{"status":"ok","message-type":"work","message-version":"1.0.0","message":{"indexed":{"date-parts":[[2026,5,1]],"date-time":"2026-05-01T20:49:14Z","timestamp":1777668554003,"version":"3.51.4"},"reference-count":31,"publisher":"SAGE Publications","issue":"2","license":[{"start":{"date-parts":[[2013,6,11]],"date-time":"2013-06-11T00:00:00Z","timestamp":1370908800000},"content-version":"tdm","delay-in-days":0,"URL":"https:\/\/journals.sagepub.com\/page\/policies\/text-and-data-mining-license"}],"content-domain":{"domain":["journals.sagepub.com"],"crossmark-restriction":true},"short-container-title":["Hum Factors"],"published-print":{"date-parts":[[2014,3]]},"abstract":"<jats:sec>\n                    <jats:title>Objective:<\/jats:title>\n                    <jats:p>The aim of the study was to investigate the influence of different driving scenarios (urban, rural, highway) on the timing required by drivers from a two-stage warning system, based on car-to-car communication.<\/jats:p>\n                  <\/jats:sec>\n                  <jats:sec>\n                    <jats:title>Background:<\/jats:title>\n                    <jats:p>Car-to-car communication systems are designed to inform drivers of potential hazards at an early stage, before they are visible to them. Here, questions arise as to how drivers acknowledge early warnings and when they should be informed (first stage) and warned (second stage). Hence, optimum timing for presenting the information was tested.<\/jats:p>\n                  <\/jats:sec>\n                  <jats:sec>\n                    <jats:title>Method:<\/jats:title>\n                    <jats:p>A psychophysical method was used to establish the optimum timing in three driving scenarios at different speed limits (urban: 50 km\/h, rural: 100 km\/h, highway: 130 km\/h). A total of 24 participants (11 female, 13 male; M = 29.1 years, SD = 11.6 years) participated in the study.<\/jats:p>\n                  <\/jats:sec>\n                  <jats:sec>\n                    <jats:title>Results:<\/jats:title>\n                    <jats:p>The results showed that the optimum timing did not differ among the three scenarios. The first and second stages should ultimately be presented at different timings at each speed limit (first stage: 26.5 s, second stage: 12.1 s before a potential hazard).<\/jats:p>\n                  <\/jats:sec>\n                  <jats:sec>\n                    <jats:title>Conclusion:<\/jats:title>\n                    <jats:p>The results showed that well-selected timing for activating information and warning is crucial for the acceptance of these systems. Appropriate timing for presenting the information and warning can be derived for these systems.<\/jats:p>\n                  <\/jats:sec>\n                  <jats:sec>\n                    <jats:title>Application:<\/jats:title>\n                    <jats:p>The findings will be integrated in further development of assistance systems based on car-to-x technology within the Car2X-Safety project of the Nieders\u00e4chsisches Forschungszentrum Fahrzeugtechnik in Germany. This study was also supported by Chalmers University of Technology in Sweden.<\/jats:p>\n                  <\/jats:sec>","DOI":"10.1177\/0018720813490728","type":"journal-article","created":{"date-parts":[[2013,6,11]],"date-time":"2013-06-11T20:52:07Z","timestamp":1370983927000},"page":"249-259","update-policy":"https:\/\/doi.org\/10.1177\/sage-journals-update-policy","source":"Crossref","is-referenced-by-count":25,"title":["Perfect Timing"],"prefix":"10.1177","volume":"56","author":[{"given":"Julia","family":"Werneke","sequence":"first","affiliation":[{"name":"Chalmers University of Technology, Gothenburg, Sweden"}]},{"given":"Andro","family":"Kleen","sequence":"additional","affiliation":[{"name":"Volkswagen Group, Wolfsburg, Germany"}]},{"given":"Mark","family":"Vollrath","sequence":"additional","affiliation":[{"name":"TU Braunschweig, Braunschweig, Germany"}]}],"member":"179","published-online":{"date-parts":[[2013,6,11]]},"reference":[{"key":"bibr1-0018720813490728","first-page":"60","author":"Abernethy B.","year":"2000","journal-title":"Traffic Technology International"},{"key":"bibr2-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1207\/STHF0201_9"},{"key":"bibr3-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1016\/j.apergo.2009.03.002"},{"key":"bibr4-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1109\/ICMI.2002.1167043"},{"key":"bibr5-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1016\/j.apergo.2008.06.010"},{"key":"bibr6-0018720813490728","first-page":"25","volume-title":"Der Fahrer im 21. Jahrhundert. Anforderungen, Anwendungen, Aspekte f\u00fcr Mensch-Maschine-Systeme. VDI Berichte Nr. 1768","author":"Bubb H.","year":"2003"},{"key":"bibr7-0018720813490728","unstructured":"CAR 2 CAR Communication Consortium. (2007). C2C-CC Manifesto, Version 1.1. Retrieved from http:\/\/www.car-to-car.org\/index.php?id=31"},{"key":"bibr8-0018720813490728","volume-title":"Human factors for assistance and automation","author":"De Waard D.","year":"2008"},{"key":"bibr9-0018720813490728","unstructured":"Dugarry A. (2004). Advanced driver assistance systems information management and presentation (Unpublished doctoral dissertation). Cranfield University, Cranfield, UK."},{"key":"bibr10-0018720813490728","volume-title":"Elemente der Psychophysik","author":"Fechner G. T.","year":"1860"},{"key":"bibr11-0018720813490728","volume-title":"Car-to-car communication\u2014Anwendungen und aktuelle Forschungsprogramme in Europa, USA und Japan","author":"Franz W.","year":"2004"},{"key":"bibr12-0018720813490728","volume-title":"Psychophysics: The fundamentals","author":"Gescheider G. A.","year":"1997","edition":"3"},{"key":"bibr13-0018720813490728","unstructured":"Gr\u00fcndl M. (2005). Fehler und Fehlverhalten als Ursache von Verkehrsunf\u00e4llen und Konsequenzen f\u00fcr das Unfallvermeidungspotenzial und die Gestaltung von Fahrerassistenzsystemen [Analysis of the causes of traffic accidents, determining suitable measures for improved accident prevention and design of driver assistance systems] (Unpublished doctoral dissertation). Universit\u00e4t Regensburg, Regensburg, Germany."},{"key":"bibr14-0018720813490728","first-page":"1","volume-title":"Forschungsbericht 1981","author":"Heller O.","year":"1982"},{"key":"bibr15-0018720813490728","first-page":"25","author":"Hoekstra E.","year":"2000","journal-title":"Traffic Technology International"},{"key":"bibr16-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1007\/978-3-8348-9977-4_40"},{"key":"bibr17-0018720813490728","first-page":"232","volume-title":"Proceedings of the Driving Simulator Conference (DSC)","author":"Kr\u00fcger H.-P.","year":"2005"},{"key":"bibr18-0018720813490728","doi-asserted-by":"publisher","DOI":"10.1080\/03081060500120282"},{"key":"bibr19-0018720813490728","first-page":"113","volume-title":"Innovationen f\u00fcr Menschen: VDE-Kongress 2004","author":"L\u00fcbke A.","year":"2004"},{"key":"bibr20-0018720813490728","volume-title":"Vorausschauende Fahrerassistenzsysteme. 3. 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