Samband mellan körstil och åkkomfort

Samband mellan körstil och åkkomfort: förbättringspotentialen inom kollektivtrafiken. Kortversion

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Karl Kottenhoff
Jerker Sundström

Ride comfort constitutes part of the total comfort experience of a journey. It is a result of the interaction between the characteristics of the infrastructure and those of the vehicle, and not least a result of the driver’s handling. Poor ride comfort generally leads to low attractiveness of the public transportation system, mainly due to travelers being less relaxed and even unableto use the traveling time for reading. The motions of the vehicle can cause some passengers todevelop motion sickness and even tripping or fall accidents occur due to difficulty to keepbalance.The project aims to improve the knowledge level for the relationship between drivers' drivingstyle and ride comfort, including motion sickness. Comparisons of the ride comfort are madebetween bus and rail services and differences between drivers are also studied. A concretegoal is to provide basis for driver training and new support systems for drivers. Differencesand similarities between "eco driving" and good ride comfort are briefly addressed.The project began with interviews of bus and subway travelers and with measurements ofvehicle motions during normal service operation. In the autumn 2009, in-field experimentswere performed with test subjects who evaluated different driving styles in terms of comfort.The results showed that heavy braking, cornering forces, longitudinal jerks and uneven speedmean a lot to passengers' valuation. The results from these experiments show that in all thesedriving styles give rise to significant decreases of the perceived comfort.Correlation and regression analysis was then used to develop indicators for quantitativeanalysis of travel with public transport. The four indicators that were produced essentiallyreveal the sensitivity for; 1) longitudinal acceleration and braking, 2) longitudinal jerks, 3)cornering forces, and 4) uneven speed, so-called "Pump driving". Further, these indicators were used to assess some hundred measurement runs with accelerometers in both buses andmetro cars in normal service.

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