【摘要】 探究人非混行状态下的行人心理边界影响机制，有助于从交通设计、交通管理等维度针对性地提高人非共板道路上行人的出行安全性和舒适性。为克服现有研究仅考虑行人自身人际空间范围期望的不足，根据心理包络理论，从行人期望的安全活动边界（subject mental envelope,SME）和行人期望非机动车的约束活动边界（object mental envelope,OME）2个维度，重构人非混行状态下的行人心理边界。通过引入感知威胁、感知亲密和个人特征，新增优先权作为潜在影响因素，构建人非混行状态下的行人心理边界影响机制模型。采用偏最小二乘法结构方程分析进行模型适配性检验和路径分析，模型的SRMR值为0.035,SME和OME的R~2分别为0.728和0.773，表明模型拟合水平可接受，且解释力较强。研究结果表明：感知威胁和感知亲密对OME的影响大于对SME的影响，表明当行人认为非机动车有潜在威胁且不友好时，其更期望能约束非机动车的骑行范围；优先权对OME正向影响程度大于SME，表明当行人认为自己的优先权高于非机动车时，其更期望进一步约束非机动车的活动边界；非机动车交通量仅显著影响OME;OME正向影响SME，表明扩展引入的OME可进一步解释行人对自身安全活动空间的需求；个人特征中性别和身高对SME和OME均有显著影响，而每周平均骑行次数仅显著影响OME。更多还原

【Abstract】 Investigating the mechanisms influencing pedestrians’ psychological boundary in the coexistence of pedestrians and non-motorized vehicles is crucial for improving pedestrian safety and comfort in traffic design and management. This study addresses the limitations of previous studies, which mainly focus on pedestrians’ interpersonal spatial expectations. To this end, this study redefines psychological boundaries between pedestrians and non-motorized vehicles based on the mental envelop theory from the two key dimensions: the subject mental envelope(SME) anticipated by pedestrians and the object mental envelope(OME) imposed by pedestrians concerning non-motorized vehicles. Next, the proposed model incorporates perceived threat, perceived closeness, and personal characteristics, and priority as a potential influencing factor. The structural equation model with partial least squares is employed to assess model fit and conduct path analysis. The estimation results show that the SRMR value is0.035, and R~2values for SME and OME are 0.728 and 0.773, respectively, indicating good fit and strong explanatory power. Further, results show that perceived threat and closeness significantly affect both SME and OME, with stronger effects on OME, which suggests that pedestrians perceive non-motorized vehicles as a threat and demand stricter boundaries for their riding areas. Priority demonstrates a greater positive impact on OME than that on SME,suggesting that pedestrians, when feeling prioritized, expect stricter constraints on non-motorized vehicles. The traffic volume of non-motorized vehicles has a substantial impact on OME. OME also positively influences SME, suggesting that the expanded OME can further elucidate pedestrians’ requirements for their safe-activity space. Notably, gender and height of a pedestrian significantly impact both SME and OME, while average weekly cycling frequency significantly affects OME exclusively.更多还原