据各指标的最大、最小、以及均值、15%、50%和85%分位变化和标准差、85%与15%分位的差、最大与均值的差等建立操作行为评价指标体系。定量分析了不同车速区间、不同驾驶员和不同道路条件各指标分布特征和变化趋势。
（3）通过油门踏板行程和制动踏板行程及其变化率、车速以及加减速度变化特征，对长下坡连续减速带和双向减速带的特殊路面对大型客车驾驶员操作行为影响分析，该设施对车辆的控速有一定效果，但大型客车最高车速在连续下坡阶段尚持续增加，仍有超速的隐患，且弯道下坡仍是驾驶员操纵负荷大，安全隐患多的路段。定量分析了驾驶员进高速公路主线直路段的收费站减速停车的最大车速、平均车速、平均制动踏板行程、停车距离、平均减速度的分布特征。驾驶员有加速通过隧道的期望，且隧道进口的最高限速和出口最高限速期望值均高于实际隧道最高限速；通过隧道进出口速度差值，以及隧道中的加减速度、上下坡运行速度变化，获得了大型客车驾驶员通过高速公路隧道的车速变化以及操作行为特征。
（4）对油门踏板行程和车速的时域指标、FFT常量和交流分量指标运用R型降维聚类，提出车速15%分位、车速标准差、油门踏板行程85%与15%分位差值的时域聚类指标，油门踏板行程和车速FFT直流频谱值的聚类指标，油门踏板行程和车速FFT交流频谱值的最大与15%分位的聚类指标，油门踏板行程FFT直流频谱值与交流频谱值的15%分位、车速FFT直流频谱值与最大交流频谱值的综合聚类指标。运用Q型聚类，将不同驾驶员聚类在不同一组，同一驾驶员聚类在同一组，实现在高速公路自由流条件下，不同驾驶员间的操作行为差异性识别，以及同一驾驶员操作行为稳定性识别。
With the rapid construction of the road network and rapid economic growth in China, thecrucial role of road transportation in the national integrated transportation system is moreprominent, driving safe of vehicle became an important factor for restricting the operation anddevelopment of freeway to some extent, especially long-distance bus was the focus forpreventing and managing vicious traffic accidents featured by serious mass injuries and death.In this paper, the physiological changes and operating behavioral parameters of large busdrivers in the process of the actual long driving were obtained from the real-time acquisitionsystem of the physiological indices and steering behaviors of long-distance bus drivers tocarry out the quantitative studies on fatigue conditions of long-distance driving at night andsteering behaviors under the different traffic conditions for large bus drivers.
(1) For eight states of the shift mode of “Sunset-Departure and Sunrise-Arrival” for largebus drivers on the freeway, the distribution trend and relevance of various indices at differentstages were analyzed using physiological indicators such as heart rate and heart ratevariability. It was found that heart rate of the driver before and after departing was at thehighest level or a higher stage in the whole trip, average heart rate per hour and growth rateshowed an alternatively “V” and “W” distribution trend with extended driving time, and thelowest point was at rest or before and after the night shift. Quantitative analysis of thedistribution features of relative normal value of heart rate variability index indicated that theheart condition of bus drivers at the whole night was poor. And based on the characteristics ofphysiological changes, the longest time for large-scale long-distance bus drivers was3~3.5hours each time at night as the control index.
(2) The throttle pedal stroke, brake pedal stroke, rate of change, speed and accelerationand deceleration were selected as the evaluation indices of the operating behaviors, theevaluation index system of operating behaviors was established according to the maximum,minimum, and average value of various indices,15%,50%and85%percentile change andstandard deviation, the difference between85%and15%percentiles as well as the differencebetween the maximum and mean value. The distribution feature and change trend of variousindices of different drivers were analyzed in different speed ranges and different roadconditions.
(3) The impact of continuous deceleration zone on the long slope and special way on two-way deceleration zone on operating behaviors of the large bus drivers was analyzedaccording to the throttle pedal and brake pedal strokes and the rate of change, speed, as wellas acceleration and deceleration speed to find that the facilities had some effect on the speedcontrol of vehicle, but the maximum speed of large bus still continued to increase in thecontinuous downhill section, which means that there were still hidden dangers of speedingand the curve downhill was still a road segment with more steering loads and safety problems.When parking to enter the toll station in the main straight section of the freeway, themaximum speed, average speed, average brake pedal travel, parking distance and averagedeceleration of drivers were analyzed quantitatively. Drivers were expected to acceleratethrough the tunnel, and the maximum speed limit at the tunnel entrance and exit were higherthan the actual highest speed limit in the tunnel; the speed changes and steering behaviors oflarge bus drivers speed passing the freeway tunnel were obtained according to the speeddifference between the entrance and exit, acceleration and deceleration speeds in the tunnel aswell as the speed changes passing through the slope.
(4) Using R-type dimensionality reduction cluster, the15%percentile of the speed,standard deviation of the speed, time domain cluster indices such as85%and15%percentiledifference of the throttle pedal stroke, cluster indices such as the throttle pedal stroke andspeed FFT dc frequency spectrum value, cluster indices of the maximum value and15%percentile of the throttle pedal stroke and speed FFT ac frequency spectrum value, integratedcluster indies such as15%percentile of the throttle pedal stroke FFT dc frequency spectrumvalue and ac frequency spectrum value, speed FFT dc frequency spectrum value andmaximum ac frequency spectrum value were proposed for the throttle pedal stroke and speedtime domain index, FFT constant and ac component index. Using Q-type cluster, differentclusters of drivers were divided into different groups and the same cluster of drivers weredivided into the same group to achieve the differential identifying of steering behaviors ofdifferent drivers, as well as steady identifying of steering behaviors of the same driver in freeflow conditions on the freeway.
引文
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