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When a driver looks at a display screen for a navigation system or the like, they are not able to pay adequate attention in front of them. By proposing a calculation method, we stochastically analyze how much noticing of danger ahead is delayed and how much the braking operation is delayed. The validity of this method is verified by the experimental data. We reveal that it is possible to quantitatively infer the delay in the braking operation due to the driver looking at the display screen by comparing the calculated results with the data for when the driver is not looking away.

If the distance from the driver to the virtual image of a head-up display is short, when the driver is viewing the scenery ahead, there is perception of a HUD double image by the left and right eyes. This paper describes an indoor experiment carried out to analyze the relationship between the feeling of troublesomeness of the HUD and binocular vision. In the case of a HUD displayed to the right side from center, of the double image, it is clear that it more strongly receives the influence of the image by observation with the right eye. Conversely, in the case of a HUD displayed to the left side of center, of the double image, there is a stronger influence of the image received by observation with the left eye. This paper also involves analysis of the influence of the preferred eye on a feeling of troublesomeness.

The authors have carried out two types of tests regarding head-up displays (HUDs) for the purpose of determining the relationship between display position and a feeling of troublesomeness for the driver. The first test was a basic experiment to evaluate how troublesome the HUDs were to an observer sitting in a chair outdoors. The collected data was used as the basis for carrying out approximation by means of two-dimensional normal distribution. In the second test, the observer was actually in a car and a mock-up HUD making use of clear film was used to carry out the experiment in investigating how the feeling of troublesomeness changed depending on whether the vehicle was in a stop state or in a moving state. Compared to a stop state, the results in a driving state showed a shift toward the left side for the distribution of a feeling of troublesomeness. The reason is probably because the distribution of the line of vision of the driver moves toward the left when driving in Japan.

This paper analyzes the subjective evaluation of the lighting of the auxiliary lamps of a motorcycle on the basis of the data collected in field experiments. Two types of experiments were conducted: 1) To investigate the effect of various positions of the auxiliary lamps on a motorcycle, and 2) To determine the influence of various luminous intensities of the lamps. For example, the subjects were instructed to judge how they felt about the appropriateness of the auxiliary lamps according to the 5-interval integer rating scale. After the tests, the authors made non-linear interpolations of the data by means of three-layered neural networks. This analysis presents considerable information about the appropriateness of the auxiliary lamps in regards to their positions on the motorcycle and their luminous intensities in daytime and nighttime conditions respectively.

The intent of this paper is to present the actual electromagnetic environment on public roads in Japan. Field strengths in the frequency range from 10kHz to 1000MHz were measured using the measurement equipment composed of a field strength meter and a spectrum analyzer for three years from 1988 to 1990. About 170 transmission stations and about 20 facilities were measured, and traveling distance over which the field strengths were measured was about 5,000km. After a great many investigations, the electromagnetic environment on public roads was able to be understood quantitatively.