scholarly journals Glaucomatous visual fields and neurocognitive function are independently associated with poor lane maintenance during driving simulation

2020 ◽  
Vol 20 (1) ◽  
Author(s):  
David E. Anderson ◽  
John P. Bader ◽  
Emily A. Boes ◽  
Meghal Gagrani ◽  
Lynette M. Smith ◽  
...  
Keyword(s):  
Driving Simulator ◽  
Vehicle Control ◽  
Driving Behavior ◽  
Driving Performance ◽  
Driving Simulation ◽  
Sensor Data ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Neurocognitive Performance ◽  
Loss Severity

Abstract Background Driving simulators are a safe alternative to on-road vehicles for studying driving behavior in glaucoma drivers. Visual field (VF) loss severity is associated with higher driving simulator crash risk, though mechanisms explaining this relationship remain unknown. Furthermore, associations between driving behavior and neurocognitive performance in glaucoma are unexplored. Here, we evaluated the hypothesis that VF loss severity and neurocognitive performance interact to influence simulated vehicle control in glaucoma drivers. Methods Glaucoma patients (n = 25) and suspects (n = 18) were recruited into the study. All had > 20/40 corrected visual acuity in each eye and were experienced field takers with at least three stable (reliability > 20%) fields over the last 2 years. Diagnosis of neurological disorder or cognitive impairment were exclusion criteria. Binocular VFs were derived from monocular Humphrey VFs to estimate a binocular VF index (OU-VFI). Montreal Cognitive Assessment (MoCA) was administered to assess global and sub-domain neurocognitive performance. National Eye Institute Visual Function Questionnaire (NEI-VFQ) was administered to assess peripheral vision and driving difficulties sub-scores. Driving performance was evaluated using a driving simulator with a 290° panoramic field of view constructed around a full-sized automotive cab. Vehicle control metrics, such as lateral acceleration variability and steering wheel variability, were calculated from vehicle sensor data while patients drove on a straight two-lane rural road. Linear mixed models were constructed to evaluate associations between driving performance and clinical characteristics. Results Patients were 9.5 years older than suspects (p = 0.015). OU-VFI in the glaucoma group ranged from 24 to 98% (85.6 ± 18.3; M ± SD). OU-VFI (p = .0066) was associated with MoCA total (p = .0066) and visuo-spatial and executive function sub-domain scores (p = .012). During driving simulation, patients showed greater steering wheel variability (p = 0.0001) and lateral acceleration variability (p < .0001) relative to suspects. Greater steering wheel variability was independently associated with OU-VFI (p = .0069), MoCA total scores (p = 0.028), and VFQ driving sub-scores (p = 0.0087), but not age (p = 0.61). Conclusions Poor vehicle control was independently associated with greater VF loss and worse neurocognitive performance, suggesting both factors contribute to information processing models of driving performance in glaucoma. Future research must demonstrate the external validity of current findings to on-road performance in glaucoma.

Driver Behavior Comparison Between Static and Dynamic Simulation for Advanced Driving Maneuvers

2011 ◽  
Vol 20 (2) ◽  
pp. 143-161 ◽  
Author(s):  
B. J. Correia Grácio ◽  
M. Wentink ◽  
A. R. Valente Pais
Keyword(s):  
Paired Comparison ◽  
Driving Behavior ◽  
Driving Simulation ◽  
Lateral Acceleration ◽  
Steering Wheel ◽  
Control Input ◽  
Inertial Motion ◽  
Average Speed ◽  
Motion Condition ◽  
Fixed Base

In advanced driving maneuvers, such as a slalom maneuver, it is assumed that drivers use all the available cues to optimize their driving performance. For example, in curve driving, drivers use lateral acceleration to adjust car velocity. The same result can be found in driving simulation. However, for comparable curves, drivers drove faster in fixed-base simulators than when actually driving a car. This difference in driving behavior decreases with the use of inertial motion feedback in simulators. The literature suggests that the beneficial effect of inertial cues in driving behavior increases with the difficulty of the maneuver. Therefore, for an extreme maneuver such as a fast slalom, a change in driving behavior is expected when a fixed-base condition is compared to a condition with inertial motion. It is hypothesized that driving behavior in a simulator changes when motion cues are present in extreme maneuvers. To test the hypothesis, a comparison between No-Motion and Motion car driving simulation was done, by measuring driving behavior in a fast slalom. A within-subjects design was used, with 20 subjects driving the fast slalom in both conditions. The average speed during the Motion condition was significantly lower than the average speed during the No-Motion condition. The same was found for the peak lateral acceleration generated by the car model. A power spectral density analysis performed on the steering wheel angle signal showed different control input behavior between the two experimental conditions. In addition, the results from a paired comparison showed that subjects preferred driving with motion feedback. From the lower driving speed and different control input on the steering wheel, we concluded that motion feedback led to a significant change in driving behavior.

scholarly journals Analyzing Driver Drowsiness: From Causes to Effects

2020 ◽  
Vol 12 (5) ◽  
pp. 1971 ◽  
Author(s):  
Sónia Soares ◽  
Tiago Monteiro ◽  
António Lobo ◽  
António Couto ◽  
Liliana Cunha ◽  
...  
Keyword(s):  
Driving Simulator ◽  
Driving Behavior ◽  
Driving Performance ◽  
Physiological Characteristic ◽  
Point Of View ◽  
Recent Event ◽  
Safety Issues ◽  
Driver Drowsiness ◽  
Driving Time ◽  
Karolinska Sleepiness Scale

Drowsiness and fatigue are major safety issues that cannot be measured directly. Their measurements are sustained on indirect parameters such as the effects on driving performance, changes in physiological states, and subjective measures. We divided this study into two distinct lines. First, we wanted to find if any driver’s physiological characteristic, habit, or recent event could interfere with the results. Second, we aimed to analyze the effects of subjective sleepiness on driving behavior. On driving simulator experiments, the driver information and driving performance were collected, and responses to the Karolinska Sleepiness Scale (KSS) were compared with these parameters. The results showed that drowsiness increases when the driver has suffered a recent stress situation, has taken medication, or has slept fewer hours. An increasing driving time is also a strong factor in drowsiness development. On the other hand, robustness, smoking habits, being older, and being a man were revealed to be factors that make the participant less prone to getting drowsy. From another point of view, the speed and lane departures increased with the sleepiness feeling. Subjective drowsiness has a great correlation to drivers’ personal aspects and the driving behavior. In addition, the KSS shows a great potential to be used as a predictor of drowsiness.

Driving performance following a wrist fracture: A pilot study using a driving simulator

Hand Therapy ◽  
2019 ◽  
Vol 25 (1) ◽  
pp. 26-36
Author(s):  
Susan B Stinton ◽  
Evangelos Pappas ◽  
Dale W Edgar ◽  
Niamh A Moloney
Keyword(s):  
Pilot Study ◽  
Distal Radius Fracture ◽  
Distal Radius ◽  
Driving Simulator ◽  
Driving Performance ◽  
Small Sample ◽  
Driving Simulation ◽  
Retention Rates ◽  
Radius Fracture ◽  
Simulator Sickness

Introduction Driving performance, as assessed using a driving simulator, after distal radius fracture has not been previously studied. Our aims were to undertake a pilot study to assess feasibility via: (i) acceptability of driving simulation for this assessment purpose, (ii) recruitment and retention, (iii) sample size calculation. Preliminary evaluations of differences in driving performance between individuals recovering from distal radius fracture and controls were conducted to confirm if the methodology provided meaningful results to aid in justification for future studies. Methods Driving performance of 22 current drivers (aged 21–81 years), recruited by convenience sampling, was assessed using a driving simulator. The fracture group included those recovering from distal radius fracture managed with open reduction and internal fixation using a volar plate. The control group were uninjured individuals. Assessment was performed approximately five weeks post-surgery and follow-up assessment two weeks later. Acceptability outcome measures included pain and simulator sickness scores, feasibility measures included retention rates and measures of driving performance included time spent speeding, time spent out of the lane, standard deviation of lateral position and hazard reactions. Results The assessment was completed by 91% of participants; two participants dropped out secondary to simulator sickness. Retention rates were 83%. Preliminary results suggest those with distal radius fracture spent more time out of the lane and less time speeding. Conclusion This method was sensitive, acceptable and feasible according to the parameters of this pilot study. The results from this small sample suggest that between-group differences in driving performance are measurable using driving simulation five weeks following distal radius fracture.

scholarly journals Driving Performance Evaluation Correlated to Age and Visual Acuities Based on VR Technologies

2020 ◽  
Vol 2020 ◽  
pp. 1-11
Author(s):  
Sooncheon Hwang ◽  
Sunhoon Kim ◽  
Dongmin Lee
Keyword(s):  
Visual Acuity ◽  
Driving Simulator ◽  
Driving Behavior ◽  
Driving Performance ◽  
Present System ◽  
The South ◽  
Dynamic Visual Acuity ◽  
South Korean ◽  
Driving Behaviors ◽  
License System

There is currently much debate regarding the effectiveness of the driver license system in South Korea, due to the numerous traffic crashes caused by drivers who are suspected of having insufficient physical and mental abilities. Through the present system, it is quite difficult to identify such drivers indirectly through physical tests, such as visual acuity tests, since the correlation of such results with driving performance remains unclear. The objective of this study was to investigate the relationship between driving performance and visual acuities for improving the South Korean driver license system. In this study, two investigations were conducted: static and dynamic visual acuity examinations and driving performance tests based on a virtual reality (VR) system. The driving performance was evaluated with a driving simulator, based on driving behaviors in different experimental scenarios, including daytime and nighttime driving on a rural highway, and unexpected incident situations. Here, we produce statistically significant evidence that reduced visual acuity impairs driving performance, and driving behaviors differ significantly among groups with different vision capabilities, especially dynamic vision. Visual acuities, typically dynamic visual acuity, greatly influenced driving behavior, as measured by the standard deviation of speeds and vehicle LPs, and this was especially notable in curved road segments in daytime experiment. These experimental results revealed that the driving performance of participants with impaired dynamic visual acuity was deficient and unsafe. This confirmed that dynamic visual acuity levels are significant determinants of driving behavior, and they well explain driver performance levels. These findings suggest that the South Korean driver license system should include a test of dynamic visual acuity to create better and safer driving.

Evaluation of Force Feedback Steering in a Fixed Based Driving Simulator

2002 ◽  
Vol 46 (26) ◽  
pp. 2202-2205 ◽  
Author(s):  
Ronald R. Mourant ◽  
Praveen Sadhu
Keyword(s):  
Force Feedback ◽  
Driving Simulator ◽  
Vehicle Control ◽  
Steering Wheel ◽  
Left Hand ◽  
Right Hand ◽  
Fixed Base ◽  
Mean And Variance ◽  
Lane Position ◽  
Road Segments

Eight participants drove a fixed base simulator using both spring-loaded and force feedback steering wheels. Their route included curves of 100, 200 and 300 radii of curvature, and two freeway style exit ramps that were sloped, banked and, had changing radii of curvature. Both mean and variance of lane position were calculated. There were no differences in terms of mean and variance of lane position between the steering wheels when driving on straight road segments. Lane position variance was significantly greater when driving on the 100 meter curves then when driving of the 200 and 300 meter curves. Drivers “hugged” left hand curves more when using the force feedback steering wheel as indicated by their average lane position being significantly more to the left. On the two right hand exit ramps, drivers drove significantly more to the left when using the force feedback steering wheel. Subjects rated the force feedback steering wheel higher in terms of realism, maneuverability, and vehicle control on a post-experiment questionnaire.

scholarly journals A Driving Simulation to Analysis and Quantitative Comparison of Driving Behavior of Guide Signs at Intersections

2021 ◽  
Vol 2021 ◽  
pp. 1-13
Author(s):  
Tianzheng Wei ◽  
Tong Zhu ◽  
Chenxin Li ◽  
Haoxue Liu
Keyword(s):  
Quantitative Evaluation ◽  
Evaluation Method ◽  
Driving Simulator ◽  
Current System ◽  
Driving Behavior ◽  
Driving Simulation ◽  
Analysis Method ◽  
Safe Driving ◽  
Amount Of Information ◽  
Significant Difference

Guide signs are an important source for drivers to obtain road information. However, the evaluation methods for the effectiveness of guide signs are not unified. The quantitative model for evaluating guide signs needs to be constructed to unify the current system of guide signs. This study aims to take the commonly used guide signs in China as the research object to explore the evaluation method of guide signs at intersections. Eight kinds of guide signs were designed and made based on the common layout (layout 1 and layout 2) and the amount of information on signs (3–6). Thirty-four drivers were recruited to organize a driving simulation based on the visual cognitive tasks. Drivers’ legibility time and driver behavior were obtained by using the driving simulator and E-Prime program. A comprehensive quantitative evaluation model of guide signs was established based on the factor analysis method and grey correlation analysis method from the perspective of safe driving. The results show that there is no significant difference in the SD of speed and the SD of acceleration under the influence of various guide signs. The average vehicle speed and acceleration decrease, and the lateral offset distance of the vehicle increases with the amount of information on guide signs increasing. The quantitative evaluation results of guide signs show that the visual security decreases with the increase of the amount of information on guide signs. And layout 2 has better performance than layout 1 when the amount of information on guide signs is the same. This study not only explores the change rule of driving behavior under the influence of guide signs, but also provides a reference for the selection of guide signs.

scholarly journals Effectiveness of Variable Message Signs on Driving Behavior Based on a Driving Simulation Experiment

2014 ◽  
Vol 2014 ◽  
pp. 1-9 ◽  
Author(s):  
Xuedong Yan ◽  
Jiawei Wu
Keyword(s):  
Traffic Safety ◽  
Road Network ◽  
Simulation Experiment ◽  
Driving Simulator ◽  
Driving Behavior ◽  
Driving Simulation ◽  
Traffic Information ◽  
Variable Message Signs ◽  
Information Format ◽  
Message Signs

Variable message signs (VMSs), as one of the important ITS devices, provide real-time traffic information of road network to drivers in order to improve route choice and relieve the traffic congestion. In this study, the effectiveness of VMS on driving behavior was tested based on a driving simulation experiment. A road network with three levels of VMS location to route-diverging intersection and three types of VMS information format was designed in a high fidelity driving simulator platform. Fifty-two subjects who were classified by driver age, gender, and vocation successfully completed this experiment. The experimental results showed that driver characteristics, VMS location, and information format profoundly influence driving behaviors. Based on the research findings, it is suggested that VMS would be positioned between 150 m and 200 m upstream of the diverging point to balance the VMS effects on traffic safety and operation and the graphic information VMS format is better than the format with text massage only.

scholarly journals Promoting eco-driving behavior through multisensory stimulation: a preliminary study on the use of visual and haptic feedback in a virtual reality driving simulator

2021 ◽  
Author(s):  
Andrea Pietra ◽  
Marina Vazquez Rull ◽  
Roberta Etzi ◽  
Alberto Gallace ◽  
Giulia Wally Scurati ◽  
...  
Keyword(s):  
Virtual Reality ◽  
High Speed ◽  
Haptic Feedback ◽  
Driving Simulator ◽  
Visual Stimulation ◽  
Physiological State ◽  
Driving Behavior ◽  
Steering Wheel ◽  
Mean Power ◽  
Accelerator Pedal

AbstractThis paper describes the design and preliminary test of a virtual reality driving simulator capable of conveying haptic and visual messages to promote eco-sustainable driving behavior. The driving simulator was implemented through the Unity game engine; a large street environment, including high-speed and urban sections, was created to examine different driving behaviors. The hardware setup included a gaming driving seat, equipped with a steering wheel and pedals; the virtual scenarios were displayed through an Oculus Rift headset to guarantee an immersive experience. Haptic stimulation (i.e., vibrations) was delivered to the driver through the accelerator pedal, while visual stimuli (i.e., icons and colors) were shown on a virtual head-up display. The sensory feedbacks were presented both alone and in combination, providing information about excessive acceleration and speed. Four different virtual scenarios, each one including a distracting element (i.e., navigator, rain, call, and traffic), were also created. Ten participants tested the simulator. Fuel consumption was evaluated by calculating a mean power index (MPI) in reference to the sensory feedback presentation; physiological reactions and responses to a usability survey were also collected. The results revealed that the haptic and visuo-haptic feedback were responsible for an MPI reduction, respectively, for 14% and 11% compared with a condition of no feedback presentation; while visual feedback alone resulted in an MPI increase of 11%. The efficacy of haptic feedback was also accompanied by a more relaxing physiological state of the users, compared with the visual stimulation. The system’s usability was adequate, although haptic stimuli were rated slightly more intrusive than the visual ones. Overall, these preliminary results highlight how promising the use of the haptic channel can be in communicating and guiding the driver toward a more eco-sustainable behavior.

The Validity of Three New Driving Simulator Scenarios: Detecting Differences in Driving Performance by Difficulty and Driver Gender and Age

2020 ◽  
pp. 001872082093752
Author(s):  
Hillary Maxwell ◽  
Bruce Weaver ◽  
Sylvain Gagnon ◽  
Shawn Marshall ◽  
Michel Bédard
Keyword(s):  
Discriminant Validity ◽  
Driving Simulator ◽  
Age Groups ◽  
Driving Behavior ◽  
Driving Simulation ◽  
Driving Simulators ◽  
Safe Driving ◽  
Convergent And Discriminant Validity ◽  
Gender And Age ◽  
Driver Assessment

Objective We explored the convergent and discriminant validity of three driving simulation scenarios by comparing behaviors across gender and age groups, considering what we know about on-road driving. Background Driving simulators offer a number of benefits, yet their use in real-world driver assessment is rare. More evidence is needed to support their use. Method A total of 104 participants completed a series of increasingly difficult driving simulation scenarios. Linear mixed models were estimated to determine if behaviors changed with increasing difficulty and whether outcomes varied by age and gender, thereby demonstrating convergent and discriminant validity, respectively. Results Drivers adapted velocity, steering, acceleration, and gap acceptance according to difficulty, and the degree of adaptation differed by gender and age for some outcomes. For example, in a construction zone scenario, drivers reduced their mean velocities as congestion increased; males drove an average of 2.30 km/hr faster than females, and older participants drove more slowly than young (5.26 km/hr) and middle-aged drivers (6.59 km/hr). There was also an interaction between age and difficulty; older drivers did not reduce their velocities with increased difficulty. Conclusion This study provides further support for the ability of driving simulators to elicit behaviors similar to those seen in on-road driving and to differentiate between groups, suggesting that simulators could serve a supportive role in fitness-to-drive evaluations. Application Simulators have the potential to support driver assessment. However, this depends on the development of valid scenarios to benchmark safe driving behavior, and thereby identify deviations from safe driving behavior. The information gained through simulation may supplement other forms of assessment and possibly eliminate the need for on-road testing in some situations.

Safety Compensation for Improving Driver Takeover Performance in Conditionally Automated Driving

2020 ◽  
Vol 32 (3) ◽  
pp. 530-536
Author(s):  
Hua Yao ◽  
Suyang An ◽  
Huiping Zhou ◽  
Makoto Itoh ◽  
◽  
...  
Keyword(s):  
Time Budget ◽  
Vehicle Control ◽  
Driving Performance ◽  
Lateral Acceleration ◽  
Time To Event ◽  
Automated Driving ◽  
Functional Limit ◽  
Level 3 ◽  
Transition Scheme

The topic of transition from automated driving to manual maneuver in conditionally automated driving (SAE level-3) has acquired increasing interest. In such conditionally automated driving, drivers are expected to take over the vehicle control if the situation goes beyond the system’s functional limit of operation. However, it is challenging for drivers to resume control timely and perform well after being engaged in non-driving related tasks. Facing this challenge, this paper investigated a safety compensation in which the system conducts automatic deceleration to prolong the time budget for drivers to response. The purpose of the paper is to evaluate the effect of safety compensation on takeover performance in different takeover scenarios such as fog, route choosing, and lane closing. In the experiment, 16 participants were recruited. Results showed no significant effect of safety compensation on the takeover time, but a significant effect on the longitudinal driving performance (viz. driver brake input and the time to event). Moreover, it indicated a significant effect of safety compensation on the lateral acceleration in the lane closing scenario. This finding is useful for the automotive manufacturers to supply users a safer transition scheme from automated driving to manual maneuver.

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