PDF(Pubmed)
Abstract：
UNASSIGNED: We conducted a driving simulator study to investigate the effects of monitoring intersection cross traffic on gaze behaviors and responses to pedestrians by drivers with hemianopic field loss (HFL).
UNASSIGNED: Sixteen HFL and sixteen normal vision (NV) participants completed two drives in an urban environment. At 30 intersections, a pedestrian ran across the road when the participant entered the intersection, requiring a braking response to avoid a collision. Intersections with these pedestrian events had either (1) no cross traffic, (2) one approaching car from the side opposite the pedestrian location, or (3) two approaching cars, one from each side at the same time.
UNASSIGNED: Overall, HFL drivers made more (p < 0.001) and larger (p = 0.016) blind- than seeing-side scans and looked at the majority (>80%) of cross-traffic on both the blind and seeing sides. They made more numerous and larger gaze scans (p < 0.001) when they fixated cars on both sides (compared to one or no cars) and had lower rates of unsafe responses to blind- but not seeing-side pedestrians (interaction, p = 0.037). They were more likely to demonstrate compensatory blind-side fixation behaviors (faster time to fixate and longer fixation durations) when there was no car on the seeing side. Fixation behaviors and unsafe response rates were most similar to those of NV drivers when cars were fixated on both sides.
UNASSIGNED: For HFL participants, making more scans, larger scans and safer responses to pedestrians crossing from the blind side were associated with looking at cross traffic from both directions. Thus, cross traffic might serve as a reminder to scan and provide a reference point to guide blind-side scanning of drivers with HFL. Proactively checking for cross-traffic cars from both sides could be an important safety practice for drivers with HFL.
UNASSIGNED: Sixteen HFL and sixteen normal vision (NV) participants completed two drives in an urban environment. At 30 intersections, a pedestrian ran across the road when the participant entered the intersection, requiring a braking response to avoid a collision. Intersections with these pedestrian events had either (1) no cross traffic, (2) one approaching car from the side opposite the pedestrian location, or (3) two approaching cars, one from each side at the same time.
UNASSIGNED: Overall, HFL drivers made more (p < 0.001) and larger (p = 0.016) blind- than seeing-side scans and looked at the majority (>80%) of cross-traffic on both the blind and seeing sides. They made more numerous and larger gaze scans (p < 0.001) when they fixated cars on both sides (compared to one or no cars) and had lower rates of unsafe responses to blind- but not seeing-side pedestrians (interaction, p = 0.037). They were more likely to demonstrate compensatory blind-side fixation behaviors (faster time to fixate and longer fixation durations) when there was no car on the seeing side. Fixation behaviors and unsafe response rates were most similar to those of NV drivers when cars were fixated on both sides.
UNASSIGNED: For HFL participants, making more scans, larger scans and safer responses to pedestrians crossing from the blind side were associated with looking at cross traffic from both directions. Thus, cross traffic might serve as a reminder to scan and provide a reference point to guide blind-side scanning of drivers with HFL. Proactively checking for cross-traffic cars from both sides could be an important safety practice for drivers with HFL.
摘要：
■我们进行了一项驾驶模拟器研究，以调查监控交叉路口交叉交通对注视行为以及具有偏视视野损失（HFL）的驾驶员对行人的反应的影响。
■16名HFL和16名正常视力（NV）参与者在城市环境中完成了两次驾驶。在30个十字路口，当参与者进入十字路口时，一名行人跑过马路，需要制动响应以避免碰撞。有这些行人事件的十字路口有(1)没有交叉交通，（2）一辆从行人位置对面的汽车，或（3）两辆接近的汽车，在同一时间从每一边。
■总的来说，HFL驾驶员进行了更多（p<0.001）和更大（p=0.016）的盲视扫描，并且在盲侧和视侧都查看了大部分（>80％）的交叉交通。当他们将汽车固定在两侧时（与一辆或没有一辆汽车相比），他们进行了更多和更大的凝视扫描（p<0.001），并且对盲人但没有视线的行人（互动，p=0.037)。当视线侧没有汽车时，他们更有可能表现出补偿性盲侧固定行为（固定时间更快，固定持续时间更长）。当两侧都固定汽车时，固定行为和不安全反应率与NV驾驶员最相似。
■对于HFL参与者，做更多的扫描，更大的扫描和对从盲侧过马路的行人的更安全的反应与从两个方向观察交叉交通有关。因此，交叉交通可能会提醒扫描并提供参考点，以指导使用HFL对驾驶员进行盲侧扫描。主动检查两侧的交叉交通汽车可能是HFL驾驶员的重要安全措施。
■16名HFL和16名正常视力（NV）参与者在城市环境中完成了两次驾驶。在30个十字路口，当参与者进入十字路口时，一名行人跑过马路，需要制动响应以避免碰撞。有这些行人事件的十字路口有(1)没有交叉交通，（2）一辆从行人位置对面的汽车，或（3）两辆接近的汽车，在同一时间从每一边。
■总的来说，HFL驾驶员进行了更多（p<0.001）和更大（p=0.016）的盲视扫描，并且在盲侧和视侧都查看了大部分（>80％）的交叉交通。当他们将汽车固定在两侧时（与一辆或没有一辆汽车相比），他们进行了更多和更大的凝视扫描（p<0.001），并且对盲人但没有视线的行人（互动，p=0.037)。当视线侧没有汽车时，他们更有可能表现出补偿性盲侧固定行为（固定时间更快，固定持续时间更长）。当两侧都固定汽车时，固定行为和不安全反应率与NV驾驶员最相似。
■对于HFL参与者，做更多的扫描，更大的扫描和对从盲侧过马路的行人的更安全的反应与从两个方向观察交叉交通有关。因此，交叉交通可能会提醒扫描并提供参考点，以指导使用HFL对驾驶员进行盲侧扫描。主动检查两侧的交叉交通汽车可能是HFL驾驶员的重要安全措施。
