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機(jī)電工程學(xué)院
畢業(yè)設(shè)計(jì)外文資料翻譯
設(shè)計(jì)題目:GD1042輕型貨車設(shè)計(jì)—變速器、傳動(dòng)軸設(shè)計(jì)
譯文題目: 對(duì)減少老人驅(qū)動(dòng)約束的研究
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文獻(xiàn)出處:加州大學(xué)科研周刊
對(duì)減少老人驅(qū)動(dòng)約束的研究
蘇珊.沙欣 戴比.尼邁爾
交通研究所,美國(guó)加州大學(xué)戴維斯分校
土木與環(huán)境工程系,加利福尼亞大學(xué)
摘要:隨著老年人的提升,但其中大部分還主要依靠私人汽車增加他們的流動(dòng)性,很可能是在車輛設(shè)計(jì)適應(yīng)未來(lái),會(huì)在某些部分被鏈接到經(jīng)常面對(duì)長(zhǎng)者的身體軟弱的原因。本文開放式架起教育資源上的老人和汽車設(shè)計(jì)和駕駛安全性的物理?yè)p傷醫(yī)學(xué)研究之間的橋梁。根據(jù)面對(duì)老人駕駛有關(guān)的生理和認(rèn)知障礙最近的調(diào)查結(jié)果。然后,我們提出了兩個(gè)主要的汽車設(shè)計(jì)和基礎(chǔ)設(shè)施適應(yīng)的類型:(1)私家車的修改,(2)智能化技術(shù)和支持服務(wù)私家車,它可以幫助減少這些障礙的駕駛有關(guān)的影響。例如,我們提出了一系列溫和的車輛設(shè)計(jì)適應(yīng),對(duì)于如座椅和門道,把手,旋鈕,以及方向盤,和安全帶。我們發(fā)現(xiàn),許多的這些改進(jìn),許多這些改進(jìn)可以作出一些額外的設(shè)計(jì)工作標(biāo)準(zhǔn)的客運(yùn)車輛,而這些改編增加車輛整體市場(chǎng)競(jìng)爭(zhēng)力。最后,雖然我們的大部分建議的不是全部的修改,能很大程度上惠及長(zhǎng)者,并支持和提高駕駛在所有年齡組。
關(guān)鍵詞:交通運(yùn)輸、人為因素、車輛設(shè)計(jì)、老年人
1 人為因素和基礎(chǔ)車輛設(shè)計(jì)的修改依據(jù)
據(jù)卡普(1988),改進(jìn)技術(shù)可以改善一些與年齡有關(guān)的損害。例如,標(biāo)志可讀性和信號(hào)時(shí)序?yàn)樵O(shè)計(jì)元素,可以極大地影響一個(gè)人安全地旅行的能力,且其簡(jiǎn)單的工藝適應(yīng)性證明是有用的。特別是,針對(duì)老年人而設(shè)計(jì)的產(chǎn)品越來(lái)越多,必須滿足老年女性的需求。越來(lái)越多的老年婦女放大了這個(gè)群體中的人體和行為研究中的不斷增長(zhǎng)的需求。設(shè)計(jì)師和人為因素專家需要老年人總體的尤其是婦女的附加數(shù)據(jù)。隨著老年消費(fèi)者數(shù)量的增加和經(jīng)濟(jì)地位的提高,這種不斷增長(zhǎng)的人口的集體力量使人相信那些可以彌補(bǔ)感官和身體障礙的公司的產(chǎn)品有市場(chǎng)優(yōu)勢(shì)。
在本節(jié)中,我們將介紹幾種可能的車輛設(shè)計(jì)的修改,包括:座椅,座椅及門的尺寸,手柄,旋鈕和方向盤,防炫目改編,機(jī)械傳動(dòng)控制,以及安全帶,它們都可服務(wù)于老年人。作出修改的設(shè)計(jì)標(biāo)準(zhǔn)可以使用上一節(jié)中介紹的研究來(lái)確定。在一個(gè)標(biāo)準(zhǔn)車輛上可以作出許多變化,這對(duì)于汽車制造商不費(fèi)吹灰之力。例如,很簡(jiǎn)單的跨代的修改可能包括使用香物,它可以在汽車內(nèi)被釋放,刺激并喚醒疲倦的司機(jī)。其他的修改將需要更激進(jìn)的方法來(lái)制定車輛設(shè)計(jì)的新標(biāo)準(zhǔn),如門口,大燈高度變化。可以預(yù)料,我們探索的許多修改可能是昂貴的。對(duì)所有車輛所做的設(shè)計(jì)(如旋鈕設(shè)計(jì))更改將受益于規(guī)模經(jīng)濟(jì),而其他的更加個(gè)性化的設(shè)計(jì)將保持昂貴。雖然成本在市場(chǎng)需求中發(fā)揮了關(guān)鍵作用,但它們不是在強(qiáng)調(diào)我們必須評(píng)估成本。我們確定的這些建議列在了表4。
1.1座位
車輛座位應(yīng)該是比較堅(jiān)硬平坦,因此很容易在座位邊坐下,然后移動(dòng)到一個(gè)舒適的位置。由此,座面不應(yīng)有太多的摩擦,否則它將難以使乘客在進(jìn)入和離開汽車的時(shí)候旋轉(zhuǎn)。座椅位置也應(yīng)該很容易被所有乘客進(jìn)行調(diào)節(jié)
每側(cè)單門的車輛,由于提供了廣大門孔因而最容易進(jìn)入。這可以被90%的殘疾人口接受的門孔和閥座尺寸的最大值和最小值已經(jīng)由消費(fèi)者人體工程學(xué)研究所確定。增加了前排座椅收縮性或改裝車輛座椅,其向后滑動(dòng)和向外旋轉(zhuǎn),可以給那些身體障礙的人提供很大的幫助。提供了更好的座位設(shè)計(jì),也將有助于那些經(jīng)歷過椎間盤間隙減少脊柱和具有特征圓背成熟的成年人。
門口寬度
最小800毫米和為了舒適至少為900毫米。
座椅位置
座椅右前蓋和前門柱之間的空間應(yīng)至少為300毫米,而為了舒適性至少為350毫米。座椅的靠背和前門柱之間的距離應(yīng)至少為840毫米和為了舒適要多達(dá)930毫米。座椅應(yīng)該是可調(diào)的,以使座椅靠背的上部是放置在同一水平位置,像后門柱
車門檻高度
最長(zhǎng)不超過地板以上90毫米和舒適要求少于50毫米。
門口高度
最低地面以上1330毫米和舒適要求至少1380毫米。
門角
門打開后的角,,大約70毫米(為能行走殘疾人),70毫米(輪椅使用者);和90毫米(需幫助的輪椅使用者)。
1.2座椅及門的尺寸
在一個(gè)實(shí)驗(yàn)研究佩策爾(1995)邀請(qǐng)17個(gè)老年人和殘疾參加者進(jìn)入和退出一個(gè)實(shí)體模型的車輛,門道的寬度和高度可以改變。研究結(jié)果有助于確定要舒適地容納一個(gè)行動(dòng)不便人士所需的最小車輛門口尺寸,這使在進(jìn)入-退出操作時(shí)提高舒適性和安全性。
1.3 安全帶
據(jù)默里 .萊斯利(1991)說(shuō),對(duì)于大多數(shù)有關(guān)節(jié)炎的人來(lái)說(shuō),操作并佩戴安全帶的不適是可以克服或改善。調(diào)整安全帶固定點(diǎn)和系統(tǒng)松弛就可以做到這一點(diǎn)。然而,要實(shí)現(xiàn)這樣的改變可能會(huì)影響安全帶的安全運(yùn)行,只能由??漆t(yī)生進(jìn)行。
1.4手柄,旋鈕,以及方向盤
手柄,旋鈕,和方向盤可以調(diào)整,以滿足老年人(例如,關(guān)節(jié)炎和強(qiáng)度降低)的手功能的需求??刂菩o和杠桿的工作量和扭矩的要求反映在體力和靈巧隨著時(shí)間的推移逐漸下降(湯普森,1995)。 佩策爾(1995)建議,安裝合適的手柄以適應(yīng)個(gè)別司機(jī)的需要。建議的位置包括儀表板,前門柱的上部,在門框的上部?jī)?nèi)側(cè)的屋頂上,并且在門窗口的下方。進(jìn)入時(shí),策略性地放置手柄可以幫助乘客進(jìn)出車廂的。
如前所述,關(guān)節(jié)炎的研究表明,駕駛的最大障礙是關(guān)節(jié)疼痛,而不是僵硬和虛弱或關(guān)節(jié)變形。這種疼痛可能與關(guān)節(jié)運(yùn)動(dòng)或壓力保持在一個(gè)特定的姿勢(shì)的肢體有關(guān)。為了盡量減少這種痛苦,車輛控制和座椅的位置應(yīng)優(yōu)化,以減少所需的操作控制的力和壓力。此外,控制動(dòng)作,如齒輪變化,應(yīng)該被淘汰(默里 - 萊斯利,1991)。
依據(jù)人體工程學(xué)實(shí)地調(diào)研(黑格,1993)的審查,下面的指導(dǎo)建議,以幫助汽車司機(jī)和乘客與手部功能下降,尤其是那些關(guān)節(jié)炎引起的:
(1)擴(kuò)大車輛旋鈕,手柄和方向盤;
(2)旋鈕的形狀應(yīng)該是易于握持,以便它適合手;
(3)紋理應(yīng)該是很容易抓緊和握住;
(4)停止和啟動(dòng)應(yīng)位于彼此分開;
(5)如果可能的話應(yīng)便于單手任務(wù)。
1.5防眩光適應(yīng)
減少眩光的車輛改裝,可幫助老年駕駛者,包括無(wú)眩光面板和
晝/夜后視鏡和側(cè)視鏡。其他可視性增強(qiáng)功能可通過改善前大燈的設(shè)計(jì)來(lái)實(shí)現(xiàn),例如中等光束前大燈增加從迎面而來(lái)的汽車的距離的知名度,但不刺眼(示拿和希伯,1991)。此外,可以添加一個(gè)大燈清洗和擦拭系統(tǒng),以確保清潔,增強(qiáng)亮度(莫蒂默,1989)。黑格(1993)提出了以下設(shè)計(jì)準(zhǔn)則,以提高車輛的控制面板和表盤的可視性(巴比奇,1988):
(1)確保文字和控制項(xiàng)光線充足;
(2)選擇合適的顏色,大小和色強(qiáng)度型符號(hào);
(3)隔離背景雜波和眩光優(yōu)先級(jí)信息;
(4)消除不相關(guān)的信息和裝飾;
(5)使用適當(dāng)類型面積和重量,字母,單詞和行間距;
(6)最大限度地類型和背景之間的對(duì)比度;
(7)使用非反射表面;
(8)使用對(duì)比色;
(9)細(xì)心使用藍(lán)紫綠組合。
1.6機(jī)械驅(qū)動(dòng)控制
駕駛控制的改善,如機(jī)械手控制或機(jī)電式接觸開關(guān),現(xiàn)在要求即使是最嚴(yán)重受損也能操作車輛。然而,這些機(jī)械的功能通常只對(duì)主控件,如轉(zhuǎn)向,制動(dòng),和加速,這限制了司機(jī)的操作輔助控件,如喇叭,轉(zhuǎn)向燈,點(diǎn)火的能力,和前大燈等定向。
最顯著的進(jìn)步是,幫助殘疾人駕駛時(shí)適應(yīng)車輛控制,這是有效的,簡(jiǎn)單,便宜。這些技術(shù)包括利用簡(jiǎn)單的長(zhǎng)桿齒輪杠桿和杠桿釋放機(jī)制的手制動(dòng)。其他項(xiàng)目,如電動(dòng)調(diào)節(jié)汽車座椅,紅外線系統(tǒng),車輛控制操作,以及真空輔助制動(dòng)通常在[2000美元]成本。當(dāng)關(guān)節(jié)炎嚴(yán)重并伴有肢體畸形和短縮或神經(jīng)衰弱,更昂貴和特殊車輛的控制可能是必要的。
1.7聽覺信息系統(tǒng)
為了改善老年人和殘疾人群體的聽覺障礙,黑格(1993)提出了以下音頻設(shè)計(jì)指南,以支持這些需求(巴比奇,1988):
(1)提供完善的控制,以確保聲量可以滿足所有的用戶,無(wú)論聽力如何。
(2)當(dāng)通信的影響是至關(guān)重要的,與音量的提示緊迫性,并提供視覺和聲音提示。
(3)最大限度地減少由產(chǎn)品或環(huán)境產(chǎn)生的環(huán)境聲音,這樣混亂的音頻信號(hào)被淘汰。
(4)避免不相關(guān)的信息:如果老年人要處理大量的信息,他們很可能需要更長(zhǎng)的時(shí)間來(lái)執(zhí)行任務(wù)。
(5)較低的頻率用于報(bào)警和緊急消息。
在由斯匹林和菲斯克(1991)先進(jìn)的線索化條件的研究,103個(gè)青年(平均年齡37歲)和老年司機(jī)在路口模擬方式與不提示方式進(jìn)行了測(cè)試。結(jié)果表明,通過符號(hào)元素的一種先進(jìn)的和冗余的數(shù)據(jù)流提供決策規(guī)則嵌入,將提高年輕和老司機(jī)決策的準(zhǔn)確性和延遲。
2 人為因素和智能交通技術(shù)和支持服務(wù)
先進(jìn)的技術(shù)可以大大增強(qiáng)或擴(kuò)展私人機(jī)動(dòng)車輛的老人的能力。改進(jìn)可能包括專門的駕駛輔助設(shè)備,如聽覺信息系統(tǒng),視覺增強(qiáng)設(shè)備和智能卡,以及車載信息和支持系統(tǒng),如規(guī)劃和航路信息系統(tǒng),車輛運(yùn)營(yíng)和維護(hù)設(shè)備,應(yīng)急救援網(wǎng)絡(luò),和安全性增強(qiáng)功能。關(guān)于智能交通系統(tǒng)(ITS )技術(shù)和身體障礙的任何討論,許多技術(shù)可能不容易被接受的第一個(gè)原因是與年齡有關(guān)的厭惡新技術(shù)。對(duì)于后續(xù)的幾代人,這將是不再是一個(gè)問題,因?yàn)樗麄儗⒃谳^早的年齡熟悉智能技術(shù)。還值得一提的是,它的許多適應(yīng)最初可能是昂貴的落實(shí)。不過,這是合理的,技術(shù)成本將隨時(shí)間而降低,許多基本功能(例如,車載導(dǎo)航)在不久的將來(lái)將成為不可或缺的整車設(shè)計(jì)。
2.1視覺增強(qiáng)設(shè)備
伊(1985)進(jìn)行的老年駕駛者的綜合研究表明,被調(diào)查的35%的問題,關(guān)節(jié)炎,20%聲稱這使他們很難在駕車時(shí)把他們的頭看向后面。以用戶為中心的方法及其預(yù)防這種損害可能包括這樣的功能如后近地警告系統(tǒng),以防止風(fēng)險(xiǎn)進(jìn)入另一輛車(歐文等人,1993)或激光/雷達(dá)系統(tǒng)設(shè)計(jì)產(chǎn)品來(lái)發(fā)出聲音警告的路徑當(dāng)駕駛者啟動(dòng)一個(gè)危險(xiǎn)的車道變換。紅外(IR)視頻系統(tǒng)為改善照亮黑暗的環(huán)境中駕駛條件下的另一種可能的技術(shù)手段。這些系統(tǒng)是類似于用于軍事的夜視系統(tǒng)。從以用戶為中心的角度來(lái)看,這種技術(shù)提供了前所未有的可能性,以提高夜間行車環(huán)境可視化的訪問。
創(chuàng)新的汽車設(shè)計(jì)也可以考慮新的可能性,如更好的顯示位置和使用抬頭顯示器。這些修改將簡(jiǎn)化個(gè)人的可視化搜索。此功能對(duì)于認(rèn)知(例如,響應(yīng)時(shí)間限制)和視覺障礙的個(gè)體將是非常有用的(示拿和希伯,1991)。
2.2智能卡
智能卡是一種先進(jìn)的技術(shù),特別適用于各種應(yīng)用,包括自動(dòng)付款。智能卡是大致相同的大小作為一個(gè)傳統(tǒng)的信用卡。它們包含兩個(gè)微處理器和存儲(chǔ)器元件,使他們能夠執(zhí)行計(jì)算和處理數(shù)據(jù)的獨(dú)立的智能卡讀卡器。個(gè)人認(rèn)知,行動(dòng)不便,或敏捷障礙可以智能卡召回座位,鏡子,或轉(zhuǎn)向的調(diào)整。人與敏捷性損傷也可以從智能卡的使用,避免貨幣處理在收費(fèi)站,停車場(chǎng)等受益。目前,智能卡,可以讀取和以非接觸方式寫數(shù)據(jù)鏈路是已經(jīng)可用。他們可以提供數(shù)據(jù)處理和信息可移植性的穩(wěn)健和安全的方法。
2.3 車載信息和支持系統(tǒng)
這是以解決在感知,認(rèn)知和物理性能跌幅而開發(fā)幾種車載信息和支持系統(tǒng):
(1)碰撞風(fēng)險(xiǎn)測(cè)定系統(tǒng):根據(jù)機(jī)載實(shí)時(shí)風(fēng)險(xiǎn)評(píng)估情報(bào),給司機(jī)特定的交通場(chǎng)景的建議或警告
(2)動(dòng)態(tài)路徑導(dǎo)航系統(tǒng):提供驅(qū)動(dòng)程序有明確的常規(guī)信息指定的車次。同樣, 西克史密斯和 西克史密斯(1993)建議的無(wú)線電數(shù)據(jù)系統(tǒng),聲控電臺(tái),根據(jù)年駕駛者的要求可以提供老當(dāng)?shù)氐缆泛吞鞖鈼l件下的廣播。
(3)車輛狀態(tài)監(jiān)控:提供給司機(jī)有關(guān)汽車維修的信息,包括剎車片磨損,洗滌液液位,等
(4)駕駛員狀態(tài)監(jiān)測(cè):提供司機(jī)信息,以幫助保持足夠的行駛性能。這種系統(tǒng)將在輕載和滿載時(shí)監(jiān)測(cè)與藥物,嗜睡和認(rèn)知的效果相關(guān)的關(guān)鍵駕駛因素的波動(dòng)。
(5)道路和路線信息系統(tǒng):使駕駛員能夠規(guī)劃自己的路線,最短,最快,最優(yōu)美的路線等
(6)車位引導(dǎo)系統(tǒng):提供有關(guān)停車位的位置和可用性的信息,它可以幫助所有司機(jī)。
(7)便攜式移動(dòng)數(shù)據(jù)終端:提供給駕駛員或乘客關(guān)于交通路況狀態(tài)信息
2.4 操作和維護(hù)系統(tǒng)
旅行前,司機(jī)往往需要車輛運(yùn)行和維護(hù)信息,如剎車,輪胎,發(fā)動(dòng)機(jī)和流體條件。此外,之前的長(zhǎng)途旅行緊急維修和信息服務(wù)對(duì)于老人將是特別有用。這種信息的需求可以通過其技術(shù),如車輛診斷系統(tǒng),車載通信,車輛定位裝置,和路邊和應(yīng)急設(shè)備庫(kù)的組合來(lái)滿足。
此外,全國(guó)研討會(huì)探討了需要開發(fā)的以協(xié)助個(gè)人駕駛改裝的車輛(TRB,1991)國(guó)家應(yīng)急救援網(wǎng)絡(luò)。這項(xiàng)服務(wù)將有助于滯留個(gè)人和保證維修服務(wù)的專業(yè)車輛,其中典型的是汽車維修商必須救援。這個(gè)急救網(wǎng)絡(luò)將采用自動(dòng)車輛定位,先進(jìn)的出行者信息系統(tǒng),以及先進(jìn)的出行管理系統(tǒng)技術(shù)。
2.5 安全系統(tǒng)
對(duì)于視力或認(rèn)知障礙,看到和認(rèn)出是非常困難的,如在停車標(biāo)志列出的交通和路牌的限制,不能從遠(yuǎn)處看。車載標(biāo)牌可以提供一個(gè)潛在的解決很多這樣的問題。同樣的一群人也可以受益于否定系統(tǒng)。拒絕系統(tǒng)防止個(gè)人在一定條件下駕駛,例如,光線不好下有視覺障礙(菲利普斯,1994年)的人。
2.6 移動(dòng)性支持服務(wù)
移動(dòng)性支持服務(wù)中心,可以提供與身體和認(rèn)知障礙相關(guān)的汽車方面的流動(dòng)性的專家咨詢和評(píng)估。這樣的評(píng)價(jià)在重要的旅游行為的調(diào)整(例如,只在白天行駛)給司機(jī)提供幫助。此外,支持中心可能包括專家的技術(shù)設(shè)計(jì)服務(wù),這對(duì)于連接障礙,以適應(yīng)車輛與智能系統(tǒng)(如視覺增強(qiáng)設(shè)備)提供建議和咨詢意見。在不久的將來(lái),進(jìn)行更復(fù)雜的駕駛員培訓(xùn)存在的,尤其適合老年人,這很有必要。根據(jù)駕駛需求隨時(shí)獲得質(zhì)量好,客觀的建議仍然是老年人和殘障人士的一大難題。但是在英國(guó)(UK),駕駛評(píng)估中心的網(wǎng)絡(luò),使個(gè)人可以取得行駛能力和建議的實(shí)際評(píng)估,以供駕駛調(diào)整(默里 - 萊斯利,1991)。
在未來(lái),這些中心也可以用于適應(yīng)車輛與智能系統(tǒng)提供專業(yè)的技術(shù)設(shè)計(jì)服務(wù)。國(guó)家依賴于私人汽車的移動(dòng)性,如美國(guó),應(yīng)該考慮支持移動(dòng)性服務(wù)中心,認(rèn)知和身體殘疾類似于在英國(guó)。這些中心可以首先通過公共-私營(yíng)伙伴關(guān)系進(jìn)行操作。醫(yī)療服務(wù)提供者和汽車制造商可能有興趣,共同拓展這樣的企業(yè)。
移動(dòng)服務(wù)中心提供的對(duì)策,如物理療法,可以幫助改善并維持老年人和殘疾人司機(jī)的技能。毫不奇怪,康復(fù)策略已經(jīng)被證明有助于個(gè)人直接或通過開發(fā)其他解決問題的能力克服損失(菲斯克,1993)。最近,阿什曼等(1994)進(jìn)行了為期一年的關(guān)于105個(gè)老司機(jī)的問題研究。本研究的目的是開發(fā)和評(píng)估用于提高老年人司機(jī)駕駛能力的安全對(duì)策。在第一年,對(duì)老司機(jī)的問題進(jìn)行了探討和對(duì)對(duì)策進(jìn)行了鑒定,其中包括:(1)物理治療,(2)感知治療,(3)司機(jī)的教育,和(4)基礎(chǔ)設(shè)施設(shè)計(jì)。參與者的駕駛性能是用駕駛表現(xiàn)進(jìn)行測(cè)量(DPM)這是密歇根州立大學(xué)開發(fā)的測(cè)量方法。每位受試者前后進(jìn)行了測(cè)試的每一個(gè)措施。第二年,對(duì)這些司機(jī)措施的效果進(jìn)行了評(píng)價(jià)。結(jié)果表明,所有的措施提高了老年人的駕駛性能。
阿什曼等觀察到,該研究報(bào)告的康復(fù)措施(基于DPM得分的變化)每項(xiàng)措施提供了7.9%的駕駛性能改善。此外,與身體或視覺治療相關(guān)的司機(jī)教育趨于改善駕駛性能。然而,沒有一個(gè)上升是顯著的(P<0.02)。最后,阿什曼等發(fā)現(xiàn)基礎(chǔ)設(shè)施的改進(jìn)將是最具性價(jià)比的高容量的有效方法,以及其他措施(如物理和視覺療法)是最符合成本效益的低容量的方法。
這項(xiàng)研究還包括三個(gè)全國(guó)性突出的駕駛?cè)私逃n程的評(píng)估:(1)國(guó)家安全局執(zhí)教成熟的司機(jī),(2)退休人員的美國(guó)協(xié)會(huì)55活著/成熟的駕車,以及(3)美國(guó)汽車協(xié)會(huì)(AAA)安全駕駛的成熟運(yùn)營(yíng)商。阿什曼等。結(jié)論是,所有三個(gè)項(xiàng)目提供充足的。
2.7 測(cè)試和許可證
雖然老年駕駛者的許可是一個(gè)激烈爭(zhēng)論的問題。在許多國(guó)家,它可能是未來(lái)調(diào)控的駕駛權(quán)利的重要工具。也有證據(jù)表明,駕駛知識(shí)測(cè)試也與老司機(jī)更少的致命車禍有關(guān)。在不能施加續(xù)領(lǐng)牌照的測(cè)試的狀態(tài)下,流動(dòng)性中心可提供有價(jià)值的咨詢和評(píng)估服務(wù),尤其是對(duì)那些可能不知道他們的身體和認(rèn)知障礙的老年駕駛者。
約翰遜和凱爾特納(1983)發(fā)現(xiàn),大多數(shù)被診斷為異常視野(57.6%)的研究對(duì)象,,沒有意識(shí)到任何視覺困難。本特松和克拉考(1979)在自動(dòng)視野檢查研究中發(fā)現(xiàn)了類似的結(jié)果。在這個(gè)實(shí)驗(yàn)中,被診斷為視野喪失的受試者48%以前沒有意識(shí)到這個(gè)問題??傊@些結(jié)果表明,自動(dòng)視野測(cè)試可以給司機(jī)的篩選提供有價(jià)值的評(píng)估工具。
目前,儀器評(píng)估動(dòng)態(tài)視覺感知技能的可用性仍然是相當(dāng)有限的。在多倫公司提供了一個(gè)精密的系統(tǒng)驅(qū)動(dòng)器分析儀,該工具可以提供精確和動(dòng)態(tài)的測(cè)量,以評(píng)估一個(gè)司機(jī)感知能力,反應(yīng)時(shí)間和威脅識(shí)別能力。該系統(tǒng)的目視評(píng)價(jià)方面在評(píng)估其客戶的視覺掃描和注意力的能力時(shí)特別有用。目視評(píng)價(jià)工具,例如駕駛員分析器中,可以使用在移動(dòng)性服務(wù)中心來(lái)評(píng)估老人的駕駛能力。這些評(píng)估的結(jié)果可以用來(lái)司機(jī)障礙聯(lián)系,以適應(yīng)車輛和智能系統(tǒng)設(shè)備。
3 結(jié)論
越來(lái)越多的老年人流動(dòng)性的話題表面如福祉擴(kuò)大人口老齡化的關(guān)鍵因素。最近,一些老年人相關(guān)的生活方式的問題已經(jīng)引起了相當(dāng)?shù)年P(guān)注,其中包括:健康相關(guān)看法,老年人住房,并在老年人中兩個(gè)流動(dòng)性和幸福的結(jié)合下降。事實(shí)上,一些研究表明,低自尊和因行動(dòng)不便而感到無(wú)用,不快樂,抑郁癥的老人。雖然在流動(dòng)性下降和幸福之間的因果關(guān)系的影響難以確定,但這種巧合值得進(jìn)一步研究。
雖然與衰老有關(guān)的許多限制在每天的日?;顒?dòng)可能不很明顯,限制有可能因一個(gè)復(fù)雜的因素出現(xiàn)更加明顯,如不熟悉技術(shù)。因此,許多老年人可能有把ITS技術(shù)納入自己的駕駛?cè)蝿?wù)的消極態(tài)度。目前,一些研究已經(jīng)用了了用戶可接受的為老人服務(wù)的新的移動(dòng)技術(shù)(黑格,1993)。
本文從運(yùn)輸,設(shè)計(jì),和醫(yī)學(xué)專家描述一系列與駕駛以及有關(guān)的身體與認(rèn)知障礙,并通過一個(gè)大范圍的設(shè)計(jì)修改(例如,座椅及門的標(biāo)準(zhǔn))減少其影響。我們倡導(dǎo)一種新的設(shè)計(jì)方法,但具有足夠的靈活性,以服務(wù)于眾多用戶的移動(dòng)需求,從年輕人到最年長(zhǎng)的老人。這種做法會(huì)鼓勵(lì)廣泛采用支持個(gè)人在整個(gè)一生中不斷變化的身體和認(rèn)知需要的很多的產(chǎn)品和服務(wù)。因此,許多這些產(chǎn)品就會(huì)少專門為特定的障礙,更實(shí)惠,并廣泛提供給來(lái)自不同社會(huì)經(jīng)濟(jì)背景的人。
附件:外文資料原文
Integrating vehicle design and human factors: minimizing elderly driving constraints
Susan A. Shaheen *a, Debbie A. Niemeier * b,
*a Institute of Transportation Studies, University of California, Davis, CA, USA,
*b Department of Civil and Environmental Engineering, University of California Davis, CA 95616-5924, USA Received 27 June 1997; accepted 3 December 1999
Abstract:
With a projected rise in the number of elderly, most of whom have also relied primarily on the private automobile for their mobility, it is likely that
future adaptations in vehicle design will be linked in some part to the physicalinfirmities often faced by the eld-erly. This paper o.ers a bridge between medi-cal research on the physical impairments of the elderly and automobile design and drivingsafety. We describe recent findings on the driving-related physical and cognitive impairments faced by the elderly. We then propose two major
types of vehicle design and infrastructure adaptations: (1) modifications for private vehicles, and (2) intelligent technology and support services for private vehicles, which can help to minimize the drivingrelated effects of these impair-ments. For example, we present a range of modest vehicle design adaptations
for components such as seats and doorways, handles, knobs, and steering whee-ls, and seat belts. We find that many of these improvements can be made to standard passenger vehicles with little additional design effort, and that the ada-ptations should also increase overall vehicle marketability. Finally, we argue
that while most, if not all, of our proposed adaptations would be made to larg-ely benefit the elderly, they will nevertheless support and improve driving across all age groups. 2001 Elsevier Science Ltd. All rights reserved.
Keywords: Human factors; Transportation; Elderly; Vehicle design
1. Human factors and basic vehicle design adaptations
According to Carp (1988), technological adaptations can ameliorate some age-related impairments. For instance, sign readability and signal timing are design elements that can greatly affect an individual’s ability to travel safely, and
for which simple technological adaptations can prove useful. In particular, products designed for an older population must increasingly meet the needs of older females (Pirkl, 1994). The increasing number of older women ``amplifles the
growing needs for anthropometric and behavior research among this group. Designers and human factors specialists need additional data for the older population in general and women in particular'' (Pirkl, 1994, p. 17). As the number and economic status of older consumers increases, the collective strength of this growing population may convince many companies that products and environments that compensate for sensory and physical impairments have a market advantage (Thompson, 1995; Pirkl, 1994).
In this section, we describe several kinds of possible vehicle design adaptations, including: seating; seat and doorway dimensions; handles, knobs, and steering wheels; anti-glare adaptations, mechanical driving controls, and seat belts, that can serve the older population. The design standards for these adaptations can be ascertained using the research presented in the previous section. Many changes could be made to a standard vehicle with little effort on the part ofautomobile manufacturers. For instance, very simple transgenerational adaptations might include the use of aromatherapies, which could be released inside an automobile to stimulate and awaken tired drivers. Other adaptations will require a more radical approach to developing new standards for vehicle design, such as doorway and headlight height alterations. As might be expected, many
of the adaptations we explore may be costly. Design changes that are made onall vehicles (e.g., knob design) would benefit from economies of scale, while other, more customized designs would remain costly. Although costs play a key
role in market demand, they are not emphasized in our evaluation. The recommendations we identify are included in Table 4.
1.1. Seating
Vehicle seating should be relatively hard and flat, making it easy to sit down on the edge of a seat and then move into a comfortable position. Consequently, a seat surface should not have too much friction, which makes it moredifficult for passengers to swivel when getting into and out of an automobile. The seat position should also be easy to adjust by all passengers (佩策爾, 1995).
Vehicles with a single door on each side provide the easiest access due toa wide door aperture.The maxima and minima for door aperture and seat dimensions, which would be acceptable to90% of the disabled population,have beendetermined by the Institute of Consumer Ergonomics (Murray-Leslie, 1991) Increased front seat retractability or adapted vehicle seats, which slide back and
swivel outward, can provide great assistance to the physically impaired. Providing better seating designs and relocating primary vehicle controls closer to drivers will also aid mature adults, who have experienced a decrease in intervertebral disk spacing in the spine and possess a characteristic round back (Thompson, 1995).
Table 4
Seat and doorway dimensions
Doorway *A minimum of 800 mm and for comfort reasons at least 900 mm.
width
Seat position *Space between the seat front right cover and the front door-post should be a minimum of 300 mm, and for comfort reasons at least 350 mm. Distance between the backrest of the seat and the front door-post should be a minimum of 840 mm and for comfort reasons up to 930 mm. The seat should be adjustable to a position where the upper portion of the seat backrest is placed at the same horizontal position as the back door-post.
Door-sill *A maximum of 90 mm above the floor and for comfort r height easons less than 50 mm.
Doorway *A minimum of 1330 mm and for comfort reasons at leastheight 1380 mm above the ground.
Door angle *Angle to which the door opens, approximately 70 mm (for ambulant disabled persons); 70 mm for wheelchair use
rs; and 90 mm (for wheelchair users with an assistant)
1.2. Seat and doorway dimensions
In an experimental study 佩策爾 (1995) asked 17 elderly and disabled participants to enter and exit a mock-up vehicle that had a doorway whose width and height could be altered. The results helped to define the minimum vehicledoorway dimensions required to comfortably accommodate individuals with a mobility impairment, enhancing comfort and safety during entry-exit operations.
Dimensions are provided in Table 4.
1.3. Seat belts
According to Murray-Leslie (1991), for most individuals the arthritic discomfort associated with operating and wearing seat belts can be overcome or ameliorated. Adjusting the belt anchorage points and system slack will accomplishthis. Nevertheless, it is important to realize that such alterations could a.ect thesafe functioning of the belt and should only be undertaken by a specialist.
1.4. Handles, knobs, and steering wheels
Handles, knobs, and steering wheels can be adapted to meet the hand functioning needs of the elderly (e.g., arthritis and reduced strength). The effort and torque requirements for control knobs and levers should reflect the gradualdecline in physical strength and dexterity over time (Thompson, 1995). 佩策爾 (1995)recommends that suitable handles be mounted to accommodate the needsof individual drivers. Suggested locations include the dashboard, the upper partof the front door-post, the roof inside the upper part of the door frame, and on the door just beneath the window. Strategically placed handles can aid passengers when getting into and out of a car.
As noted earlier, arthritis research suggests that joint pain rather than stiffand weak or deformed joints present the biggest obstacle to driving. This painmay be related to joint movement or pressure from maintaining a limb in a particular posture. To minimize this pain, the position of the vehicle controls andseating should be optimally placed to reduce the forces and pressures required for operating controls. Additionally, control maneuvers, such as gear changing, should be eliminated (Murray-Leslie, 1991).
Based on a review of ergonomic field research (Haigh, 1993), the following guidelines were suggested to help automobile drivers and passengers with declining hand function, especially those caused by arthritis:
*enlarged vehicle knobs, handles, and steering wheels;
*knob shapes should be easy to hold, so that it fits the hand;
*texture should be easy to grip and hold;
*stop and start should be located apart from one another; and
*facilitate single-handed tasks if possible.
1.5. Anti-glare adaptations
Glare reducing vehicle modifications that should help elderly drivers includenon-glare panels and day/night rearview and side mirrors. Other visibility enhancements may be achieved through improved headlight designs, for instance mid-beam headlights that increase distance visibility but not the glare from oncoming cars (Shinar and Schieber, 1991). Furthermore, a headlight washing and wiping system could be added to ensure cleanliness and enhance luminance (Mortimer and Fell, 1989). Haigh (1993) suggested the following design guidelines toimprove the visibility of vehicle control panels and dials (based on Pirkl and Babic, 1988):
*ensure adequate light level on text and controls;
* select appropriate color, size, and chromatic intensity for type symbols;
* isolate priority information from background clutter and glare;
*eliminate irrelevant information and decoration;
* use appropriate type size and weight and letter, word, and line spacing;
*maximize contrast between type and background;
*use non-reflective surfaces;
* use contrasting colors; and
* use blue-violet green combinations with care.
1.6. Mechanical driving controls
Adaptive driving controls, such as mechanical hand controls or electromechanical contact switches,now allow even the most severely impaired to operate a vehicle. However, these mechanical functions are usually directed toward primarycontrols only, such as steering, braking, and accelerating, which limits the ability of drivers to operate secondary controls such as the horn, turn signals, ignition, and headlights, etc. (Quintin et al., 1991).
The most significant progress to aid disabled drivers has been made with vehicle control adaptations, which can be effective, simple, and inexpensive. These include the use of simple extension bars to gear levers and lever release mechanisms for hand braking. ``Other items such as electrically adjusted car seats, infra-red systems for the operation of vehicle controls, and vacuum assisted braking usually cost well under [$2,000]'' (Murray-Leslie, 1991, p. 55). Occasionally, when arthritis is severe and accompanied by limb deformity and shortening or neurological weakness, more expensive and specialized vehicle controls may be necessary (Murray-Leslie, 1991).
1.7. Auditory information systems
To enhance, the auditory impairments of the elderly and disabled populations, Haigh (1993) has suggested the following audio design guidelines to support these needs (based upon Pirkl and Babic, 1988): *Provide a control for sound to ensure that the loudness level can accommodate all users regardless of sensitivity.
*When communication impact is critical, relate the sound volume to the cueurgency and provide both visual and audio cueing.
*Minimize the ambient sound produced by the product or environment so that confusing audio signals are eliminated.
*Avoid irrelevant information: if older people have to process a lot of information they are likely to take longer to perform a task.
*Use lower frequencies for alarms and urgent messages. In the research onadvanced cueing by Staplin and Fisk (1991), 103 young (average age of 37) and older drivers were tested in intersection approach simulations with and without cueing. The results indicate that decision rule cueing provided by an advanced and redundant stream of sign elements, will improve the accuracy and latency of both younger and older drivers’s decisions.
2. Human factors and intelligent transport t