Abstracts Track 2022

Area 1 - Intelligent Vehicle Technologies

Nr: 6

Analysing Driver's Willingness and Effectiveness to Apply Ecodriving


Léa D'amore, Daniele Costa and Maarten Messagie

Abstract: Improving air quality to prevent health hazards has become urgent to tackle. In that context, ecodriving is an immediate solution to reduce local pollutant emissions from the transport sector. However, the success of this measure depends on the drivers’ willingness to ecodrive. To date, the assessment of impacts from ecodriving, combining the calculation of the emissions reduction and human behaviour analysis, is scarce in the scientific literature. Also, few studies address the psychological factors of ecodriving. This work aims at understanding and quantifying the challenges in applying ecodriving measures and the effectiveness of its implementation using data from surveys during pilots, which are organised in the context of the uCARe project (H2020 LC-MG-1-1-2018). The project aims to reduce the impact of the existing vehicle fleet on air quality by providing simple measures and tools to drivers. This work presents the methodological framework to calculate the beta and gamma factors for each of the proposed ecodriving interventions. Beta is the percentage of drivers that will implement the measures daily and Gamma is the percentage of effectiveness to which a measure is applied. The assessment of drivers’ behaviour is based on driving pilots conducted in uCARe. The pilots consist of On-Board Diagnostic (OBD) dongles plugged in the participants’ cars to collect driving data and surveys. Drivers are asked to drive for 7 days before receiving ecodriving training and 7 days after that. A total of 11 ecodriving interventions are provided during the trainin g, including accelerating smoothly rather than harshly or not idle more than 30 seconds. The driving behaviours from the participants are monitored through the dongle and registered on a website. After the training, recommendations for ecodriving are given in a dedicated smartphone application. Two identical surveys are provided during this process, one before and one after the training. They gather questions to assess driving behaviour, including the driver’s profile, behaviour and motivations. Different methods exist to analyse drivers’ behaviour through surveys. Still, their main concern is safety driving behaviour, new vehicle technology adoption or likeliness of success of incentives to change a driver’s behaviour. Some feedbacks and results from such studies were also underlined as they might be similar to conclusions from this work. Currently, 3 pilots are ongoing in the cities of Brussels (Belgium), Leeds (United Kingdom), and Styria (Austria). The pilots and the survey will provide two data sets: before participants have been trained and after. First, using R, a Cronbach alpha test will be done to study the reliability of the answers. Next, a descriptive analysis on both the pre and post-training will be performed to determine a first estimation of the uptake factors (beta and gamma) of the sample. Finally, Spearman correlation factors and ordinal regression analysis will be performed using the questions about motivation in the survey to look into the barriers to ecodrive and refine the factors. The next steps for this work will be to carry out the analysis once data are collected. Expected results include the correlation between the willingness and effectiveness to apply ecodriving with several factors such as environmental awareness and eventually the quantification of beta and gamma factors for each proposed intervention.

Area 2 - Smart Mobility and Sustainable Transport Services

Nr: 5

Micromobile as a Intelligent Mobility Concept to Transport Disabled People


Katja A. Rösler and Jacqueline Veyry

Abstract: There are currently more than one billion people with a disability worldwide. In total, they represent 15% of the world's population. 80 % of people with a disability come from low-income countries with poor health care and low levels of schooling. In Germany alone, 83.24 million people live. Of these, 7.9 million people have a disability. With demographic change, this will be even more in the future. Of these 7.9 million people in Germany, a large number are no longer able to drive. For this group, individual independent mobility is made possible for the first time by such micromobiles. Another group that benefits from micromobiles is the group of elderly people with walking disabilities. Here, mobility contributes significantly to increasing the quality of life. But also the safety of the users, as well as other road users, is increased when the mobility-impaired person drives an autonomously driving micromobile instead of their own car: an intelligent combination between a robot and an electrically driven and autonomously driving micromobile in the form of a rollator to support disabled and mobility-impaired people. The mobility concept is the combination of an autonomously driving micromobile with a commercially available industrial robot arm that can be individually adapted to different user needs. The micromobile's target size is that it should fit into a standard flat lift as well as through a standard door. The micromobile, which visually resembles a rollator, is equipped with a possibility to transport the person. In addition, the rollator is electrically driven and can cover shorter distances semi-autonomously thanks to image processing, sensor technology, various driver assistance systems and a navigation system. The aim of the mobility concept is to transport people with slight disabilities who can use the micromobile in everyday life - be it a visit to the doctor, doing the shopping or a trip to visit family. The micromobile is also intended to be an aid for the home and to support people in getting around at home within their own four walls. The micromobile is a response to the need for mobility to transport disabled people in the context of demographic change. It should also be able to communicate with other modes of transport via interfaces. Thanks to the flexibility of the micromobile and its networking, countless other support functions can be realised in addition to autonomous driving. This will relieve disabled people in particular of the planning process for the transport task "I want to be at my destination on time". Automated driving requires complex algorithms and adaptations to very different circumstances: Driving on the road, driving in private and public buildings, automated braking at roads and dangerous situations, speed control, the detection of obstacles, and much more. Another support will be the integrated robotic arm. The robot arm is supposed to simplify everyday situations. Whether it is opening a door, reaching for a hard-to-reach object from the kitchen cupboard, assisting with shopping in the supermarket or operating switches on lifts. The cooperation between micromobile and robot makes it necessary for the robot to communicate with the vehicle and for the latter to communicate with other vehicles if necessary. The concept of the micromobile in the form of a rollator represents an alternative transport option for disabled people and makes life easier in everyday situations.