On the road to comfort: Evaluating the influence of motion predictability on motion sickness in automated vehicles.

Automated vehicles could increase the risk of motion sickness because occupants are not involved in driving and do not watch the road. This paper aimed to investigate the influence of motion predictability on motion sickness in automated vehicles, as better motion anticipation is believed to mitigate motion sickness. In a simulator-based study, twenty participants experienced two driving conditions differing only in turn directions. The repetitive condition featured a repeating turn direction pattern. The non-repetitive condition contained pseudo-randomly ordered turn directions. To mimic an 'eyes-off-the-road' setting and prevent visual motion anticipation, road visuals were omitted. No significant differences in sickness or head motion, a metric for motion anticipation, were found between the conditions. No participant recognised the repeating turn pattern. This suggests no increased motion anticipation in the repetitive condition, possibly due to a reduced ability to recognise a repeating motion pattern in one degree of freedom within more complex motion.

Motion anticipation is believed to mitigate motion sickness. However, in this simulator-based study on automated vehicles, no significant differences in motion anticipation or sickness were observed between repetitive and non-repetitive turn directions. Recognition of a repeating motion pattern in one degree of freedom might be diminished when it is part of more complex motion.

Responses to Raven matrices: Governed by visual complexity and centrality.

Raven matrices are widely considered a pure test of cognitive abilities. Previous research has examined the extent to which cognitive strategies are predictive of the number of correct responses to Raven items. This study examined whether response times can be explained directly from the centrality and visual complexity of the matrix cells (edge density and perceived complexity). A total of 159 participants completed a 12-item version of the Raven Advanced Progressive Matrices. In addition to item number (an index of item difficulty), the findings demonstrated a positive correlation between the visual complexity of Raven items and both the mean response time and the number of fixations on the matrix (a strong correlate of response time). Moreover, more centrally placed cells as well as more complex cells received more fixations. It is concluded that response times on Raven matrices are impacted by low-level stimulus attributes, namely, visual complexity and eccentricity.

The effect of an occlusion-induced delay on braking behavior in critical situations: A driving simulator study.

OBJECTIVE: To share results of an experiment that used visual occlusion for a new purpose: inducing a waiting time. BACKGROUND: Senders was a leading figure in human factors. In his research on the visual demands of driving, he used occlusion techniques. METHODS: In a simulator experiment, we examined how drivers brake for different levels of urgency and different visual conditions. In three blocks (1 = brake lights, 2 = no brake lights, 3 = occlusion), drivers followed a vehicle at 13.4 or 33.4 m distance. At certain moments, the lead vehicle decelerated moderately (1.7 m/s2) or strongly (6.5 m/s2). In the occlusion condition, the screens blanked for 0.4 s (if 6.5 m/s2) or 2.0 s (if 1.7 m/s2) when the lead vehicle started to decelerate. Participants were instructed to brake only after the occlusion ended. RESULTS: The lack of brake lights caused a delayed response. In the occlusion condition, drivers adapted to the instructed late braking by braking harder. However, adaptation was not always possible: In the most urgent condition, most participants collided with the lead vehicle because the ego-vehicle's deceleration limits were reached. In non-urgent conditions, some drivers braked unnecessarily hard. Furthermore, while waiting until the occlusion cleared, some drivers lightly touched the brake pedal. CONCLUSION: This experimental design demonstrates how drivers (sometimes fail to) adjust their braking behavior to the criticality of the situation. APPLICATION: The phenomena of biomechanical readiness and (inappropriate) dosing of the brake pedal may be relevant to safety, traffic flow, and ADAS design.

How do people distribute their attention while observing The Night Watch?

This study explored how people look at The Night Watch (1642), Rembrandt's masterpiece. Twenty-one participants each stood in front of the painting for 5 min, while their eyes were recorded with a mobile eye-tracker and their thoughts were verbalized with a think-aloud method. We computed a heatmap of the participants' attentional distribution using a novel markerless mapping method. The results showed that the participants' attention was mainly directed at the faces of the two central figures, the bright mascot girl in the painting, and detailed elements such as the apparel of the key figures. The eye-movement analysis and think-aloud data also showed that participants' attention shifted from the faces of the key figures to other elements of the scene over the course of the 5 min. Our analyses are consistent with the theory that Rembrandt used light and texture to capture the viewer's attention. Finally, the robustness of the eye-tracking method was demonstrated by replicating the study on a smaller replica.

Redesigning Today's Driving Automation Toward Adaptive Backup Control With Context-Based and Invisible Interfaces.

OBJECTIVE: We investigated a driver monitoring system (DMS) designed to adaptively back up distracted drivers with automated driving. BACKGROUND: Humans are likely inadequate for supervising today's on-road driving automation. Conversely, backup concepts can use eye-tracker DMS to retain the human as the primary driver and use computerized control only if needed. A distraction DMS where perceived false alarms are minimized and the status of the backup is unannounced might reduce problems of distrust and overreliance, respectively. Experimental research is needed to assess the viability of such designs. METHODS: In a driving simulator, 91 participants either supervised driving automation (auto-hand-on-wheel vs. auto-hands-off-wheel), drove with different forms of DMS-induced backup control (eyes-only-backup vs. eyes-plus-context-backup; visible-backup vs. invisible-backup), or drove without any automation. All participants performed a visual N-back task throughout. RESULTS: Supervised driving automation increased visual distraction and hazard non-responses compared to backup and conventional driving. Auto-hand-on-wheel improved response generation compared to auto-hands-off-wheel. Across entire driving trials, the backup improved lateral performance compared to conventional driving. Without negatively impacting safety, the eyes-plus-context-backup DMS reduced unnecessary automated control compared to the eyes-only-backup DMS conditions. Eyes-only-backup produced low satisfaction ratings, whereas eyes-plus-context-backup satisfaction was on par with automated driving. There were no appreciable negative consequences attributable to the invisible-backup driving automation. CONCLUSIONS: We have demonstrated preliminary feasibility of DMS designs that incorporate driving context information for distraction assessment and suppress their status indication. APPLICATION: An appropriately designed DMS can enable benefits for automated driving as a backup.

What determines drivers' speed? A replication of three behavioural adaptation experiments in a single driving simulator study.

We conceptually replicated three highly cited experiments on speed adaptation, by measuring drivers' experienced risk (galvanic skin response; GSR), experienced task difficulty (self-reported task effort; SRTE) and safety margins (time-to-line-crossing; TLC) in a single experiment. The three measures were compared using a nonparametric index that captures the criteria of constancy during self-paced driving and sensitivity during forced-paced driving. In a driving simulator, 24 participants completed two forced-paced and one self-paced run. Each run held four different lane width conditions. Results showed that participants drove faster on wider lanes, thus confirming the expected speed adaptation. None of the three measures offered persuasive evidence for speed adaptation because they failed either the sensitivity criterion (GSR) or the constancy criterion (TLC, SRTE). An additional measure, steering reversal rate, outperformed the other three measures regarding sensitivity and constancy, prompting a further evaluation of the role of control activity in speed adaptation. Practitioner Summary: Results from a driving simulator experiment suggest that it is not experienced risk, experienced effort or safety margins that govern drivers' choice of speed. Rather, our findings suggest that steering reversal rate has an explanatory role in speed adaptation.

Robust Hand Motion Tracking through Data Fusion of 5DT Data Glove and Nimble VR Kinect Camera Measurements.

Vision based interfaces for human computer interaction have gained increasing attention over the past decade. This study presents a data fusion approach of the Nimble VR vision based system, using the Kinect camera, with the contact based 5DT Data Glove. Data fusion was achieved through a Kalman filter. The Nimble VR and filter output were compared using measurements performed on (1) a wooden hand model placed in various static postures and orientations; and (2) three differently sized human hands during active finger flexions. Precision and accuracy of joint angle estimates as a function of hand posture and orientation were determined. Moreover, in light of possible self-occlusions of the fingers in the Kinect camera images, data completeness was assessed. Results showed that the integration of the Data Glove through the Kalman filter provided for the proximal interphalangeal (PIP) joints of the fingers a substantial improvement of 79% in precision, from 2.2 deg to 0.9 deg. Moreover, a moderate improvement of 31% in accuracy (being the mean angular deviation from the true joint angle) was established, from 24 deg to 17 deg. The metacarpophalangeal (MCP) joint was relatively unaffected by the Kalman filter. Moreover, the Data Glove increased data completeness, thus providing a substantial advantage over the sole use of the Nimble VR system.

A quarter of a century of the DBQ: some supplementary notes on its validity with regard to accidents.

This article synthesises the latest information on the relationship between the Driver Behaviour Questionnaire (DBQ) and accidents. We show by means of computer simulation that correlations with accidents are necessarily small because accidents are rare events. An updated meta-analysis on the zero-order correlations between the DBQ and self-reported accidents yielded an overall r of .13 (fixed-effect and random-effects models) for violations (57,480 participants; 67 samples) and .09 (fixed-effect and random-effects models) for errors (66,028 participants; 56 samples). An analysis of a previously published DBQ dataset (975 participants) showed that by aggregating across four measurement occasions, the correlation coefficient with self-reported accidents increased from .14 to .24 for violations and from .11 to .19 for errors. Our meta-analysis also showed that DBQ violations (r = .24; 6353 participants; 20 samples) but not DBQ errors (r = - .08; 1086 participants; 16 samples) correlated with recorded vehicle speed. Practitioner Summary: The DBQ is probably the most widely used self-report questionnaire in driver behaviour research. This study shows that DBQ violations and errors correlate moderately with self-reported traffic accidents.

Effects of visual fidelity on curve negotiation, gaze behaviour and simulator discomfort.

Technological developments have led to increased visual fidelity of driving simulators. However, simplified visuals have potential advantages, such as improved experimental control, reduced simulator discomfort and increased generalisability of results. In this driving simulator study, we evaluated the effects of visual fidelity on driving performance, gaze behaviour and subjective discomfort ratings. Twenty-four participants drove a track with 90° corners in (1) a high fidelity, textured environment, (2) a medium fidelity, non-textured environment without scenery objects and (3) a low-fidelity monochrome environment that only showed lane markers. The high fidelity level resulted in higher steering activity on straight road segments, higher driving speeds and higher gaze variance than the lower fidelity levels. No differences were found between the two lower fidelity levels. In conclusion, textures and objects were found to affect steering activity and driving performance; however, gaze behaviour during curve negotiation and self-reported simulator discomfort were unaffected. PRACTITIONER SUMMARY: In a driving simulator study, three levels of visual fidelity were evaluated. The results indicate that the highest fidelity level, characterised by a textured environment, resulted in higher steering activity, higher driving speeds and higher variance of horizontal gaze than the two lower fidelity levels without textures.

Once a driver, always a driver - Manual driving style persists in automated driving takeover.

As automated vehicles require human drivers to resume control in critical situations, predicting driver takeover behaviour could be beneficial for safe transitions of control. While previous research has explored predicting takeover behaviour in relation to driver state and traits, little work has examined the predictive value of manual driving style. We hypothesised that drivers' behaviour during manual driving is predictive of their takeover behaviour when resuming control from an automated vehicle. We assessed 38 drivers with varying experience in a high-fidelity driving simulator. After completing manual driving sessions to assess their driving style, participants performed an automated driving task, typically on a subsequent date. Measures of driving style from manual driving sessions, including headway and lane change speed, were found to be predictive of takeover behaviour. The level of driving experience was associated with the behavioural measures, but correlations between measures of manual driving style and takeover behaviour remained after controlling for driver experience. Our findings demonstrate that how drivers reclaim control from their automated vehicle is not an isolated phenomenon but is associated with manual driving behaviour and driving experience. Strategies to improve takeover safety and comfort could be based on driving style measures, for example by the automated vehicle adapting its behaviour to match a driver's driving style.

Augmented reality for supporting the interaction between pedestrians and automated vehicles: an experimental outdoor study.

Introduction: Communication from automated vehicles (AVs) to pedestrians using augmented reality (AR) could positively contribute to traffic safety. However, previous AR research for pedestrians was mainly conducted through online questionnaires or experiments in virtual environments instead of real ones. Methods: In this study, 28 participants conducted trials outdoors with an approaching AV and were supported by four different AR interfaces. The AR experience was created by having participants wear a Varjo XR-3 headset with see-through functionality, with the AV and AR elements virtually overlaid onto the real environment. The AR interfaces were vehicle-locked (Planes on vehicle), world-locked (Fixed pedestrian lights, Virtual fence), or head-locked (Pedestrian lights HUD). Participants had to hold down a button when they felt it was safe to cross, and their opinions were obtained through rating scales, interviews, and a questionnaire. Results: The results showed that participants had a subjective preference for AR interfaces over no AR interface. Furthermore, the Pedestrian lights HUD was more effective than no AR interface in a statistically significant manner, as it led to participants more frequently keeping the button pressed. The Fixed pedestrian lights scored lower than the other interfaces, presumably due to low saliency and the fact that participants had to visually identify both this AR interface and the AV. Discussion: In conclusion, while users favour AR in AV-pedestrian interactions over no AR, its effectiveness depends on design factors like location, visibility, and visual attention demands. In conclusion, this work provides important insights into the use of AR outdoors. The findings illustrate that, in these circumstances, a clear and easily interpretable AR interface is of key importance.

The relationship between distal and proximal colonic neoplasia: a meta-analysis.

OBJECTIVES: To investigate the association between proximal colonic neoplasia and distal lesions as a function of the lesion type. The extent to which health, demographic, and study characteristics moderate this association was also examined. DATA SOURCES: Google Scholar, Web of Science, Scopus, and PubMed. STUDY ELIGIBILITY CRITERIA: Studies allowing the calculation of OR of proximal neoplasia (PN) and proximal advanced neoplasia (PAN) for distal hyperplastic polyps (HP), nonadvanced adenomas (NAA), adenomas (AD), and advanced neoplasia (AN); also, studies for which the proportions of subjects with isolated (i.e., not accompanied by distal lesions) PN (IPN) and PAN (IPAN) over the total number of subjects with PN or PAN could be calculated. STUDY APPRAISAL AND SYNTHESIS METHODS: Thirty-two studies were included for calculating OR between proximal neoplasia and distal lesions and 40 studies for proportions of IPN and IPAN. Subgroup analyses were conducted for presence of symptoms, prevalence of PN and PAN, age, proportion of males, geographic region, study design, and demarcation point. RESULTS: The association between distal lesions and proximal neoplasia increased with the severity of the distal lesions. Odds of PN were higher in subjects with HP compared to subjects with a normal distal colon. Odds of PN and PAN were higher in subjects with NAA, AD, and AN than in subjects with a normal distal colon. PAN were more strongly associated with distal lesions in asymptomatic populations, in young populations, and in populations with a low prevalence of PAN. In approximately 60% of the subjects with PN and PAN, these neoplasia were isolated. LIMITATIONS: The present results may be affected by publication bias and dichotomization in the subgroup analyses. Limitations related to the individual studies include self-selection, lesion misclassification and misses, and technological advances leading to changes in the detection of lesions during the time span of the included studies. CONCLUSIONS AND IMPLICATIONS OF KEY FINDINGS: All types of distal lesions are predictive of PN. All types of distal neoplasia are predictive of PAN. The association between distal lesions and proximal neoplasia increases with the severity of the distal lesion. The association between distal lesions and proximal advanced neoplasia is stronger in low-risk groups as compared to high-risk groups.

Objective classification of residents based on their psychomotor laparoscopic skills.

BACKGROUND: From the clinical point of view, it is important to recognize residents' level of expertise with regard to basic psychomotor skills. For that reason, surgeons and surgical organizations (e.g., Acreditation Council for Graduate Medical Education, ACGME) are calling for assessment tools that credential residents as technically competent. Currently, no method is universally accepted or recommended for classifying residents as "experienced," "intermediates," or "novices" according to their technical abilities. This study introduces a classification method for recognizing residents' level of experience in laparoscopic surgery based on psychomotor laparoscopic skills alone. METHODS: For this study, 10 experienced residents (>100 laparoscopic procedures performed), 10 intermediates (10-100 procedures performed), and 11 novices (no experience) performed four tasks in a box trainer. The movements of the laparoscopic instruments were recorded with the TrEndo tracking system and analyzed using six motion analysis parameters (MAPs). The MAPs of all participants were submitted to principal component analysis (PCA), a data reduction technique. The scores of the first principal components were used to perform linear discriminant analysis (LDA), a classification method. Performance of the LDA was examined using a leave-one-out cross-validation. RESULTS: Of 31 participants, 23 were classified correctly with the proposed method, with 7 categorized as experienced, 7 as intermediates, and 9 as novices. CONCLUSIONS: The proposed method provides a means to classify residents objectively as experienced, intermediate, or novice surgeons according to their basic laparoscopic skills. Due to the simplicity and generalizability of the introduced classification method, it is easy to implement in existing trainers.

Attention Distribution While Detecting Conflicts between Converging Objects: An Eye-Tracking Study.

In many domains, including air traffic control, observers have to detect conflicts between moving objects. However, it is unclear what the effect of conflict angle is on observers' conflict detection performance. In addition, it has been speculated that observers use specific viewing techniques while performing a conflict detection task, but evidence for this is lacking. In this study, participants (N = 35) observed two converging objects while their eyes were recorded. They were tasked to continuously indicate whether a conflict between the two objects was present. Independent variables were conflict angle (30, 100, 150 deg), update rate (discrete, continuous), and conflict occurrence. Results showed that 30 deg conflict angles yielded the best performance, and 100 deg conflict angles the worst. For 30 deg conflict angles, participants applied smooth pursuit while attending to the objects. In comparison, for 100 and especially 150 deg conflict angles, participants showed a high fixation rate and glances towards the conflict point. Finally, the continuous update rate was found to yield shorter fixation durations and better performance than the discrete update rate. In conclusion, shallow conflict angles yield the best performance, an effect that can be explained using basic perceptual heuristics, such as the 'closer is first' strategy. Displays should provide continuous rather than discrete update rates.

Emergency braking at intersections: A motion-base motorcycle simulator study.

Powered two-wheeler riders are frequently involved in crashes at intersections because an approaching car driver fails to give right of way. This simulator study aimed to investigate how riders perform an emergency braking maneuver in response to an oncoming car and, second, whether longitudinal motion cues provided by a motion platform influence riders' braking performance. Twelve riders approached a four-way intersection at the same time as an oncoming car. We manipulated the car's direction of travel, speed profile, and its indicator light. The results showed that the more dangerous the situation (safe, near-miss, impending-crash), the more likely riders were to initiate braking. Although riders braked in the majority of trials when the car crossed their path, they were often unsuccessful in avoiding a collision with the car. No statistically significant differences were found in riders' initiation of braking and braking style between the motion and no-motion simulator configurations.

A two-dimensional weighting function for a driver assistance system.

Driver assistance systems that supply force feedback (FF) on the accelerator commonly use relative distance and velocity with respect to the closest lead vehicle in front of the own vehicle. This 1-D feedback might not accurately represent the situation and can cause unwanted step-shaped changes in the FFs during lateral maneuvers. To address these shortcomings, a 2-D system is proposed that calculates FF using a weighted average of the influences of lead vehicles. Offline simulations and an experiment in a driving simulator were performed to compare no feedback, 1-D systems, and the novel 2-D system during a car-following task with cut-in maneuvers. Results show that the 2-D feedback resulted in lower mean forces, lower response times to cut-in vehicles, and favorable subjective experiences as compared to the 1-D systems.

Adaptive automation: automatically (dis)engaging automation during visually distracted driving.

BACKGROUND: Automated driving is often proposed as a solution to human errors. However, fully automated driving has not yet reached the point where it can be implemented in real traffic. This study focused on adaptively allocating steering control either to the driver or to an automated pilot based on momentary driver distraction measured from an eye tracker. METHODS: Participants (N = 31) steered a simulated vehicle with a fixed speed, and at specific moments were required to perform a visual secondary task (i.e., changing a CD). Three conditions were tested: (1) Manual driving (Manual), in which participants steered themselves. (2) An automated backup (Backup) condition, consisting of manual steering except during periods of visual distraction, where the driver was backed up by automated steering. (3) A forced manual drive (Forced) condition, consisting of automated steering except during periods of visual distraction, where the driver was forced into manual steering. In all three conditions, the speed of the vehicle was automatically kept at 70 km/h throughout the drive. RESULTS: The Backup condition showed a decrease in mean and maximum absolute lateral error compared to the Manual condition. The Backup condition also showed the lowest self-reported workload ratings and yielded a higher acceptance rating than the Forced condition. The Forced condition showed a higher maximum absolute lateral error than the Backup condition. DISCUSSION: In conclusion, the Backup condition was well accepted, and significantly improved performance when compared to the Manual and Forced conditions. Future research could use a higher level of simulator fidelity and a higher-quality eye-tracker.

Effects of platooning on signal-detection performance, workload, and stress: A driving simulator study.

Platooning, whereby automated vehicles travel closely together in a group, is attractive in terms of safety and efficiency. However, concerns exist about the psychological state of the platooning driver, who is exempted from direct control, yet remains responsible for monitoring the outside environment to detect potential threats. By means of a driving simulator experiment, we investigated the effects on recorded and self-reported measures of workload and stress for three task-instruction conditions: (1) No Task, in which participants had to monitor the road, (2) Voluntary Task, in which participants could do whatever they wanted, and (3) Detection Task, in which participants had to detect red cars. Twenty-two participants performed three 40-min runs in a constant-speed platoon, one condition per run in counterbalanced order. Contrary to some classic literature suggesting that humans are poor monitors, in the Detection Task condition participants attained a high mean detection rate (94.7%) and a low mean false alarm rate (0.8%). Results of the Dundee Stress State Questionnaire indicated that automated platooning was less distressing in the Voluntary Task than in the Detection Task and No Task conditions. In terms of heart rate variability, the Voluntary Task condition yielded a lower power in the low-frequency range relative to the high-frequency range (LF/HF ratio) than the Detection Task condition. Moreover, a strong time-on-task effect was found, whereby the mean heart rate dropped from the first to the third run. In conclusion, participants are able to remain attentive for a prolonged platooning drive, and the type of monitoring task has effects on the driver's psychological state.

Differences between racing and non-racing drivers: A simulator study using eye-tracking.

Motorsport has developed into a professional international competition. However, limited research is available on the perceptual and cognitive skills of racing drivers. By means of a racing simulator, we compared the driving performance of seven racing drivers with ten non-racing drivers. Participants were tasked to drive the fastest possible lap time. Additionally, both groups completed a choice reaction time task and a tracking task. Results from the simulator showed faster lap times, higher steering activity, and a more optimal racing line for the racing drivers than for the non-racing drivers. The non-racing drivers' gaze behavior corresponded to the tangent point model, whereas racing drivers showed a more variable gaze behavior combined with larger head rotations while cornering. Results from the choice reaction time task and tracking task showed no statistically significant difference between the two groups. Our results are consistent with the current consensus in sports sciences in that task-specific differences exist between experts and novices while there are no major differences in general cognitive and motor abilities.

Comparing the Pearson and Spearman correlation coefficients across distributions and sample sizes: A tutorial using simulations and empirical data.

The Pearson product­moment correlation coefficient (rp) and the Spearman rank correlation coefficient (rs) are widely used in psychological research. We compare rp and rs on 3 criteria: variability, bias with respect to the population value, and robustness to an outlier. Using simulations across low (N = 5) to high (N = 1,000) sample sizes we show that, for normally distributed variables, rp and rs have similar expected values but rs is more variable, especially when the correlation is strong. However, when the variables have high kurtosis, rp is more variable than rs. Next, we conducted a sampling study of a psychometric dataset featuring symmetrically distributed data with light tails, and of 2 Likert-type survey datasets, 1 with light-tailed and the other with heavy-tailed distributions. Consistent with the simulations, rp had lower variability than rs in the psychometric dataset. In the survey datasets with heavy-tailed variables in particular, rs had lower variability than rp, and often corresponded more accurately to the population Pearson correlation coefficient (Rp) than rp did. The simulations and the sampling studies showed that variability in terms of standard deviations can be reduced by about 20% by choosing rs instead of rp. In comparison, increasing the sample size by a factor of 2 results in a 41% reduction of the standard deviations of rs and rp. In conclusion, rp is suitable for light-tailed distributions, whereas rs is preferable when variables feature heavy-tailed distributions or when outliers are present, as is often the case in psychological research.