Evaluating the cycling comfort on urban roads based on cyclists' perception of vibration
Evaluating the cycling comfort on urban roads based on cyclists' perception of vibration
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基于骑行者振动感知评价城市道路骑行舒适度
DOI：
10.1016/j.jclepro.2018.04.275
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发表时间：
2018
影响因子：
11.1
通讯作者：
Wei Jiang
中科院分区：
文献类型：
--
作者：
Jie Gao;A. Sha;Yue Huang;Liqun Hu;Zheng Tong;Wei Jiang
在城市道路上实现骑自行车的舒适性鼓励人们更频繁地使用自行车，这具有社会和环境效益，例如改善空气质量，缓解拥堵和减少碳排放。振动是自行车运动员感知的最重要的骑行舒适性指标之一，它极大地影响了人们对自行车的选择。然而，骑自行车的人的舒适感和自行车振动之间的全面的相关性尚未建立在现有的知识。在这项研究中，共46个路段的24个城市道路（约11,500米长的沥青路面），在中国西安市，选择了现场测试。一个创新的动态骑行舒适度（DCC）测量系统由加速度计、GPS记录器和智能手机组成，安装在西安市常用的共享自行车的扶手上，以记录振动、轨迹、速度和里程的动态数据。验证了DCC的可靠性，并评估了测试条件（速度、自行车类型）对振动的影响。根据ISO 2631处理振动数据，以定量表征每个受试部分的振动水平。此外，共有17名志愿者参加了这项测试，骑自行车的人在每个部分的振动感知是通过一个目的设计的问卷。总结了志愿者对环境因素如风景、天气、道路几何形状、拥挤和交通状况的感知，以评价自行车舒适性的影响因素。根据自行车骑行振动与主观感受的相关性，建立了自行车骑行振动可接受率、舒适度和振动可感知度的阈值。此外，在曲江池公园内的沥青路面（3521米）的自行车舒适性映射，以证明本研究的实际应用。结果表明，DCC能够及时、准确地捕获循环数据。K-均值聚类分析表明，循环振动随着循环速度的增加而增加。与此同时，与充气轮胎相比，较重的实心轮胎共享自行车会导致更高的骑行振动。此外，舒适度水平与可接受速率成正比，与振动可感知水平成反比。曲江池公园的自行车舒适度地图证明，有很大的潜力，利用振动（舒适度）数据来监测路面质量和自行车运动员确定他们的理想的自行车路线。这项研究的结果应该感兴趣的骑自行车的人，自行车制造商，交通规划者和道路当局。
Attainment of cycling comfort on urban roads encourages people to use bicycles more frequently, which has social and environmental benefits such as to improve air quality, alleviate congestion and reduce carbon emissions. Vibration is perceived by cyclists as one of the most important indicators of cycling comfort, and it greatly influences people's choice of bicycles. However, a comprehensive correlation between cyclists' perception of comfort and cycling vibration has not yet been established in the current knowledge. In this study, a total of 46 sections of 24 urban roads (approximately 11,500m in length of asphalt pavements) in the city of Xi'an, China, were selected for field test. An innovative Dynamic Cycling Comfort (DCC) measure system consisting of an accelerometer, GPS logger and smart phone, was installed on the hand bar of a shared bicycle typically used in Xi'an, to record the dynamic data of vibration, trail, speed and mileage. Reliability of the DCC was verified, and the effect of test conditions (speed, bicycle type) on vibration evaluated. The vibration data were processed in accordance with ISO 2631 to quantitatively characterize the vibration level on each tested section. Furthermore, a total of 17 volunteers participated in this test, and the cyclists' perception of vibration in each section was obtained via a purpose-designed questionnaire. The volunteers' perception of environmental factors such as scenery, weather, road geometry, congestion and traffic condition were summarized to evaluate the influencing factors for cycling comfort. The thresholds of acceptable rate, comfort level and vibration perceptible level were established, based on the correlation between cycling vibrationawvand subjective perception described in the questionnaire. In addition, the cycling comfort on the asphalt pavements (3521 m) within Qujiangchi Park was mapped, to demonstrate the practical use of this study. Results showed that the DCC is able to capture the cycling data timely and accurately. K-means clustering analysis showed that the cycling vibration increases with the increase of cycling speed. Meantime, a heavier shared bicycle with solid tires results in higher cycling vibration compared with a lighter one with inflatable tires. In addition, the comfort level is proportional to acceptable rate, and inversely proportional to vibration perceptible level. The cycling comfort mapping for Qujiangchi Park proved that there is great potential to use the vibration (comfort) data to monitor pavement surface quality and for cyclists to determine their desirable cycling route. Results of this study should be interested by cyclists, bicycle manufacturers, transport planners and road authorities.