scholarly journals Interactive Influence Analysis of Tunnel Lateral Clearance on Driving Behavior Using Expressway Field Data

2021 ◽  
Vol 2021 ◽  
pp. 1-15
Author(s):  
Li Wan ◽  
Mo Zhou ◽  
Ge Liu ◽  
Chang-An Zhang ◽  
Ying Yan
Keyword(s):  
Standard Deviation ◽  
Nonparametric Tests ◽  
Driving Behavior ◽  
Steering Wheel ◽  
Operating Speed ◽  
Security Risk ◽  
Design Speed ◽  
Lateral Clearance ◽  
The Right ◽  
Speed Standard Deviation

Changes in lateral clearance are prone to drastic changes in the driving environment at the entrance and exit of the tunnel, which can cause a driver to become psychologically stressed and deviate from the center of a lane, thus creating a greater security risk. However, most of the existing regulations and studies only focus on the horizontal and vertical alignment of the tunnel entrances and exits, and there are few studies on the influence of lateral clearance on driving behavior. This study hired 15 random subjects to conduct real vehicle tests in eight tunnels on expressways with 3 design speeds by using a CAN-OBD analyzer and steering wheel angle meter. First, in five lateral clearance variation schemes, different speed characteristic indicators and steering wheel angles were selected as the indicators of driving behavior. Second, the interactive influence of the design speed, lateral clearance, operating speed, steering wheel angle, and other indicators were analyzed. Finally, paired t-test analysis and Wilcoxon and Friedman nonparametric tests were used to compare the differences in various indicators among different lateral clearance schemes. The results showed that when the left lateral clearance is 1.5 meters, the operating speed is increased by 3.9%, while the standard deviation of speed is small, and the driving performance is higher. When the right lateral clearance is 1.75 and 2.00 meters, the operating speed is not much different. However, the latter’s speed standard deviation is smaller. By contrast, when the right lateral clearance is up to 2.25 m, the operating speed increases by 3.7%. However, the speed standard deviation also increases. Different lateral clearances have little effect on the steering wheel angle. The operating speed on the right side is higher and more stable when the design speed is 100 km/h. This study provides scientific suggestions for the setting of the lateral clearance of the tunnels.

scholarly journals Scale Invariant Contrasts of Response Latency Distributions

2018 ◽  
Author(s):  
Natarajan Sriram ◽  
Brian A. Nosek ◽  
Anthony G. Greenwald
Keyword(s):  
Individual Differences ◽  
Standard Deviation ◽  
Response Latency ◽  
Statistical Power ◽  
Scale Invariant ◽  
Scaling Effect ◽  
Latency Difference ◽  
The Mean ◽  
The Right ◽  
Latency Distributions

Individual differences in general speed lead to a positive correlation between the mean and standard deviation of mean latency. This “coarse” scaling effect causes the mean latency difference (MLD) to be spuriously correlated with general speed. Within individuals, the correlation between the mean and standard deviation of trial latencies leads contrasted distributions to increase their overlap as an MLD of fixed width is translated to the right. To address this “fine” scaling effect, contrasts based on within subject latency transformations including the logarithm, standardization, and ranking were evaluated and turned out to be distinctly superior to the MLD. Notably, the mean gaussian rank latency difference was internally consistent, eliminated fine scaling, meliorated coarse scaling, reduced correlations with general speed, increased statistical power to detect within subject and between group effects, and has the potential to increase the validity of inferences drawn from response latency data.

scholarly journals BUSINESS RISK ATAUKAH HUMAN ERROR

2018 ◽  
Vol 16 (1) ◽  
pp. 51-64
Author(s):  
Miftachul Ulum
Keyword(s):  
Standard Deviation ◽  
Basic Concept ◽  
Human Error ◽  
Business Risk ◽  
Human Reason ◽  
The Right

Abstract: In every decision made by the business, it is always confronted with an uncertainty that we know as risks. Stakeholders are those who influence or will be influenced by the decision. Statistically risk can be formulated as a deviation. The magnitude of risk can be measured by variance (?2) or standard deviation (?). Through prudential principles, the types and forms of risk can be avoided or minimized. The carelessness is a factor of human error which is a factor beyond human reason. Humans are only able to put the basic concept of prudence in making decisions but all the terms of haqiqi will be the right of the Almighty.  Abstraksi : Setiap pengambilan keputusan yang dilakukan oleh pelaku bisnis selalu dihadapkan  pada suatu ketidakpastian yang kita kenal dengan risiko. Stakeholder sebagai pemangku kepentingan merupakan pihak yang mempengaruhi atau yang akan dipengaruhi  keputusan tersebut. Secara statistik risiko dapat dirumuskan sebagai penyimpangan, besarnya risiko dapat diukur dengan variance (?2) atau standar deviasi. Melalui prinsip kehati-hatian jenis dan bentuk risiko dapat dihindari atau bahkan dapat diminimalkan. Kelalaian adalah   merupakan suatu  faktor yang diluar nalar manusia. Manusia hanya meletakkan konsep dasar kehati-hatian dalam mengambil keputusan namun ketentuan secara haqiqi menjadi hak Yang Maha Kuasa.

scholarly journals Gesture Controlled Robot using Arduino

2021 ◽  
Vol 9 (VI) ◽  
pp. 2758-2765
Author(s):  
Biyyala Srijith
Keyword(s):  
Remote Control ◽  
Steering Wheel ◽  
Human Hand ◽  
Robot Arm ◽  
Radio Waves ◽  
Robotic Control ◽  
Accelerometer Sensor ◽  
Left And Right ◽  
Human Touch ◽  
The Right

A Gesture Controlled Car is a robot that can be controlled with a simple human touch. The user only needs to wear a touch device where the sensor is installed. The sensor will record the movement of the hand in a certain direction that will lead to the movement of the robot in the right places. The robot and the touch device are connected wirelessly with radio waves. The user can communicate with the robot in a very friendly way due to wireless communication. We can control the car using accelerometer sensors that are connected to our hand glove. Sensors are designed to replace the remote control commonly used to drive a car. It will allow the user to control the forward, backward, left and right, while using the same accelerometer sensor to control the car's steering wheel. The movement of the car is controlled by the separation method. The machine involves rotating both front and rear wheels on the left or right side to move the non-clockwise side and another pair around the clock causing the car to rotate with its axis without going forward or backward. The main advantage of this machine is that the car with this method can take sharp turns without difficulty. The design and use of a robotic control arm using a flex sensor is suggested. The robot arm is designed to consist of four moving fingers, each with three connectors, an opposing thumb, a round wrist, and an elbow. The robot arm is designed to mimic the movements of a human hand using a hand glove.

Visual Acuity, Intraocular Pressure, and Macular Thickness in Patients Undergoing Dialysis

2021 ◽  
Vol 19 (6) ◽  
pp. 98-106
Author(s):  
Monawar Muhsin Jabr ◽  
Hussain S. Hasan ◽  
Hind Ahmed Mahdi
Keyword(s):  
Chronic Kidney Disease ◽  
Visual Acuity ◽  
Intraocular Pressure ◽  
Standard Deviation ◽  
Kidney Disease ◽  
Refractive Error ◽  
Average Thickness ◽  
Foveal Thickness ◽  
Central Foveal Thickness ◽  
The Right

Background: Chronic kidney disease (CKD) is a public health problem over all the world. CKD may also be defined by the presence of kidney damage or a reduced glomerular filtration rate (GFR), which is the best overall indicator or index of kidney function. CKD patients are usually treated using kidney dialysis (hemodialysis) that uses a blood filtration mechanism (HD). Several metabolic parameters, such as blood urea, sodium, potassium, and glucose levels, can alter during HD. Osmotic alterations in blood, aqueous and vitreous humor, and other extracellular fluids arise from these fluctuations. That also can affect visual acuity, intraocular pressure (IOP), and retinal thickness. Aim of the Study: To evaluate some of the ocular findings undergoing HD to keep prevent the loss of patient vision such as visual acuity (VA), intraocular pressure (IOP), central corneal thickness (CCT), central Foveal Thickness (CFT), retinal nerve fiber layer (RNFL). Patient& Methods: This is a cohort (prospective) design study. This study including Seventy nine patients divided into two groups the first group from one week to six month (9 femal & 18 males) another group over than six month (36 female & 16 male) the average age between (12 to 70 years). This research performed in the three places department of the eye in Al-Hussein hospital in Samawah city, Al-Haboby hospital, Al-Hussein hospital in Dhi Qar city finally in Al-Shaheed Gazy hospital and Baghdad teaching hospital in Baghdad. Examining Visual Acuity by Snellen chart & auto refractometer, IOP& CCT by (CT.1 Computerized Tonometer TOPCON), RNLF and Central Foveal Thickness by OCT (Carl ZEISS, TOPCON). The inclusion criteria were as follows: all the patients undergoing dialysis from one week to over six months. Exclusion criteria were as follows: the patients have diabetic, any patients have a hereditary disease or glaucoma history or laser therapy, or intraocular injection in the eye before dialysis, the patients have a problem in the eye before dialysis such as cataracts or opacity leads to does surgery, the patients who have a refractive error or wear glass had been also excluded. Result: Includes the results of seventy-nine patients (45 females and 34 males) with chronic kidney disease examined ocular findings before a session of dialysis divided into two groups based on their duration of dialysis. Group one with twenty-seven patients (9 female & 18 male) under dialysis from one week to six months with mean & standard deviation (3.2037, ± 1.89259), group tow with fifty tow patients (36 female & 16 male) under dialysis from the duration over than six months with mean & standard deviation (44.2308, ± 26.24367) respectively. Patients aged (12 to 70 years) had mean age & ± standard deviation (35.1481, ± 12.88918), (44.4038, ± 15.42249) for two groups respectively. Patients in two groups had IOP (Right eye), its mean & standard deviation (15, ± 2.34), (15.69, ± 2.56) for group one & group tow respectively. Also, patients had CCT (Right eye) with mean & standard deviation (5.3467E2, ± 39.00296), (5.2312E2, ± 30.44162) for group one & group tow respectively. Patients had CCT (Left) with mean & standard deviation (5.2878E2, ± 37.55748), (5.2179E2, ± 29.58957) for group one & group tow respectively. Patients in two groups had average thickness RNFL (Right eye) with mean & standard deviation (1.0604E2, ± 25.17551), (95.6154, ± 21.27150) for group one & group tow respectively. Also, patients had average thickness RNFL (left eye) with mean & standard deviation (1.0930E2, ±23.80177), (98.7500, ± 23.77334) for group one & group tow respectively. Conclusions: This study found CCT effective with dialysis tend to be thin (53 patient,18 patient in group one &35 in group two) and that will be had a threefold higher risk of developing glaucoma when compared with thick average because of the IOP value affected by it. Refractive error effective with dialysis & become was more prominent that can be shown in the group two have (40 patient from 52) while (15 patient from27) in the group one although a lot of them corrected to the BCVA. In conclusion high value of the C/D ratio formed about (45.57%, 53.16%) to the right &left eye respectively this value will be form important sign of risk factor to progressive of glaucomatous need to be alert in the future. Also our research reveals CFT effective undergoing dialysis the thick value was (56 in the right eye, 55 in the left eye) high compared with the thin (9 in the right&9 in the left eye) & normal (14 in the right eye, 15 in the left eye). All the two groups of patients will be effected by the duration of dialysis with a time.

Guidelines for Right-Turn Treatments at Unsignalized Intersections and Driveways on Rural Highways

1997 ◽  
Vol 1579 (1) ◽  
pp. 63-72
Author(s):  
Tanweer Hasan ◽  
Robert W. Stokes
Keyword(s):  
Economic Analysis ◽  
Cost Savings ◽  
Operating Speed ◽  
Full Width ◽  
Rural Highways ◽  
Unsignalized Intersections ◽  
Traffic Volumes ◽  
The Right ◽  
Design Hourly Volume ◽  
The Relationship

Guidelines for right-turn treatments at unsignalized intersections and driveways on rural two-lane and four-lane highways are presented. Two types of treatments, full-width lane and taper, were considered over the do-nothing radius treatment. The guidelines indicate the design hourly traffic volumes for which the benefits of right-turn treatments exceed their costs. The benefits used in the economic analysis were the operational and accident cost savings provided by right-turn treatments. The costs used in the development of the guidelines were the costs of constructing full-width right-turn lanes and tapers. The operational effects were estimated in terms of delay and excess fuel consumption experienced by through traffic due to right-turning vehicles. To account for the safety effects, the relationship between speed differential and accidents was used to estimate the reduction in right-turn, same-direction, rear-end accidents that would be expected to result from the provision of a right-turn treatment. The guidelines indicate the right-turn design hourly volume required to justify a right-turn treatment as a function of the following factors: ( a) directional design hourly volume, (b) highway operating speed, and ( c) number of lanes on the highway. Comparisons with other guidelines indicate that the range of guidelines developed are reasonable. In addition, they are more definitive than other guidelines because they account for highway operating speed and address taper treatments as well as full-width turn lanes.

Formulation and Validation of Operating Speed-Based Design Consistency Models by Bootstrapping

1997 ◽  
Vol 1579 (1) ◽  
pp. 97-103 ◽  
Author(s):  
John McFadden ◽  
Lily Elefteriadou
Keyword(s):  
Additional Data ◽  
Original Data ◽  
Statistical Technique ◽  
Geometric Design ◽  
Operating Speed ◽  
Horizontal Alignment ◽  
Alternative Means ◽  
Design Speed ◽  
Design Consistency ◽  
Consistency Models

Current U.S. policy for designing rural two-lane highways is based on design speed to ensure consistency among consecutive highway segments. The design speed concept, however, does not ensure that a consistent alignment will be achieved. A recent FHWA-sponsored project (Horizontal Alignment Design Consistency for Rural Two-Lane Highways) led to three operating speed-based geometric design consistency models, which have not yet been validated. Traditionally, the validation of such models involves the collection of additional data. The statistical technique known as “bootstrapping” was used to formulate and validate the operating speed-based geometric design consistency models by using the existing FHWA database. Bootstrapping involves random sampling with replacement from the existing database, which becomes the population. One-half of the original data collected are used in formulating the models. The remaining half of the data are subsequently used for validation. The models resulting from bootstrapping were statistically equivalent to the models developed in the FHWA study. In addition, the model validation indicated that the bootstrapping technique used to validate the operating speed models is a viable alternative means of validation. It was concluded that bootstrapping is a very useful tool that can be exploited in many related areas in the transportation field, especially because of the large amounts of data typically required in developing and validating empirical models.

Riders’ perception of symmetrical pressure on their ischial tuberosities and rein contact tension whilst sitting on a static object

2017 ◽  
Vol 13 (1) ◽  
pp. 7-12 ◽  
Author(s):  
R. Guire ◽  
H. Mathie ◽  
M. Fisher ◽  
D. Fisher
Keyword(s):  
Standard Deviation ◽  
Solid Wall ◽  
Static Model ◽  
Ischial Tuberosity ◽  
Static Object ◽  
Left And Right ◽  
And Performance ◽  
The Right ◽  
Ischial Tuberosities ◽  
Paired T Test

The horse-rider system is of great interest in understanding the mechanics involved in optimising locomotor function and performance in the ridden horse. Adult riders (n=30) attending a rider conference volunteered to take part in the study. Riders were asked to mimic riding position by positioning themselves symmetrically on their seat bones (ischial tuberosities) sitting on a (Pliance) pressure mat which was placed on a static platform. Riders were also asked to mimic even rein contact using reins with gauges which were attached to a solid wall. When satisfied that they were sitting symmetrically and had an even rein contact, pressure and rein measurements were captured for 5 s and repeated three times. A paired T Test was carried out to determine differences between left and right ischial tuberosities and rein pressures. Using a static model, this study found that the riders had significantly more pressure beneath the left ischial tuberosity (mean ± standard deviation, 3.22±1.43 N/cm2) compared to the right (2.65±1.49 N/cm2) (P=0.04) and no significant differences were observed between left (6.37±2.42 N) and right rein pressure (6.38±2.66 N) (P=0.95). Whilst sitting on a static platform, differences in ischial tuberosity pressure in adult riders were observed despite these riders’ perception that their seat was symmetrically weighted. These differences observed need to be investigated further, dynamically, to determine if there is a similar trend in the ridden situation.

16-Bit A/D CAN Interface Steering Wheel Angle and Torque Acquisition System

2013 ◽  
Vol 846-847 ◽  
pp. 144-147
Author(s):  
Yun Hu Zhang ◽  
Chao Zhang
Keyword(s):  
Data Collection ◽  
High Precision ◽  
Can Bus ◽  
Driving Behavior ◽  
Software Implementation ◽  
Host Computer ◽  
Steering Wheel ◽  
Torque Sensor ◽  
Vehicle Handling ◽  
Torque Values

In this paper, a steering wheel angle and torque acquisition program consisted of a steering wheel angle and torque sensor, 16-bit Σ-A/D converter, SCM and CAN bus chip is described. It describes the A / D conversion, angle and torque values calculation , CAN Communication and host computer acquisition software implementation and other important processes for the method. On this basis, the steering wheel angle and torque data collection realization is finished,and it has operated in the actual vehicle environments. The results show that the system is of high precision, good stability, and it is suitable for driving behavior tests and vehicle handling and stability test.

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