資料分析方法

A. 影響生理不適程度的因子分析

使用變異數分析(ANOVA)去檢定每個因子是否生理不適程度有所影響

(α=0.05)。若有影響，再進一步進行後續檢定。

1. 自變項：傾角角度設定(3 level)、A 柱粗細(2 level)、道路類型(2 level) 2. 應變項：生理不適的增加程度(實驗開始前的模擬器動暈症問卷分數作為

基準值，在與每次試驗後的模擬器動暈症問卷分數相減求得該次試驗的 動暈症增加的嚴重程度)。

B. 動暈症與駕駛績效的分析

將資料依照傾斜輔助設定水準分為三組，使用 Pearson 相關係數去檢定 三個不適向度與三個駕駛績效指標間的相關性。

1. 各向度分數的變化量(實驗開始前的向度分數作為基準值，在與每次試驗 後的向度分數相減求得該次試驗的向度分數的變化量)

2. 各駕駛績效指標變化量(取四次試驗的平均值作為基準值，在與每次試驗 後的駕駛績效指標值相減後之值除以平均值，以消除個人化的差異)

第四章 研究結果

Total 516396 43

*p<.05

數、完成時間皆具有顯著正相關，Pearson 相關係數分別為 0.5159 (p<0.05)，

0.5955(p<0.05)，0.5908 (p<0.05)。眼動不適向度與碰撞次數、偏移車道次數、

完成時間亦具有顯著正相關，Pearson 相關係數分別為 0.6261 (p<0.01)，0.7295 (p<0.001) ，0.5488 (p<0.05)。因此當噁心向度以及眼動不適向度的不適程度越 重時，碰撞次數、偏移車道次數就會越多，並且增加駕駛作業的完成時間。

表4.2 大傾角時不適向度與駕駛績效指標的 Pearson 相關係數

collision average deflection average total time average

Nausea

*p<.05, **p<.01, ***p<.001

傾斜輔助設定: 小傾角

採用 Pearson 相關係數去分析在傾斜輔助設定為小傾角的情況下，不適向 度與駕駛績效指標的相關性，分析結果顯示各個向度與三個駕駛績效指標皆不 具有顯著相關性(α=0.05)。

表4.3 小傾角時不適向度與駕駛績效指標的 Pearson 相關係數

collision average deflection average total time average

Nausea

*p<.05, **p<.01, ***p<.001

傾斜輔助設定: 不傾

採用 Pearson 相關係數去分析在傾斜輔助設定為小傾角的情況下，不適向 度與駕駛績效指標的相關性，分析結果顯示各個向度與三個駕駛績效指標皆不 具有顯著相關性(α=0.05)。

表4.4 不傾時不適向度與駕駛績效指標的 Pearson 相關係數

collision average deflection average total time average Nausea -.1794

p=.506

*p<.05, **p<.01, ***p<.001

第五章 結論與建議

5.1 研究結論與討論

根據所有受試者的模擬器動暈症問卷進行變異數分析結果，傾斜輔助 設定角度的大小會影響模擬器動暈症問卷分數。而道路情況和A 柱寬度 則對於模擬器動暈症問卷分數沒有顯著影響，其它交互作用也不顯著。因 此傾斜輔助設定上會對於駕駛生理不適程度有所影響，在轉彎時的車體傾 斜會造成駕駛生理不適。

傾斜輔助設定為大傾角的情況下，噁心向度、眼動不適向度與碰撞次 數、偏移車道次數、完成時間皆具有顯著正相關，尤其在眼動不適向度與 偏移車道次數呈高度相關0.7295 (p<0.001)，表示噁心向度、眼動不適向 度的嚴重性增加時，駕駛者更容易發生碰撞、偏移車道的駕駛失誤，且駕 駛作業所需時間會更長。但在不傾與小傾角的情況下不具有相關性，可能 是因為大傾角的情況下，駕駛生理不適使其對車輛的操控力不如正常情 況，或是對於路況的注意力與反應力降低，因而造成碰撞次數與偏移車道 次數增多，連帶的使駕駛完成作業時間上升。

傾斜輔助設定的傾斜角度會造成駕駛者的生理不適，在不傾斜與小傾 角的情況下，生理不適對於駕駛績效沒有相關性，而在大傾角的情況下，

駕駛對車輛的操控力降低，或是對於路況的注意力與反應力降低，造成碰 撞次數與偏移車道次數上升，容易造成交通安全危害。因此傾斜角度的設 定主要為防止車輛翻覆，因此在可抗翻覆力的範圍內，應使傾斜角度越小 越好，可以使得駕駛者的生理不適較低且對駕駛績效的影響較小。根據文 獻顯示減少車體的震動可以降低動暈症(Atsumi et al.,2002)，並且駕駛者頭 部的擺動是動暈症嚴重程度的指標(Stoffregen, Hettinger, Haas, Roe, and Smart, 2000)，若能降低駕駛者頭部的晃動可以降低動暈症的嚴重程度，

因此駕駛座艙的設計應往降低駕駛者頭部的晃動或是在車體設計上考慮

使用或是開發不同的懸吊系統去降低車體的震動，以降低駕駛時產生的生 理不適。

5.2 研究貢獻

本研究針對狹窄可傾車輛進行駕駛環境變更對於駕駛者的影響，利用 真實的窄而傾斜車輛去進行駕駛模擬，進而得到因為傾斜輔助系統會造成 駕駛者生理不適程度加重，有別於一般駕駛者不會因為動態環境而產生不 適的觀念。且由分析結果顯示在大傾角的情況下駕駛者的生理不適程度和 駕駛績效是具有正相關性，因此必須重視由於傾斜輔助系統所帶來的影 響，在未來狹窄可傾車輛的研究不應該只著重在車身穩定性與機動性的發 展，在開發傾斜輔助系統的同時應該也考慮到如何降低其對駕駛者的不良 影響，使得狹窄可傾車輛的發展能更兼顧到安全、舒適的考量。

5.3 未來研究建議

本研究僅討論狹窄可傾車輛特性對於駕駛者生理不適與駕駛績效所造 成的影響，研究結果顯示傾斜輔助系統的設定對於駕駛者生理不適有所影響 且其會造成駕駛績效低落。因此在未來的研究可以探討傾斜輔助系統的設計 如何兼顧車體穩定性與降低其對於駕駛者的負面影響。此外，在駕駛座艙的 設計上，駕駛者頭部的擺動是動暈症嚴重程度的指標，若能降低駕駛者頭部 的晃動可以降低動暈症的嚴重程度，因此可以針對這一因素進一步針對駕駛 座艙做研究與設計，降低駕駛者不適程度。

本研究在傾斜角度上只有採用三個角度去探討傾斜輔助角度設定是否 對於駕駛生理不適具有影響，未來研究可以利用更多角度去探討權衡車體穩 定性、靈活性與駕駛生理反應的曲線，嘗試找出可使車輛具有靈活與穩定且 不會影響駕駛生理不適的最佳角度範圍。

另一方面本研究的受試者多為年輕族群，根據文獻指出小孩與老年人更 容易產生動暈症的情況，因此在未來的研究中應該對於老年人加以探討，如 果狹窄可傾車輛對於老年人所造成的生理不適更為嚴重的話，狹窄可傾車輛 對於老年人便為不適當的交通工具，應給予警示，避免老年人在駕駛時發生 交通危險。這些都是在未來探討狹窄可傾車輛的駕駛環境時值得深入探討的 議題。

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