Training Effectiveness: How Does Driving Simulator Fidelity Influence Driver Performance?

2005 ◽  
Vol 49 (25) ◽  
pp. 2201-2205 ◽  
Author(s):  
George D. Park ◽  
R. Wade Allen ◽  
Theodore J. Rosenthal ◽  
Dary Fiorentino
Keyword(s):  
Graduation Rates ◽  
Analysis Of Variance ◽  
Performance Measures ◽  
Training Trial ◽  
Driving Simulator ◽  
Steering Wheel ◽  
Vehicle Speed ◽  
Driver Training ◽  
Driver Performance ◽  
The Difference

Driver performance effects were compared between two configuration types: 1) a low-cost, three-monitor, 135 degree field-of-view (FOV), PC desktop with PC gaming steering wheel controls and 2) a medium-cost, fixed-based, projected image, 135 degree FOV, instrumented vehicle cab. The experiment was part of a larger novice driver training experiment with teenage drivers who had yet to receive their license to drive (Allen, Park, et al. 2003). Participants drove a minimum of six training trial runs on either the three-monitor configuration (N = 180) or the vehicle cab configuration (N = 143). A 2 times 6 (configuration type x training trial runs) analysis of variance was performed for a variety of performance measures as well as a one-way analysis of variance to assess the graduation rates between the two configurations. Significant differences were found for certain performance measures suggesting that handling behaviors (i.e. braking and steering) were largely affected by the difference in controls while lane position, vehicle speed, time-to-collision, and simulator sickness ratings were largely affected by the difference in graphical display. However, non-significant differences in certain performance measures (e.g. total accidents and graduation rates) suggested that the three-monitor configuration may be as useful of a tool for driver training, assessment, and research as a higher fidelity vehicle cab.

Nonvestibular Motion Cueing in a Fixed-Base Driving Simulator: Effects on Driver Braking and Cornering Performance

2011 ◽  
Vol 20 (2) ◽  
pp. 117-142 ◽  
Author(s):  
S. de Groot ◽  
M. Mulder ◽  
P. A. Wieringa
Keyword(s):  
Driving Simulator ◽  
Low Cost ◽  
Seat Belt ◽  
Steering Wheel ◽  
Braking Performance ◽  
Driver Performance ◽  
Driving Speed ◽  
Motion Cueing ◽  
Fixed Base ◽  
Lane Keeping

Motion platforms can be used to provide vestibular cues in a driving simulator, and have been shown to reduce driving speed and acceleration. However, motion platforms are expensive devices, and alternatives for providing motion cues need to be investigated. In independent experiments, the following eight low-cost nonvestibular motion cueing systems were tested by comparing driver performance to control groups driving with the cueing system disengaged: (1) seat belt tensioning system, (2) vibrating steering wheel, (3) motion seat, (4) screeching tire sound, (5) beeping sound, (6) road noise, (7) vibrating seat, and (8) pressure seat. The results showed that these systems are beneficial in reducing speed and acceleration and that they improve lane-keeping and/or stopping accuracy. The seat belt tensioning system had a particularly large influence on driver braking performance. This system reduced driving speed, increased stopping distance, reduced maximum deceleration, and increased stopping accuracy. It is concluded that low-cost nonvestibular motion cueing may be a welcome alternative for improving in-simulator performance so that it better matches real-world driving performance.

A Prototype Steering Weave Stabilizer for Automobiles

1991 ◽  
Vol 113 (1) ◽  
pp. 138-142 ◽  
Author(s):  
J. C. Whitehead
Keyword(s):  
High Speed ◽  
Steering System ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Phase Lag ◽  
Vehicle Speed ◽  
Control Torque ◽  
Concentrated Mass ◽  
Wheel Rim ◽  
The Difference

A prototype high-speed steering stabilizer for automobiles applies transient steering torques so that the sum of natural steering restoring torque and the control torque is more nearly in phase with steer angle than the natural restoring torque alone. The resulting reduction in the phase lag from steer angle to restoring torque mitigates the steering weave mode. Since steering restoring torque is nearly proportional to vehicle lateral acceleration, weave controller circuitry could subtract instantaneous lateral acceleration from expected steady-state lateral acceleration calculated from steer angle and vehicle speed, and thence command a steering torque actuator depending on the difference signal. The prototype performs the same function using a concentrated mass on the lower steering wheel rim which is passively sensitive to both steer angle and lateral acceleration, thereby applying only transient steering torques in the desired manner at a vehicle speed of 30 m/s. The additional steering system inertia alone affects the weave mode, so a non-stabilizing configuration with the same mass distributed around the steering wheel rim is tested for direct comparison. The experimental data show a dramatic stabilization of weave for the configuration which applies control torque.

Role of steering wheel feedback on driver performance: driving simulator and modeling analysis

2007 ◽  
Vol 45 (4) ◽  
pp. 375-388 ◽  
Author(s):  
D. Toffin ◽  
G. Reymond ◽  
A. Kemeny ◽  
J. Droulez
Keyword(s):  
Driving Simulator ◽  
Steering Wheel ◽  
Driver Performance ◽  
Modeling Analysis

Effect of Headlight Illumination on Driver Behavior

1978 ◽  
Vol 22 (1) ◽  
pp. 51-55
Author(s):  
Martin Helander ◽  
John O. Merritt ◽  
Charles Abrams
Keyword(s):  
Performance Measures ◽  
Driving Performance ◽  
Steering Wheel ◽  
Vehicle Speed ◽  
High Beam ◽  
Position Response ◽  
Brake Pressure ◽  
Response Profiles ◽  
Lane Position ◽  
Rural Highway

The effect of different headlight patterns on driving performance was investigated during test drives along a 8-km rural highway. Eighteen subjects drove the test course once for each of the three headlight conditions: low beam, high beam, and low-plus-high beam. Continuous recordings were obtained of vehicle speed, brake pressure, acceleration, steering wheel angle, and lane position. Response profiles for average and 1 S.D. of response were plotted as a function of distance along the test course. ANOVA showed small but statistically significant illumination effects for average speed, average lane position, and standard deviation of steering wheel position and fore-aft accelerations. It was concluded that the test course may have been too difficult and thus may have limited effects of illumination conditions on the driving performance measures obtained in this first phase of testing.

scholarly journals The Influence of Motion and Audio Cues on Driver Performance in an Automobile Simulator

1975 ◽  
Vol 17 (5) ◽  
pp. 488-501 ◽  
Author(s):  
Robert C. Mclane ◽  
Walter W. Wierwille
Keyword(s):  
Performance Measures ◽  
Driving Simulator ◽  
Visual Display ◽  
Control Group ◽  
Motion Cues ◽  
Physical Motion ◽  
Audio Cues ◽  
Driver Performance ◽  
Simulator Design ◽  
Student Subjects

A highway driving simulator with a computer-generated visual display, physical motion cues of roll, yaw, and lateral translation, and velocity-dependent sound/vibration cues was used to investigate the influence of these cues on driver performance. Forty-eight student subjects were randomly allocated to six experimental groups. Each group of eight subjects experienced a unique combination of the motion and audio cues. The control group received a full simulation condition while each of the remaining five groups performed with certain combinations of motion and sound deleted. Each driver generated nine minutes of continuous data from which five performance measures were derived. Results indicate that the performance measures of yaw, lateral, and velocity deviation are significantly affected by the deletion of cues. In support of the hypothesis that driver performance is augmented by the addition of motion cues, statistically significant negative correlations were obtained between the number of motion cues present and the measures of yaw and lateral deviation. With respect to motion and audio cues, recommendations are made regarding simulator design criteria.

scholarly journals Validation of Vehicle Driving Simulator from Perspective of Velocity and Trajectory Based Driving Behavior under Curve Conditions

Energies ◽  
2021 ◽  
Vol 14 (24) ◽  
pp. 8429
Author(s):  
Liang Chen ◽  
Jiming Xie ◽  
Simin Wu ◽  
Fengxiang Guo ◽  
Zheng Chen ◽  
...  
Keyword(s):  
Driving Simulator ◽  
Short Term Memory ◽  
Road Traffic ◽  
Lateral Displacement ◽  
Safety Evaluation ◽  
Driving Behavior ◽  
Steering Wheel ◽  
Vehicle Speed ◽  
Driving Simulators ◽  
Convenient Setting

With their advantages of high experimental safety, convenient setting of scenes, and easy extraction of control parameters, driving simulators play an increasingly important role in scientific research, such as in road traffic environment safety evaluation and driving behavior characteristics research. Meanwhile, the demand for the validation of driving simulators is increasing as its applications are promoted. In order to validate a driving simulator in a complex environment, curve road conditions with different radii are considered as experimental evaluation scenarios. To attain this, this paper analyzes the reliability and accuracy of the experimental vehicle speed of a driving simulator. Then, qualitative and quantitative analysis of the lateral deviation of the vehicle trajectory is carried out, applying the cosine similarity method. Furthermore, a data-driven method was adopted which takes the longitudinal displacement, lateral displacement, vehicle speed and steering wheel angle of the vehicle as inputs and the lateral offset as the output. Thus, a curve trajectory planning model, a more comprehensive and human-like operation, is established. Based on directional long short-term memory (Bi–LSTM) and a recurrent neural network (RNN), a multiple Bi–LSTM (Mul–Bi–LSTM) is proposed. The prediction performance of LSTM, MLP model and Mul–Bi–LSTM are compared in detail on the validation set and testing set. The results show that the Mul–Bi–LSTM model can generate a trajectory which is very similar to the driver’s curve driving and have a preferable generalization performance. Therefore, this method can solve problems which cannot be realized in real complex scenes in the simulator validation. Selecting the trajectory as the validation parameter can more comprehensively and intuitively reflect the simulator’s curve driving state. Using a speed model and trajectory model instead of a real car experiment can improve the efficiency of simulator validation and lay a foundation for the standardization of simulator validation.

scholarly journals User interface for in-vehicle systems with on-wheel finger spreading gestures and head-up displays

2020 ◽  
Vol 7 (6) ◽  
pp. 700-721
Author(s):  
Sang Hun Lee ◽  
Se-One Yoon
Keyword(s):  
Driving Simulator ◽  
Response Times ◽  
Steering Wheel ◽  
Vehicle Speed ◽  
Driver Behaviour ◽  
Subjective Evaluations ◽  
Hands On ◽  
Gestural Interface ◽  
Recognition And Response ◽  
Specific Number

Abstract Interacting with an in-vehicle system through a central console is known to induce visual and biomechanical distractions, thereby delaying the danger recognition and response times of the driver and significantly increasing the risk of an accident. To address this problem, various hand gestures have been developed. Although such gestures can reduce visual demand, they are limited in number, lack passive feedback, and can be vague and imprecise, difficult to understand and remember, and culture-bound. To overcome these limitations, we developed a novel on-wheel finger spreading gestural interface combined with a head-up display (HUD) allowing the user to choose a menu displayed in the HUD with a gesture. This interface displays audio and air conditioning functions on the central console of a HUD and enables their control using a specific number of fingers while keeping both hands on the steering wheel. We compared the effectiveness of the newly proposed hybrid interface against a traditional tactile interface for a central console using objective measurements and subjective evaluations regarding both the vehicle and driver behaviour. A total of 32 subjects were recruited to conduct experiments on a driving simulator equipped with the proposed interface under various scenarios. The results showed that the proposed interface was approximately 20% faster in emergency response than the traditional interface, whereas its performance in maintaining vehicle speed and lane was not significantly different from that of the traditional one.

341 Acute effects of seltorexant, a selective orexin-2 antagonist (JNJ- 42847922), on driving after bedtime administration

SLEEP ◽  
2021 ◽  
Vol 44 (Supplement_2) ◽  
pp. A136-A136
Author(s):  
S Brooks ◽  
R G J A Zuiker ◽  
G E Jacobs ◽  
I Kezic ◽  
A Savitz ◽  
...  
Keyword(s):  
Postural Stability ◽  
Driving Simulator ◽  
Motor Vehicle ◽  
Subjective Effects ◽  
Driving Ability ◽  
Post Dose ◽  
Double Blind ◽  
Increased Risk ◽  
Subjective Sleepiness ◽  
The Difference

Abstract Introduction Seltorexant (JNJ-42847922), a potent and selective antagonist of the human orexin-2 receptor, is being developed for the treatment of major depressive disorder. Seltorexant also has sleep-promoting properties. Investigating the effects of sleep-promoting medications on driving is important because some of these agents (e.g. GABAA receptor agonists) may be associated with increased risk of motor vehicle accidents. We evaluated the effect of seltorexant on driving after forced awakening at night, using a validated driving simulator. Methods This double-blind, placebo and active-controlled, randomized, 3-way cross-over study was conducted in 18 male and 18 female healthy subjects. All subjects received seltorexant 40 mg, zolpidem 10 mg, or placebo 15 minutes before bedtime. Eighteen subjects were awakened at 2- and 6-hours post-dose, and the other 18 at 4- and 8-hours post-dose. At those timepoints, pharmacokinetics, objective (standard deviation of the lateral position [SDLP]) and subjective effects (using Perceived Driving Quality and Effort Scales) on driving ability, postural stability and subjective sleepiness were assessed. Results For seltorexant, the SDLP difference from placebo (95% confidence interval) at 2-, 4-, 6- and 8-hours post-dose was 3.9 cm (1.26, 6.60), 0.9 cm (-1.08, 2.92), 1.1 cm (-0.42, 2.63), and 0.6 cm (-2.75, 1.55), respectively vs. 9.6 cm (6.97, 12.38), 6.6 cm (3.53, 9.60), 4.7 cm (1.46, 7.85), and 1.3cm (-1.16, 3.80), respectively for zolpidem. The difference from placebo was significant at 2-hours after taking seltorexant, while the difference from placebo was significant at 2, 4 and 6-hours after zolpidem. Subjective driving quality was decreased for both drugs at all time points and driving effort was increased up to 4-hours post-dose for both medications. Subjective sleepiness showed a significant increase compared to placebo 2- and 4-hours after administration of either drug. Postural stability was decreased up to 2-hours after administration of seltorexant, and up to 4-hours after administration of zolpidem. Conclusion Compared to zolpidem, objective effects on driving performance were more transient after seltorexant administration and largely normalized by 4–6 hours post-dose. Support (if any) This work was sponsored by Janssen R&D.

scholarly journals Lane Departure Warning Estimation Using Yaw Acceleration

2020 ◽  
Vol 11 (1) ◽  
pp. 102-111
Author(s):  
Em Poh Ping ◽  
J. Hossen ◽  
Wong Eng Kiong
Keyword(s):  
Vehicle Dynamics ◽  
Dynamic Responses ◽  
Dynamics Simulation ◽  
Steering Wheel ◽  
Mathematical Representation ◽  
Vehicle Speed ◽  
Lane Departure Warning ◽  
Model Based ◽  
Lane Departure ◽  
Proposed Model

AbstractLane departure collisions have contributed to the traffic accidents that cause millions of injuries and tens of thousands of casualties per year worldwide. Due to vision-based lane departure warning limitation from environmental conditions that affecting system performance, a model-based vehicle dynamics framework is proposed for estimating the lane departure event by using vehicle dynamics responses. The model-based vehicle dynamics framework mainly consists of a mathematical representation of 9-degree of freedom system, which permitted to pitch, roll, and yaw as well as to move in lateral and longitudinal directions with each tire allowed to rotate on its axle axis. The proposed model-based vehicle dynamics framework is created with a ride model, Calspan tire model, handling model, slip angle, and longitudinal slip subsystems. The vehicle speed and steering wheel angle datasets are used as the input in vehicle dynamics simulation for predicting lane departure event. Among the simulated vehicle dynamic responses, the yaw acceleration response is observed to provide earlier insight in predicting the future lane departure event compared to other vehicle dynamics responses. The proposed model-based vehicle dynamics framework had shown the effectiveness in estimating lane departure using steering wheel angle and vehicle speed inputs.

scholarly journals Characteristics of anteroposterior curvatures of the spine in soccer and futsal players

2017 ◽  
Vol 18 (4) ◽  
Author(s):  
Krystyna Chromik ◽  
Anna Burdukiewicz ◽  
Jadwiga Pietraszewska ◽  
Aleksandra Stachoń ◽  
Paweł Wolański ◽  
...  
Keyword(s):  
College Students ◽  
Statistical Analysis ◽  
Injury Prevention ◽  
Analysis Of Variance ◽  
Statistical Significance ◽  
Body Posture ◽  
Soccer Players ◽  
Prevention Training ◽  
The Difference ◽  
Post Hoc

AbstractPurpose. The aim of the study was to determine differences in anteroposterior spine curvatures between futsal players, soccer players, and non-training students. The results may contribute to the development of present-day knowledge of posturometry, and its implementation in training can help reduce the risk of body posture disorders in athletes. Methods. The examined group consisted of 48 athletes and 38 non-training college students. Body posture parameters were measured with the use of Posturometr-S. The normality of distribution was checked with the Shapiro-Wilk test, and the differences between the groups were measured with ANOVA and the Bonferroni post-hoc test. The level of statistical significance was set at p < 0.05. Results. The analysis of angle values revealed the widest and most similar measurements in the group of futsal players and soccer players. The analysis of variance proved statistically significant differences between the soccer players and futsal players (p = 0.003). The difference between the soccer players and non-training students was statistically significant. The highest γ angular value was measured in non-training students, followed by futsal players and soccer players. The statistical analysis revealed significant differences between the non-training students and futsal players, as well as non-training students and soccer players (p < 0.001). Conclusions. A complex assessment of athletes’ body posture is crucial in injury prevention. Training overloads may often lead to disorders of the organ of locomotion and affect the correct body posture in athletes. This, in turn, may result in pains and injuries.

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