This thesis deals with Quadbike (ATV) driving behaviour. This work describes the construction of ATVs, driving behavior and specifications ride them. In this work was performed measurements of braking, acceleration tests, measurements of transverse movement ATVs and subsequent analyse of obtained data. The measured values can be used for working forensic experts and analysts accidents.

Driving is a high-risk adventure which many enjoy on a daily basis. The driving task is highly complex, ever-changing, and one which requires continuous attention and rapid decision making. It is a task that is not without risk, where the cost to reach the desired destination can be too great – your life could be at stake. Driving is not without incidents. Rear-end collision is a common problem in the Swedish traffic environment, with over 100 police-reported individual incidents per year. The amount of rear-end collisions can be hypothetically reduced by introducing new technology in the driver’s vehicle, technology which attempts to improve the driver’s safety driving. This technology is called Advanced Driver Assistance Systems – ADAS. In this study two ADAS were evaluated in a driving simulator study: An Adaptive Cruise Control (ACC) which operates on both hazardous and non-hazardous events, and a Collision Warning System (CWS) which operates solely on non-hazardous events. Both of these ADAS function to guard against risky driving and are based on the assumption that drivers will not act in such a manner that they would willingly reduce the effectiveness of the system. A within-subjects simulation study was conducted where participants drove under three conditions: 1) with an adaptive cruise controller, 2) a frontal rear-end collision warning system ADAS, and 3) unaided, in order to investigate differences between the three driving conditions. Particular focus was on whether the two ADAS improved driving safety. The study results indicate that driving enhanced by the two ADAS made the participating drivers drive less safely.

Yes / Implementation of an intelligent powertrain health management relies on robust prognostics modelling. However, prognostics capability is often limited due to unknown future operating conditions, which varies with duty cycles and individual driver behaviours. On the other hand, the growing availability of data pertaining to vehicle usage allows advanced modelling of usage patterns and driver behavious, bringing optimisation opportunities for powertrain operation and health management. This paper introduces a methodology for driving behaviour modelling, underpinned by Machine Learning classification algorithms, generating model-based predictive insight for intelligent powertrain health management strategies. Specifically, the aim is to learn the patterns of driving behaviour and predict characteristics for the short-term future operating conditions as a basis for enhanced control strategies to optimise energy efficiency and system reliability. A case study of an automotive emissions aftertreatment system is used to comprehensively demonstrate the proposed framework. The case study illustrates the approach for integrating predictive insight from machine learning deployed on real world trip behaviour data, in conjunction with a reliability-based model of the operational behaviour of a particulate filter, to propose an intelligent active regeneration control strategy for improved efficiency and reliability performance. The effectiveness of the proposed strategy was demonstrated on an industry standard model-in-the-loop set up with a representative sample of real-world vehicle driving data. / The authors acknowledge funding for the research presented in this article from Jaguar Land Rover under a research collaboration with the University of Bradford on “Intelligent Personalised Powertrain Healthcare”, and the Institute of Digital Engineering who have provided funding for proof of concept – the aiR-FORCE project.

Introduction: Multiple studies have shown the symptoms of Parkinson's disease (PD) can impair driving performance. Studies have also found elevated crash rates in drivers with PD, however, none have controlled for exposure or amount of driving. Although a few studies have suggested that drivers with PD may self-regulate (e.g., by reducing exposure or avoiding challenging situations), findings were based on self-report data. Studies with healthy older drivers have shown that objective driving data is more accurate than self-estimates. Purposes: The primary objectives of this study were to examine whether drivers with PD restrict their driving (exposure and patterns) relative to an age-matched control group and explore possible reasons for such restrictions: trip purposes, perceptions of driving comfort and abilities, as well as depression, disease severity and symptoms associated with PD. Methods: A convenience sample of 27 drivers with PD (mean 71.6±6.6, range 57 to 82, 78% men) and 20 age-matched control drivers from the same region (70.6±7.9, range 57 to 84, 80% men) were assessed between October 2009 and August 2010. Driving data was collected for two weeks using two electronic devices (one with GPS) installed in each person‟s vehicle. Participants completed trip logs, questionnaires on background and usual driving habits, and measures of cognitive functioning, depression, quality of life, daytime sleepiness, driving comfort and abilities. Contrast sensitivity and brake response time were also assessed. Severity of PD was assessed using the Unified Parkinson‟s Disease Rating Scale (UPDRS) motor scores. An interview was conducted at the end of the second assessment to examine influence of the devices, driving problems and any departures from usual patterns over the monitoring period. Results: Of the 128 PD patients screened for possible study participation, 35% had already stopped driving. Former drivers were older, more likely to be women and had poorer UPDRS motor scores. Only 48% of those who were eligible for the study agreed to participate. Compared to controls, the PD group had significantly slower brake response times, higher depression and quality of life scores, less comfort driving at night and poorer perceptions of their driving abilities. The PD group also had significantly lower cognitive functioning scores than controls, and a significantly greater proportion (74% versus 45%) were classified as having mild cognitive impairment. Compared to vehicle recordings, both groups mis-estimated the amount they drove over two weeks (measurement error was 94 km for the PD group and 210 km for the controls). The PD group drove significantly less overall (days, trips, distance and duration), at night, on week-ends and in bad weather and for different purposes. Four of the PD drivers had minor accidents over the two weeks, while one lost his license. Conclusions: Self-estimates of exposure were inaccurate warranting the continued use of objective driving data. Overall, the findings suggest that drivers with PD appear to restrict their driving exposure and patterns relative to controls. The PD group were more likely to combine several activities into one trip, possibly due to fatigue. Moreover, they were more likely than controls to drive for medical appointments and less likely to drive for leisure activities and make out of town trips. The findings need to be replicated with larger samples and longer monitoring periods to examine changes in self-regulatory practices associated with disease progression and symptomatology. Other researchers are also likely to have similar difficulty in recruiting drivers with PD as this group may quit driving at an earlier age and those who are still driving are fearful of being reported to licensing authorities. Future studies also need to screen for cognitive impairment which often goes undetected, particularly in otherwise healthy drivers.

Kasmet apie pusė milijono žmonių žūsta eismo įvykiuose visame pasaulyje. Dažniausiai į eismo įvykius patenka profesionalūs vairuotojai, nes profesionalus vairavimas sąlygoja daug didesnę riziką nei kitos profesijos. Eismo įvykiai – tai dideli ekonominiai ir socialiniai kaštai visuomenei ir darbdaviams. Tyrimo tikslas – nustatyti profesionalių vairuotojų darbo motyvacijos, asmenybės bruožų ir rizikingo vairavimo elgesio sąsajas. Tyrime dalyvavo Lietuvoje dirbantis 181 profesionalus vairuotojas (vyrai) iš įvairaus dydžio organizacijų. Tiriamiesiems anketos buvo pateikiamos tiesiogiai, darbo vietoje, ir iš karto po užpildymo surenkamos. Tiriamieji atsakė į anketoje pateiktus klausimus, siekiant įvertinti darbo motyvacijos, asmenybės bruožų ir rizikingo vairavimo elgesio sąsajas: a) darbo motyvacijai įvertinti sukurtas klausimynas, remiantis V. Vroomo lūkesčių darbo motyvacijos teorija, b) asmenybės bruožams nustatyti naudotas 44 klausimų Didžiojo penketo modelio klausimynas (John ir kt., 1991), c) rizikingam vairavimo elgesiui įvertinti naudotas 24 teiginių vairavimo elgesio klausimynas (Reason ir Parker, 1990) ir informacija apie eismo įvykius bei baudas už kelių eismo taisyklių pažeidimus. Tyrimo rezultatai atskleidė, kad profesionalūs vilkikų vairuotojai, pasižymintys labiau išreikšta ekstraversija, sutariamumu, sažiningumu ir mažiau išreikštu neurotizmu, mažiau rizikingai vairuoja. Tačiau tik mažiau išreikštu sąžiningumu pasižymintys profesionalūs mažųjų autobusų... [toliau žr. visą tekstą] / Every year, about half a million people are killed in traffic accidents around the world. In most cases, accidents are of concern to professional drivers, as professional driving involves much greater risk than other professions. Traffic accidents mean major economic and social costs to society and employers. The aim of the study was to identify the links between the work motivation, personality traits and risky driving behaviour of professional drivers. The study covered 181 professional driver (male) employed in various size organizations in Lithuania. Trial questionnaires were distributed to the research individuals directly at their workplaces, and collected immediately after the filling. The respondents answered the questions in the questionnaire aiming to assess the relations between the work motivation, personality traits and risky driving behaviour of professional drivers: a) questionnaire for the assessment of work motivation was developed on the basis of V. Vroom expectancy theory of motivation, b) personality traits were determined by using the Big Five model Inventory consisting of 44 questions (John et al., 1991), c) risky driving behaviour was determined according to the questionnaire with 24 statements on driving behaviour (Reason, and Parker, 1990) and information about traffic events and penalties for traffic offences. The results of this study demonstrated those professional truck drivers, during more expressed extroversion, agreeableness... [to full text]

Tyrimo tikslas - įvertinti profesionalių vairuotojų rizikingo vairavimo sąsajas su jų vertybinėmis orientacijomis ir įsipareigojimu organizacijai. Tyrime dalyvavo 160 profesionalių vairuotojų iš Kauno, Klaipėdos, Telšių, Pasvalio, Kaišiadorių, Tauragės, Šilutės, Zarasų, Šilalės ir Kretingos miestų. Rizikingas vairavimas buvo tiriamas „Vairavimo Elgesio Klausimynu“ (DBQ), vertybinės orientacijos - M. M. Rokičiaus „Vertybinių orientacijų tyrimo“ metodika (Rokeach, 1972), įsipareigojimas organizacijai „Organizacinio įsipareigojimo klausimynu“ (Yousef, 2003). Tyrimo rezultatai parodė, kad profesionalių vairuotojų rizikingas vairavimas nepriklauso nuo jų amžiaus, vairavimo stažo, šeimyninės padėties. Tik nustatyta, kad profesionalūs vairuotojai, kurie turi aukštąjį išsilavinimą, vairuodami daro daugiau nedidelių apsirikimų kelyje. Profesionalių vairuotojų vertybinės orientacijos (tiek socialinės, tiek egocentrinės) yra susijusios su jų rizikingu vairavimo elgesiu. Kuo labiau profesionalus vairuotojas vertina socialines vertybes, tuo mažiau yra linkęs rizikingai vairuoti (daro mažiau vairavimo reikšmingų klaidų bei tyčinių pažeidimų). Taip pat kuo labiau profesionalus vairuotojas vertina egocentrines vertybes, tuo mažiau rizikingai vairuoja (daro mažiau nedidelių apsirikimų, vairavimo reikšmingų klaidų bei tyčinių pažeidimų). Profesionalių vairuotojų įsipareigojimas organizacijai nėra susijęs su sociodemografiniais veiksniais (amžiumi, išsilavinimu, šeimynine padėtimi, vairavimo... [toliau žr. visą tekstą] / Purpose of the survey - to assess the professional drivers' risky driving links with their value orientation and commitment to the organization. The study included 160 professional drivers in Kaunas, Klaipėda, Telšiai, Pasvalys, Kaišiadoriai, Tauragė, Šilutė, Zarasai, Šilalė and Kretinga cities. Risky driving has been studied using Driving Conduct Questionnaire (DBQ), value orientations methodology of Value orientations study by M. M. Rokičius (Rokeach, 1972), commitment to the organization using Organizational commitment questionnaire (Yousef, 2003). The results showed that risky driving of professional drivers is irrespective of their age, driving experience and marital status. Only found that professional drivers who have higher education, they are doing more small oversights on the road than others. Professional drivers value orientations (both social and egocentric) are associated with their risky driving behaviour. The more professional driver maximizes the social values the less he is inclined to risky driving (makes less driving significant errors and intentional violations). The more also a professional driver maximizes the egocentric values, the less risky driving he makes (makes less minor oversights, driving significant errors and intentional violations). Professional drivers’ undertaking the organization is not related to socio-demographic factors (age, education, marital status, driving and seniority). However, the less the driver has committed to a... [to full text]

Introduction: Multiple studies have shown the symptoms of Parkinson's disease (PD) can impair driving performance. Studies have also found elevated crash rates in drivers with PD, however, none have controlled for exposure or amount of driving. Although a few studies have suggested that drivers with PD may self-regulate (e.g., by reducing exposure or avoiding challenging situations), findings were based on self-report data. Studies with healthy older drivers have shown that objective driving data is more accurate than self-estimates. Purposes: The primary objectives of this study were to examine whether drivers with PD restrict their driving (exposure and patterns) relative to an age-matched control group and explore possible reasons for such restrictions: trip purposes, perceptions of driving comfort and abilities, as well as depression, disease severity and symptoms associated with PD. Methods: A convenience sample of 27 drivers with PD (mean 71.6±6.6, range 57 to 82, 78% men) and 20 age-matched control drivers from the same region (70.6±7.9, range 57 to 84, 80% men) were assessed between October 2009 and August 2010. Driving data was collected for two weeks using two electronic devices (one with GPS) installed in each person‟s vehicle. Participants completed trip logs, questionnaires on background and usual driving habits, and measures of cognitive functioning, depression, quality of life, daytime sleepiness, driving comfort and abilities. Contrast sensitivity and brake response time were also assessed. Severity of PD was assessed using the Unified Parkinson‟s Disease Rating Scale (UPDRS) motor scores. An interview was conducted at the end of the second assessment to examine influence of the devices, driving problems and any departures from usual patterns over the monitoring period. Results: Of the 128 PD patients screened for possible study participation, 35% had already stopped driving. Former drivers were older, more likely to be women and had poorer UPDRS motor scores. Only 48% of those who were eligible for the study agreed to participate. Compared to controls, the PD group had significantly slower brake response times, higher depression and quality of life scores, less comfort driving at night and poorer perceptions of their driving abilities. The PD group also had significantly lower cognitive functioning scores than controls, and a significantly greater proportion (74% versus 45%) were classified as having mild cognitive impairment. Compared to vehicle recordings, both groups mis-estimated the amount they drove over two weeks (measurement error was 94 km for the PD group and 210 km for the controls). The PD group drove significantly less overall (days, trips, distance and duration), at night, on week-ends and in bad weather and for different purposes. Four of the PD drivers had minor accidents over the two weeks, while one lost his license. Conclusions: Self-estimates of exposure were inaccurate warranting the continued use of objective driving data. Overall, the findings suggest that drivers with PD appear to restrict their driving exposure and patterns relative to controls. The PD group were more likely to combine several activities into one trip, possibly due to fatigue. Moreover, they were more likely than controls to drive for medical appointments and less likely to drive for leisure activities and make out of town trips. The findings need to be replicated with larger samples and longer monitoring periods to examine changes in self-regulatory practices associated with disease progression and symptomatology. Other researchers are also likely to have similar difficulty in recruiting drivers with PD as this group may quit driving at an earlier age and those who are still driving are fearful of being reported to licensing authorities. Future studies also need to screen for cognitive impairment which often goes undetected, particularly in otherwise healthy drivers.

Automated vehicles (AVs) have been developing at a rapid pace over the past few years. However, many difficulties still remain for achieving full Level-5 AVs. This signifies that AVs still require human operators to intervene or assist, such as taking over control of AVs or selecting their routes. Therefore, teleoperation can be seen as a subsystem of AVs that can remotely control and supervise a vehicle when needed. However, teleoperated driving conditions are largely different from real-life driving, so remote drivers may experience different driving feedback. In such a situation, therefore, the driving behaviour and performance of remote drivers can also be impacted. The following three studies were conducted to investigate these points. First, a seamless comparative study was carried out between teleoperated and real-life driving. Driving behaviour and performance were compared in two scenarios: slalom and lane following. Significant differences in driving behaviour and performance between them were found in the study. The lane following deviation during teleoperated driving is much greater than that of real-life driving. In addition, remote drivers are more likely to drive slower and make more steering corrections in lane following manoeuvres. Second, three types of steering force feedback (SFF) modes were compared separately in both teleoperated and real-life driving to investigate the effect of SFF on driving experience. The three SFF modes consist of Physical model-based steering force Feedback (PsF), Modular model-based steering force Feedback (MsF), and No steering force Feedback (NsF). The difference between PsF and MsF is that the main forces come from different sources, namely the estimated tyre force and steering motor current, respectively. As expected, the experimental results indicate that NsF would significantly reduce the driving experience in both driving conditions. In addition, remote drivers were found to require reduced steering feedback force and returnability. Finally, the influence of motion-cueing, sound, and vibration feedback on driving behaviour and experience was studied in a virtual teleoperation platform based on the IPG CarMaker environment. The prototype of a teleoperated driving station (TDS) with motion-cueing, sound, and vibration feedback was first developed to study human factors in teleoperated driving. Then, the low-speed disturbance scenario and high-speed dynamic scenario were used separately to investigate how these factors affect driving. Experimental results indicate that sound and vibration feedback can be an important factor in speed control by providing remote drivers a sense of speed. In the low-speed disturbance scenario, motion-cueing feedback can help with road surface perception and improve the driving experience. However, it did not significantly improve driving performance in the high-speed dynamic scenario. The research conducted reveals how driving behaviour may change in teleoperated driving and how different driving feedback influences it. These results could provide guidance for improving teleoperated driving in future research and serve as a guide for policymaking related to teleoperation. / Självkörande fordon (AV) har utvecklats i snabb takt de senaste åren. Men det finns fortfarande många utmaningar innan man når  helt självkörande fordon. Följaktligen krävs fortfarande säkerhetsförare när AV-enheter är i drift och i framtida drift kan AV-enheter stöta på oväntade problem som en människa behöver lösa. Fjärrövervakning kan därför ses som ett  backupsystem, som kan fjärrstyra och övervaka fordonet när det inte fungerar. Men situationen  vid fjärrstyrning är helt annorlunda än för körning i verkligheten, där fjärroperatörer kan uppleva olik återkoppling  och känslor jämfört med körning i verkligheten. Därför kan även fjärroperatörernas körbeteende och prestanda ändras i denna situation. För att undersöka detta utfördes följande tre studier. För det första genomfördes en sömlös jämförelsestudie mellan fjärrstyrning och verklig körning. Körbeteende och prestanda jämfördes i två scenarier, nämligen slalom och linjeföljning. Signifikanta skillnader i körbeteende och prestanda hittades mellan fjärrstyrning och körning i verkligheten. Avvikelse från linjeföljning vid fjärrstyrning är betydligt större än för körning i verkligheten. Dessutom är det mer sannolikt att fjärroperatörer kör i lägre hastigheter och gör fler styrkorrigeringar vid fjärrstyrning.  För det andra jämfördes tre typer av styrkraftsåterkopplingsmodeller (SFF) separat i både fjärrstyrning och verklig körning för att undersöka SFF:s inverkan på körupplevelsen. De tre SFF-modellerna inkluderar en  modell för fysisk återkoppling (PsF), modell för modulär återkoppling (MsF) och ingen återkoppling (NsF). Skillnaden mellan PsF och MsF är att huvudkrafterna härrör från olika källor, nämligen respektive från den matematiskt uppskattade däckkraften och från styrmotorströmmen. Som förväntat tyder resultaten av experimentet på att NsF avsevärt skulle minska körupplevelsen vid både fjärrstyrning och körning i verkligheten. Vid fjärrstyrning upptäcktes också  att operatörer kräver minskad styråterkopplingskraft och returförmåga.  Slutligen studerades påverkan av rörelsestyrning, ljud och vibrationsfeedback på körbeteende och upplevelse. Prototypen av fjärrkontrolltorn  med rörelsestyrning, ljud och vibrationsfeedback utvecklades först för att studera mänskliga faktorer vid fjärrstyrning. Sedan användes ett låghastighetsscenario med störningar och det dynamiska höghastighetsscenariot separat för att undersöka hur dessa faktorer påverkar körning vid fjärrstyrning. Resultaten av experimentet indikerar att ljud- och vibrationsåterkoppling kan vara till stor hjälp för att reglera  hastigheten genom att ge operatörerna medvetenhet om hastighet. I låghastighetsscenariot kan återkoppling  från rörelsestyrning underlätta uppfattningen av vägytan och förbättra körupplevelsen. Den ökade dock inte nämnvärt dynamisk körprestanda  i hög hastighet.  Denna forskning undersöker hur körbeteendet kan förändras vid fjärrstyrning och hur olika återkopplingar till operatör påverka körning på distans. Dessa resultat kan  ge vägledning om hur man kan förbättra fjärrstyrning i framtida forskning och fungera som en referens för skapande av regler kopplat till fjärrövervakning och fjärrstyrning. / <p>QC 230504</p>

An einbahnige Außerortsstraßen (Landstraßen) werden sehr hohe Anforderungen gestellt. Einerseits sollen sie eine hohe Verkehrssicherheit aufweisen und andererseits gemäß ihrer Verkehrsbedeutung eine angemessene Verkehrsqualität und Leistungsfähigkeit bereitstellen. Im Landstraßennetz liegt die Erfüllung dieser Anforderungen jedoch vielerorts deutlich unter den Erwartungen. Unfälle auf Landstraßen sind im Vergleich zu Autobahnen oder Innerortsstraßen durch eine besonders hohe Schwere gekennzeichnet. Sehr hohe und oft an den Streckenverlauf nicht hinreichend angepasste Geschwindigkeiten, Fehleinschätzungen von Geschwindigkeiten bzw. Geschwindigkeitsdifferenzen entgegenkommender und vorausfahrender Fahrzeuge sowie die im Standardfall für Überholvorgänge notwendige Nutzung des Gegenfahrstreifens sind die Hauptursachen für die schweren Unfälle auf Landstraßen. Das Ziel der vorliegenden Arbeit war die Untersuchung der Wirksamkeit von kurz- und mittelfristig umsetzbaren Maßnahmen zur Verbesserung der Verkehrssicherheit auf unfallauffälligen einbahnigen Außerortsstraßen. Die Untersuchungen dafür erfolgten im Rahmen des Großversuches „Außerortsstraßensicherheit“ (AOSI). Im Ergebnis sollten Einsatzempfehlungen für die Planungs- und Entwurfspraxis und für zukünftige Regelwerke für den Landstraßenentwurf abgeleitet werden. Für die Durchsetzung der zulässigen Höchstgeschwindigkeit wurden auf fünf ausgewählten Bundesstraßenabschnitten linienhaft angeordnete ortsfeste Geschwindigkeitsüberwachungsanlagen (OGÜ) eingerichtet. Auf fünf weiteren Bundesstraßenabschnitten wurde das Überholen nur auf den dafür angelegten Überholfahrstreifen (ÜFS) zugelassen. Auf den verbliebenen zweistreifigen Zwischenabschnitten wurden Überholverbote (ÜV) erlassen. Nach dem von der AOSI-Projektgruppe vorgegebenen Messregime und den so ermittelten Rohdaten wurde eine eigene Untersuchungsmethodik entwickelt und die vorliegende Datenlage entsprechend aufbereitet. Darauf gestützt erfolgte die Auswertung und Interpretation sowie die Ableitung der Empfehlungen. Durch die linienhafte ortsfeste Geschwindigkeitsüberwachung konnte eine deutliche Verbesserung der Verkehrssicherheit erzielt werden und damit das Unfallrisiko auf den Untersuchungsstrecken teils erheblich reduziert werden. Es konnte gezeigt werden, dass die Grundlage dieser Entwicklung die Durchsetzung der zulässigen Höchstgeschwindigkeit war, die vor der Überwachung um bis zu 20 km/h überschritten wurde. Diese Entwicklung war nicht nur auf eine Reduktion der Fahrunfälle zurückzuführen. Durch die Verringerung der Geschwindigkeitsunterschiede zwischen den Fahrzeugen sank der Überholdruck, was besonders auf den Untersuchungsstrecken mit einer gestreckten Linienführung auch einen Rückgang der Unfälle im Längsverkehr bewirkte. Nach der Eingewöhnungszeit stellte sich das erwartete Fahrverhalten entlang der Untersuchungsstrecken ein, das nicht mehr durch deutliche Verzögerungs- und Beschleunigungsvorgänge im Bereich der Geschwindigkeitsüberwachungsanlagen geprägt war. Förderlich für diese Entwicklung war trotz anfänglicher Skepsis die breite Akzeptanz der Kraftfahrer zu den OGÜ-Anlagen als sinnvolle Maßnahme zur Verbesserung der Verkehrssicherheit. Erreicht wurde dies mit einer verständlichen Öffentlichkeitsarbeit zu den Hintergründen und Zielen der Maßnahme. Die Kombination von abschnittsweisen sicheren Überholmöglichkeiten (ÜFS) und Überholverboten in den einbahnig zweistreifigen Zwischenabschnitten (ÜV) ist eine geeignete, mittelfristig umsetzbare Maßnahme zur Verbesserung der Verkehrssicherheit. Die Wirkung der Maßnahme ist vorrangig auf die Unfälle im Längsverkehr gerichtet und sollte daher auf Strecken erwogen werden, bei denen das Unfallgeschehen vor allem durch einen hohen Anteil von Überholunfällen gekennzeichnet ist. Der Vorteil liegt im Abbau des Überholdrucks unabhängig von den verfügbaren Zeitlücken im Gegenverkehr. Dafür haben sich auch kurze Überholfahrstreifen (l ≥ 600 m) bewährt, die im Bestandsnetz eher realisierbar sind. Die untersuchte Maßnahmenkombination aus einem sicheren Überholangebot und einem Überholverbot in den einbahnig zweistreifigen Abschnitten erfährt zudem eine hohe Akzeptanz bei den Verkehrsteilnehmern. Durch die Ergebnisse dieser Arbeit liegen Empfehlungen vor, um die Verkehrssicherheit auf unfallauffälligen Abschnitten einbahniger Außerortsstraßen kurz- und mittelfristig zu verbessern. Dies gilt vor allem dann, wenn das Unfallgeschehen vorrangig auf eine zu hohe und unangepasste Geschwindigkeit oder auf Fehler bei Überholvorgängen zurückzuführen ist. Die Ergebnisse liefern darüber hinaus belastbare Grundlagen für das neue Regelwerk für den Landstraßenentwurf.

Durch die Entwicklung und Einführung moderner Fahrerassistenzsysteme soll der Komfort und die Sicherheit des Autofahrens erhöht werden. Das Fahrerassistenzsystem Speed Control verbindet die Ergebnisse der Forschungsarbeiten der letzten Jahre aus dem Bereich des Straßenentwurfs und der Fahrzeugtechnik. Dieses System warnt den Kraftfahrer vor sicherheitskritischen Stellen in der Linienführung von Außerortsstraßen. Es empfiehlt dem Fahrer eine sicher und komfortabel fahrbare Geschwindigkeit für den vorausliegenden Streckenabschnitt. Dafür wurden in Abhängigkeit des Fahrertyps Modelle zur Prognose und Beschreibung des Geschwindigkeits- und Beschleunigungsverhaltens entwickelt. Die Umgebungsbedingungen (Tag, nass) werden dabei mit beachtet. / By developing and implementing modern driver assistance systems the comfort and safety of driving shall be improved. The driver assistance system Speed Control combines the last year’s research work results in the fields of road design and automotive engineering. This system alerts the driver to safety critic spots in the alignment of roads. It recommends a safe and comfortable driving speed for the road segment ahead. Therefore driver type depending models to predict and describe the speed and acceleration behaviour were developed. Withal environmental conditions (day, wet) are regarded.