Getting back in the loop: Does autonomous driving duration affect driver's takeover performance?

The level 3 autonomous driving function allows the driver to perform non-driving-related tasks such as watching movies or reading while the system manages the driving task. However, when a difficult situation arises, the driver is requested to return to the loop of control. This switching from driver to passenger then back to driver may modify the driving paradigm, potentially causing an out-of-the-loop state. We tested the hypothesis of a linear (progressive) impact of various autonomous driving durations: the longer the level 3 autonomous function is used, the poorer the driver's takeover performance. Fifty-two participants were divided into 4 groups, each group being assigned a specific period of autonomous driving (5, 15, 45, or 60 min), followed by a takeover request with a time budget of 8.3 s. Takeover performance was assessed over two successive drives via reaction times and manual driving metrics (trajectories). The initial hypothesis (linearity) was not confirmed: there was a nonlinear relationship between autonomous driving duration and takeover performance, with one duration (15 min) appearing safer overall and mixed performance within groups. Repetition induced a major change in performance during the second drive, indicating rapid adaptation to the situation. The non-driving-related task appears critical in several respects (dynamics, content, driver interest) to proper use of level 3 automation. All this supports previous research prompting reservations about the prospect of car driving becoming like train travel.

Does visual experience influence arm proprioception and its lateralization? Evidence from passive matching performance in congenitally-blind and sighted adults.

In humans, body segments' position and movement can be estimated from multiple senses such as vision and proprioception. It has been suggested that vision and proprioception can influence each other and that upper-limb proprioception is asymmetrical, with proprioception of the non-dominant arm being more accurate and/or precise than proprioception of the dominant arm. However, the mechanisms underlying the lateralization of proprioceptive perception are not yet understood. Here we tested the hypothesis that early visual experience influences the lateralization of arm proprioceptive perception by comparing 8 congenitally-blind and 8 matched, sighted right-handed adults. Their proprioceptive perception was assessed at the elbow and wrist joints of both arms using an ipsilateral passive matching task. Results support and extend the view that proprioceptive precision is better at the non-dominant arm for blindfolded sighted individuals. While this finding was rather systematic across sighted individuals, proprioceptive precision of congenitally-blind individuals was not lateralized as systematically, suggesting that lack of visual experience during ontogenesis influences the lateralization of arm proprioception.

Perceived discomfort and neuromuscular fatigue during long-duration real driving with different car seats.

INTRODUCTION: Identification of the seat features that could improve driving experience is a main issue for automotive companies. OBJECTIVE: Long duration real driving sessions were performed to assess the effect of three seats (soft-S1, firm-S2 and suspended-S3) on perceived discomfort and neuromuscular fatigue (NMF). MATERIALS & METHODS: For each seat, the muscular activity of bilateral Trapezius Descendens (TD), Erector Spinae (ES) and Multifidus (MF) muscles of twenty-one participants was recorded during real driving sessions of 3-hours each lasting approximately 3 hours and following the same itinerary. During each driving session, participants were also regularly asked to self-evaluate their level of whole-body and local discomfort. In addition, an endurance static test (EST) was performed before (ESTpre) and after (ESTpost) each driving session to assess the seat effect on physical capacity. RESULTS: Whole-body discomfort increased with driving time for all seats, but this increase became significant latter for S3. The highest scores of local discomfort occurred for neck and lower back. Contrary to S1 and S2, the duration of ESTpost was not significantly lower compared to ESTpre with the S3. Interestingly, muscular activity of S1 remained stable throughout the driving task which could be attributed to sustained muscular contraction, while muscular recruitment adjustments occurred for S2 and S3 from 1H00 of driving. This muscular compensation concerns mostly the right side for S2 and S3 but with different profiles. On the left side, the muscular adjustments concern only the MF with S2 and the ES with S3. CONCLUSION: Overall, our results demonstrated that S3 could be considered as the most suitable seat to delay discomfort and NMF appearance.

Joint Specificity and Lateralization of Upper Limb Proprioceptive Perception.

Proprioception is the sense of position and movement of body segments. The widespread distribution of proprioceptors in human anatomy raises questions about proprioceptive uniformity across different body parts. For the upper limbs, previous research, using mostly active and/or contralateral matching tasks, has suggested better proprioception of the non-preferred arm, and at the elbow rather than the wrist. Here we assessed proprioceptive perception through an ipsilateral passive matching task by comparing the elbow and wrist joints of the preferred and non-preferred arms. We hypothesized that upper limb proprioception would be better at the elbow of the non-preferred arm. We found signed errors to be less variable at the non-preferred elbow than at the preferred elbow and both wrists. Signed errors at the elbow were also more stable than at the wrist. Across individuals, signed errors at the preferred and non-preferred elbows were correlated. Also, variable signed errors at the preferred wrist, non-preferred wrist, and preferred elbow were correlated. These correlations suggest that an individual with relatively consistent matching errors at one joint may have relatively consistent matching errors at another joint. Our findings also support the view that proprioceptive perception varies across upper limb joints, meaning that a single joint assessment is insufficient to provide a general assessment of an individual's proprioception.

Gradual exposure to Coriolis force induces sensorimotor adaptation with no change in peripersonal space.

The space immediately surrounding the body is crucial for the organization of voluntary motor actions and seems to be functionally represented in the brain according to motor capacities. However, despite extensive research, little is known about how the representation of peripersonal space is adjusted to new action capacities. Abrupt exposure to a new force field has been shown to cause the representation of peripersonal space to shrink, possibly reflecting a conservative spatial strategy triggered by consciously-perceived motor errors. The present study assessed whether the representation of peripersonal space is influenced by gradual exposure of reaching movements to a new force field, produced by a stepwise acceleration of a rotating platform. We hypothesized that such gradual exposure would induce progressive sensorimotor adaptation to motor errors, albeit too small to be consciously perceived. In contrast, we hypothesized that reachability judgments, used as a proxy of peripersonal space representation, would not be significantly affected. Results showed that gradual exposure to Coriolis force produced a systematic after-effect on reaching movements but no significant change in reachability judgments. We speculate that the conscious experience of large motor errors may influence the updating of the representation of peripersonal space.

Influence of car seat firmness on seat pressure profiles and perceived discomfort during prolonged simulated driving.

During a driving task, the seat-driver interface is particularly influenced by the external environment and seat features. This study compares the effect of two different seats (S1 - soft & S2 - firm) and the effect of visual simulation of different road types (city, highway, mountain, country), on pressure distribution and perceived discomfort during prolonged driving. Twenty participants drove two 3-h sessions (one per seat) on a static simulator. Contact Pressure (CP), Contact Surface (CS), and Seat Pressure Distribution Percentage (SPD%) were analyzed throughout, using two pressure mats positioned on seat cushion and backrest. Whole-body and local discomfort for each body part were rated every 20 min. The softer seat, S1, induced a greater contact surface on cushion and backrest and a lower SPD%, reflecting better pressure distribution. Pressure profiles were asymmetrical for both S1 and S2, with higher CP under left buttock (LBu) and right lower back (RLb) and greater CS under thighs and RLb. Pressure distribution was less homogeneous on mountain and city roads than on monotonous roads (highway and country). Despite the pressure differences between the seats, however, both led to similar increases in perceived whole-body discomfort throughout the driving session. Moreover, the highest discomfort scores were in the neck and the lower back areas, whatever the seat. These findings on pressure variables may have implications for the design of backrests and cushions to ensure more homogeneous pressure distribution, even though this is not shown to minimize perceived driver discomfort.

Car seat impact on driver's sitting behavior and perceived discomfort during prolonged real driving on varied road types.

Prolonged driving under real conditions can entail discomfort linked to driving posture, seat design features, and road properties like whole-body vibrations (WBV). This study evaluated the effect of three different seats (S1 = soft; S2 = firm; S3 = soft with suspension system) on driver's sitting behavior and perceived discomfort on different road types in real driving conditions. Twenty-one participants drove the same 195 km itinerary alternating highway, city, country, and mountain segments. Throughout the driving sessions, Contact Pressure (CP), Contact Surface (CS), Seat Pressure Distribution Percentage (SPD%) and Repositioning Movements (RM) were recorded via two pressure mats installed on seat cushion and backrest. Moreover every 20 minutes, participants rated their whole-body and local discomfort. While the same increase in whole-body discomfort with driving time was observed for all three seats, S3 limited local perceived discomfort, especially in buttocks, thighs, neck, and upper back. The pressure profiles of the three seats were similar for CP, CS and RM on the backrest but differed on the seat cushion. The soft seats (S1 & S3) showed better pressure distribution, with lower SPD% than the firm seat (S2). All three showed highest CP and CS under the thighs. Road type also affected both CP and CS of all three seats, with significant differences appearing between early city, highway and country segments. In the light of these results, automotive manufacturers could enhance seat design for reduced driver discomfort by combining a soft seat cushion to reduce pressure peaks, a firm backrest to support the trunk, and a suspension system to minimize vibrations.

Sonification of Golf Putting Gesture Reduces Swing Movement Variability in Novices.

Purpose: To study whether novices can use sonification to enhance golf putting performance and swing movements. Method: Forty participants first performed a series of 2 m and 4 m putts, where swing velocities associated with successful trials were used to calculate their mean velocity profile (MVP). Participants were then divided into four groups with different auditory conditions: static pink noise unrelated to movement, auditory guidance based on personalized MVP, and two sonification strategies that mapped the real-time error between observed and MVP swings to modulate either the stereo display or roughness of the auditory guidance signal. Participants then performed a series of 2 m and 4 m putts with the auditory condition designated to their group. Results: In general our results showed significant correlations between swing movement variability and putting performance for all sonification groups. More specifically, in comparison to the group exposed to static pink noise, participants who were presented auditory guidance significantly reduced the deviation from their average swing movement. In addition, participants exposed to error-based sonification with stereo display modulation significantly lowered their variability in timing swing movements. These results provide further evidence of the benefits of sonification for novices performing complex motor skill tasks. Conclusions: More importantly, our findings suggest participants were able to better use online error-based sonification rather than auditory guidance to reduce variability in the execution and timing of their movements.

Changes in Electroencephalography Activity of Sensory Areas Linked to Car Sickness in Real Driving Conditions.

Car sickness is a major concern for car passengers, and with the development of autonomous vehicles, increasing numbers of car occupants are likely to be affected. Previous laboratory studies have used EEG measurements to better understand the cerebral changes linked to symptoms. However, the dynamics of motion in labs/simulators differ from those of a real car. This study sought to identify specific cerebral changes associated with the level of car sickness experienced in real driving conditions. Nine healthy volunteers participated as front passengers in a slalom session inducing lateral movements at very low frequency (0.2 Hz). They were continuously monitored via EEG recordings and subjectively rated their level of symptoms after each slalom, using a 5-point likert scale. Car-sickness symptoms evolved concomitantly with changes in theta and alpha power in the occipital and parietal areas. These changes may reflect altered sensory integration, as well as a possible influence of sleepiness mitigating symptoms.

Opposing force fields induce direction-specific sensorimotor adaptation but a non-specific perceptual shift consistent with a contraction of peripersonal space representation.

Most of our daily interactions with objects occur in the space immediately surrounding the body, i.e. the peripersonal space. The peripersonal space is characterized by multisensory processing of objects which are coded in terms of potential actions, specifying for instance whether objects are within reach or not. Our recent work suggested a link between exposure to a new force field, which changed the effector dynamics, and the representation of peripersonal space. To better understand the interplay between the plasticity of the motor system and peripersonal space representation, the present study examined whether changing the direction of the force field specifically modified the perception of action boundaries. Participants seated at the centre of an experimental platform estimated visual targets' reachability before and after adapting upper-limb reaching movements to the Coriolis force generated by either clockwise or counter clockwise rotation of the platform (120°/s). Opposite spatial after-effects were observed, showing that force-field adaptation depends on the direction of the rotation. In contrast, perceived action boundaries shifted leftward following exposure to the new force field, regardless of the direction of the rotation. Overall, these findings support the idea that abrupt exposure to a new force field results in a direction-specific updating of the central sensorimotor representations underlying the control of arm movements. Abrupt exposure to a new force field also results in a nonspecific shift in the perception of action boundaries, which is consistent with a contraction of the peripersonal space. Such effect, which does not appear to be related to state anxiety, could be related to the protective role of the peripersonal space in response to the uncertainty of the sensorimotor system induced by the abrupt modification of the environment.

Online sonification improves cycling performance through kinematic and muscular reorganisations.

Based on a previous study that demonstrated the beneficial effects of sonification on cycling performance, this study investigated which kinematic and muscular activities were changed to pedal effectively. An online error-based sonification strategy was developed, such that, when negative torque was applied to the pedal, a squeak sound was produced in real-time in the corresponding headphone. Participants completed four 6-min cycling trials with resistance values associated with their first ventilatory threshold. Different auditory display conditions were used for each trial (Silent, Right, Left, Stereo), where sonification was only presented for 20 s at the start of minutes 1, 2, 3, and 4. Joint kinematics and right leg muscular activities of 10 muscles were simultaneously recorded. Our results showed participants were more effective at pedalling when presented sonification, which was consistent with previously reported findings. In comparison to the Silent condition, sonification significantly limited ankle and knee joint ranges of motion and reduced muscular activations. These findings suggest performance-based sonification significantly affected participants to reduce the complexity of the task by altering the coordination of the degrees of freedom. By making these significant changes to their patterns, participants improved their cycling performance despite lowering joint ranges of motion and muscular activations.

Revisiting the Nesbit and McGinnis optimization model of the golf swing hub path.

BACKGROUND: This article details the development of adopting the Nesbit and McGinnis model of the golf swing as a starting point for studying golf performance optimization. The model was selected as it presents an opportunity to examine how non-naïve participants can learn and improve their swing mechanics, which could prove valuable in studying human learning in sports, rehabilitation, and re-education. METHODS: Kinematic data was acquired in laboratory and real-world environments using the motion capture systems Qualysis and CodaMotion CX-Sport, respectively. In the early stages of developing the model in MATLAB, we identified limitations in the Nesbit and McGinnis methodology, including the filtering techniques applied to swing vectors and the selection of swing variables and the solutions to their boundary conditions solutions during the downswing. By addressing these issues, our goal was to revise the model and make it more robust and capable of optimizing the impact velocities from a wider variety of subjects with varying swing mechanics. RESULTS: By increasing the cutoff frequency used to filter the swing vectors and expanding the swing variable polynomial equations, we found it was possible for all participants to increase their club head velocity at impact while respecting their unique kinematic limitations. The manner of the kinematic changes and the percent of velocity improvement are participant dependent. CONCLUSIONS: Our study showed that the observed and optimized hub paths differed among participants, which suggests participants might also differ in their approaches and capacities to adopt the latter.

Neuromuscular fatigue profiles depends on seat feature during long duration driving on a static simulator.

Prolonged driving could induce neuromuscular fatigue and discomfort since drivers have little opportunity to adjust their position. However, better car seat design could play a major role in limiting these effects. This study compared the effect of two different seats (S - soft and F - firm) on neuromuscular fatigue and driver's perceived discomfort during prolonged driving, also assessing the effect of different road types on neuromuscular activity. Twenty participants performed two 3-h driving sessions, one for each seat, on a static simulator. Every 20 min, participants self-evaluated their level of whole-body and individual body-area discomfort. Surface electromyography (sEMG) was recorded for eight muscles including Trapezius descendens (TD), Erector spinae longissimus (ESL), Multifidus (MF), Vastus lateralis (VL) and Tibialis anterior (TA) throughout the driving sessions. Moreover, an endurance static test (EST) was performed prior to and after each driving session. Whole-body discomfort increased with time with both seats, but no difference in discomfort scores was observed between seats throughout the driving sessions. The highest discomfort scores were for neck and lower back areas with both seats. Neuromuscular fatigue was revealed by a shorter endurance time in post-driving EST for both seats. EMG recordings showed different neuromuscular fatigue profiles for the two seats, with earlier onset of fatigue for S. Despite the lack of difference in perceived discomfort level, the two seats have different impacts: the softness of S induces greater activity of the lower back muscles, while F offers greater support for the lower back.

Online sonification for golf putting gesture: reduced variability of motor behaviour and perceptual judgement.

This study investigates whether real-time auditory feedback has a direct behavioural or perceptual effect on novices performing a golf putting task with limited visual feedback. Due to its significant role in the success of a putt, club head speed was selected as the parameter for sonification. Different combinations of synthesisers, timbral modulations, scales, and mappings were developed to examine whether particular sound classes influenced performance. When compared to trials with static pink noise, we found that, despite their vision being limited at impact, participants were able to use different types of sonification to significantly reduce variability in their distance from the target and ball location estimation. These results suggest that concurrent sound can play an important role in reducing variability in behavioural performance and related perceptual estimations. In addition, we found that, when compared to trials with static pink noise, participants were able to use sonification to significantly lower their average impact velocity. In the discussion, we offer some trends and observations relative to the different sound synthesis parameters and their effects on behavioural and perceptual performance.

Individual movement features during prism adaptation correlate with after-effects and interlimb transfer.

The human nervous system displays such plasticity that we can adapt our motor behavior to various changes in environmental or body properties. However, how sensorimotor adaptation generalizes to new situations and new effectors, and which factors influence the underlying mechanisms, remains unclear. Here we tested the general hypothesis that differences across participants can be exploited to uncover what drives interlimb transfer. Twenty healthy adults adapted to prismatic glasses while reaching to visual targets with their dominant arm. Classic adaptation and generalization across movement directions were observed but transfer to the non-dominant arm was not significant and inter-individual differences were substantial. Interlimb transfer resulted for some participants in a directional shift of non-dominant arm movements that was consistent with an encoding of visuomotor adaptation in extrinsic coordinates. For some other participants, transfer was consistent with an intrinsic coordinate system. Simple and multiple regression analyses showed that a few kinematic parameters such as peak acceleration (or peak velocity) and variability of movement direction were correlated with interlimb transfer. Low peak acceleration and low variability were related to extrinsic transfer, while high peak acceleration and high variability were related to intrinsic transfer. Motor variability was also positively correlated with the magnitude of the after-effect systematically observed on the dominant arm. Overall, these findings on unconstrained movements support the idea that individual movement features could be linked to the sensorimotor adaptation and its generalization. The study also suggests that distinct movement characteristics may be related to different coordinate frames of action representations in the nervous system.

Sensori-motor adaptation to novel limb dynamics influences the representation of peripersonal space.

Peripersonal space can be considered as the interface between the body and the environment, where objects can be reached and which may serve as a reference for the central nervous system with regard to possible actions. Peripersonal space can be studied by assessing the perception of the reachable space, which depends on the body's physical characteristics (i.e., arm length) since their modifications have been shown to be associated with a change in peripersonal space representation. However, it remains unclear whether the representation of limb dynamics also influences the representation of peripersonal space. The present study investigated this issue by perturbing the force-field environment. A novel force field was created by rotating an experimental platform where participants were seated while they reached towards visual targets. Manual reaching performance was assessed before, during and after platform rotation. Crucially, perception of peripersonal space was also assessed, with reachability judgments, before and after platform rotation. As expected, sensori-motor adaptation to the perturbed force field was observed. Our principal finding is that peripersonal space was systematically perceived as closer to the body after force-field adaptation. Two control experiments showed no significant difference in reachability judgments when no reaching movements were performed during platform rotation or when reaching movements were performed without platform rotation, suggesting that the change in perceived peripersonal space resulted from exposure to new limb dynamics. Overall, our findings show that sensori-motor adaptation of reaching movements to a new force field, which does not directly influence arm length but results in the updating of the arm's internal model of limb dynamics, interacts with the perceptual categorisation of space, supporting a motor contribution to the representation of peripersonal space.

The Limitations of Being a Copycat: Learning Golf Putting Through Auditory and Visual Guidance.

The goal of this study was to investigate whether sensory cues carrying the kinematic template of expert performance (produced by mapping movement to a sound or visual cue) displayed prior to and during movement execution can enhance motor learning of a new skill (golf putting) in a group of novices. We conducted a motor learning study on a sample of 30 participants who were divided into three groups: a control, an auditory guide and visual guide group. The learning phase comprised of two sessions per week over a period of 4 weeks, giving rise to eight sessions. In each session participants made 20 shots to three different putting distances. All participants had their measurements taken at separate sessions without any guidance: baseline, transfer (different distances) and retention 2 weeks later. Results revealed a subtle improvement in goal attainment and a decrease in kinematic variability in the sensory groups (auditory and visual) compared to the control group. The comparable changes in performance between the visual and auditory guide groups, particularly during training, supports the idea that temporal patterns relevant to motor control can be perceived similarly through either visual or auditory modalities. This opens up the use of auditory displays to inform motor learning in tasks or situations where visual attention is otherwise constrained or unsuitable. Further research into the most useful template actions to display to learners may thus still support effective auditory guidance in motor learning.

Detection and prediction of driver drowsiness using artificial neural network models.

Not just detecting but also predicting impairment of a car driver's operational state is a challenge. This study aims to determine whether the standard sources of information used to detect drowsiness can also be used to predict when a given drowsiness level will be reached. Moreover, we explore whether adding data such as driving time and participant information improves the accuracy of detection and prediction of drowsiness. Twenty-one participants drove a car simulator for 110min under conditions optimized to induce drowsiness. We measured physiological and behavioral indicators such as heart rate and variability, respiration rate, head and eyelid movements (blink duration, frequency and PERCLOS) and recorded driving behavior such as time-to-lane-crossing, speed, steering wheel angle, position on the lane. Different combinations of this information were tested against the real state of the driver, namely the ground truth, as defined from video recordings via the Trained Observer Rating. Two models using artificial neural networks were developed, one to detect the degree of drowsiness every minute, and the other to predict every minute the time required to reach a particular drowsiness level (moderately drowsy). The best performance in both detection and prediction is obtained with behavioral indicators and additional information. The model can detect the drowsiness level with a mean square error of 0.22 and can predict when a given drowsiness level will be reached with a mean square error of 4.18min. This study shows that, on a controlled and very monotonous environment conducive to drowsiness in a driving simulator, the dynamics of driver impairment can be predicted.

Adapting artificial neural networks to a specific driver enhances detection and prediction of drowsiness.

Monitoring car drivers for drowsiness is crucial but challenging. The high inter-individual variability observed in measurements raises questions about the accuracy of the drowsiness detection process. In this study, we sought to enhance the performance of machine learning models (Artificial Neural Networks: ANNs) by training a model with a group of drivers and then adapting it to a new individual. Twenty-one participants drove a car simulator for 110 min in a monotonous environment. We measured physiological and behavioral indicators and recorded driving behavior. These measurements, in addition to driving time and personal information, served as the ANN inputs. Two ANN-based models were used, one to detect the level of drowsiness every minute, and the other to predict, every minute, how long it would take the driver to reach a specific drowsiness level (moderately drowsy). The ANNs were trained with 20 participants and subsequently adapted using the earliest part of the data recorded from a 21st participant. Then the adapted ANNs were tested with the remaining data from this 21st participant. The same procedure was run for all 21 participants. Varying amounts of data were used to adapt the ANNs, from 1 to 30 min, Model performance was enhanced for each participant. The overall drowsiness monitoring performance of the models was enhanced by roughly 40% for prediction and 80% for detection.

Perception of Ultrasonic Switches Involves Large Discontinuity of the Mechanical Impedance.

The distinct tactile feedback provided by mechanical keyboards notifies users that their actions have been successfully recorded. The presence of these subtle yet informative tactile cues is one of the reasons why mechanical keyboards are still preferred to their virtual counterparts. An artificial sensation of pressing a mechanical switch can be produced by varying the coefficient of friction as the user is pressing down on a glass surface using ultrasonic vibration. We examined the factors involved in producing a vivid sensation of a stimulus by measuring the mechanical impedance, the frictional behavior of the fingertip and the perceptual thresholds. Subjects who experienced weaker sensations also showed a weaker sensitivity to friction modulation, which may in turn be attributable to the presence of a larger or a smaller than average impedance. In the second experiment, the user's finger impedance was measured during the click, and it was observed that the successful detection of the stimulus was correlated with the presence of considerable discontinuity in the mechanical impedance added to the plate by the finger. This discontinuity in the evolution of the impedance supports the idea that the skin is being reconfigured towards a new equilibrium state after the change in friction.