1,721,031 research outputs found
Supplementary materials for the article: How do drivers merge heavy goods vehicles onto freeways? A semi-structured interview unveiling needs for communication and support.
No full textSupplementary materials for the article Dreger, F. A., De Winter, J. C. F., & Happee, R. How do drivers merge heavy goods vehicles onto freeways? A semi-structured interview unveiling needs for communication and support. Cognition, Technology and Work
Supplementary materials for the article: Prediction of effort and eye movement measures from driving scene components
No full textSupplementary materials for the article: Cabrall, C. D. D., Happee, R., & De Winter, J. C. F. (2019). Prediction of effort and eye movement measures from driving scene components. Transportation Research Part F.
TU Delft, Faculty of Mechanical, Maritime and Materials Engineering (3mE), Department of Cognitive Robotic
Supplementary material for the paper: Take-over quality: Assessing the effects of time budget and traffic density with the help of a trajectory-planning method.
No full textSupplementary materials for the paper
Doubek, F., Loosveld, E., Happee, R., & De Winter, J. C. F. (2020). Take-over quality: Assessing the effects of time budget and traffic density with the help of a trajectory-planning method. Journal of Advanced Transportation
Effects of adaptive cruise control and highly automated driving on workload and situation awareness: a review of the empirical evidence
Full text linkAdaptive cruise control (ACC), a driver assistance system that controls longitudinal motion, has been introduced in consumer cars in 1995. A next milestone is highly automated driving (HAD), a system that automates both longitudinal and lateral motion. We investigated the effects of ACC and HAD on drivers’ workload and situation awareness through a meta-analysis and narrative review of simulator and on-road studies. Based on a total of 32 studies, the unweighted mean self-reported workload was 43.5% for manual driving, 38.6% for ACC driving, and 22.7% for HAD (0% = minimum, 100 = maximum on the NASA Task Load Index or Rating Scale Mental Effort). Based on 12 studies, the number of tasks completed on an in-vehicle display relative to manual driving (100%) was 112% for ACC and 261% for HAD. Drivers of a highly automated car, and to a lesser extent ACC drivers, are likely to pick up tasks that are unrelated to driving. Both ACC and HAD can result in improved situation awareness compared to manual driving if drivers are motivated or instructed to detect objects in the environment. However, if drivers are engaged in non-driving tasks, situation awareness deteriorates for ACC and HAD compared to manual driving. The results of this review are consistent with the hypothesis that, from a Human Factors perspective, HAD is markedly different from ACC driving, because the driver of a highly automated car has the possibility, for better or worse, to divert attention to secondary tasks, whereas an ACC driver still has to attend to the roadway
Horizontal Semicircular Canal Orientation and the 3-D Vestibulo-Ocular Reflex
No full textGoal. The three-dimensional vestibulo-ocular reflex (3-D VOR) is responsible for the maintenance of stable vision through generating compensatory eye movements in response to head movements. The main functional components of the 3-D VOR are the semicircular canals. The anatomy of the three canals is complicated, requiring the definition of several natural coordinate systems in order to assess the canals' functionality. Most notably, the horizontal canals form a significant angle (25°) with respect to the earth-horizontal (E-H) while the head is upright. The goal of this study was to determine the influence of head pitch orientation on the quality of the VOR, and thus to identify the 3-D VOR dependence on the canal anatomy and orientation. Methods. Eight healthy upright seated subjects underwent whole-body sinusoidal and transient stimulation delivered by a six degree of freedom (6-DOF) motion platform. Small-amplitude sinusoidal oscillation was delivered around the yaw axis and axes in the horizontal plane between roll and pitch at increments of 22.5°. Transients were delivered in yaw, roll and pitch and in the vertical canal planes. This sequence of stimuli was repeated for the subject with his/her head under three different initial positions: upright, pitched nose down 16°and 25°, aligning the horizontal canal prime direction and maximum response direction with the E-H, respectively. 3-D scleral search coils were used for the recording of eye movements. Results. For sinusoidal stimulation around axes in the horizontal plane, a decline in gain and an increase in misalignment were found for increasing downward head pitch, in the light as well as in darkness. All component gains had lower values in darkness than in light. For vertical axis rotation, this decrease in gain and increase in misalignment was also present, except for the torsion component which increased with both upward and downward (from upright) pitch. Transient stimulation yielded overall lower gains than sinusoidal stimulation. No significant differences between the different head pitch orientations were found for vertical axis stimulation. For transients around axes in the horizontal plane however, the horizontal component gain increased with increasing nose-down pitch, while overall the vertical component decreased. Conclusions. The incongruence between the mathematically modelled coordinate systems of the semicircular canals and the obtained results in terms of gain and misalignment, suggests the contribution of other mechanisms to the 3-D VOR. The gravity-induced otolith-mediated VOR is likely to have an additional effect with the head pitched. The inhibitory effect of the otolith-mediated gravity vector on the torsional eye position is a possible explanation for the reduction in gain for sinusoidal rotation around axes in the horizontal plane. The opposite is seen during transient stimulation, which could be attributed to the otolith organs' low-pass behaviour.Specialization: BiomechatronicsBiomechanical EngineeringMechanical, Maritime and Materials Engineerin
Supplementary material for the paper: The effect of steering-system linearity, simulator motion, and truck driving experience on steering of an articulated tractor-semitrailer combination
No full textSupplementary data that produces all tables and figures in the paper
Shyrokau, B., De Winter, J. C. F., Stroosma, O., Dijksterhuis, C., Loof, J., Van Paassen, M. M., & Happee, R. (2018). The effect of steering-system linearity, simulator motion, and truck driving experience on steering of an articulated tractor-semitrailer combination. Applied Ergonomics
Car following model of the distracted driver
No full textDriving a car is common but complex everyday task. Nowadays the mobile phone, infotainment and navigation systems are used while driving. These distract the driver from their driving task. What is the implication on driving safety? How is the car following behaviour influenced by distraction? Can this be described by a car following model? The multiple resource model tells us that there is limited resources to perform a task. Consequently when a driver performs a secondary task it is expected that its performance decrease. The car following model should be able to capture this behaviour. In this study data from a simulator experiment performed by IFSTTAR is used. Participants drove with and without a visual secondary (VST) task. The obtained driving behaviour is then modelled using the Helly and IDM model. With a traffic flow model, the influence of distracted driving on traffic flow is studied. Analysis of the simulator data showed that against expectations the subjects with VST drive closer to the lead vehicle with less speed difference. Their car following performance increased. This behavior can be explained by assuming an underload situation, where performance is suboptimal, when driving without VST. The Helly model can be used to describe the different conditions by using different parameters. The subjects are more vigilant when performing a secondary task. This better car following performance leads to an increased road capacity for the visual ST condition.BMDBiomechanical EngineeringMechanical, Maritime and Materials Engineerin
Haptic feedback on the steering wheel near the vehicle’s handling limits using wheel load sensing
No full textResearch in vehicle dynamics and vehicle control systems has increased a lot over the last decades due to the focus towards safety, driving comfort and emissions and the opportunities that come with the development of hybrid- and electric powertrains. Modern vehicles are equipped with many automated systems but automation can have disadvantages such as overreliance, complacency, nonvigilance, deskilling and confusing the driver. The goal of this thesis is to prevent loss of control by improving haptic feedback on the steering wheel near the vehicle’s handling limits using wheel load sensing. Predicting when a vehicle starts to over- or understeer is a difficult task since it depends on the road surface and will only be revealed by vehicle states once it is already too late. The aligning moment of the tire drops before the lateral force actually saturates because of a decrease in pneumatic trail caused by tire contact patch deformation. This drop in aligning moment can be felt on the steering wheel and is an indication that a vehicle is close to the limit. However, the large ratio of mechanical to pneumatic trail and the increased power steering in modern vehicles makes the drop in aligning moment difficult to feel. If vehicles become steer-by-wire there is no feedback reaching the driver through the steering wheel at all. The first part of this thesis consists of identification of the lateral force and aligning moment of the tires with Load Sensing Bearings (LSBs) from SKF. Estimating the lateral force has been done before and the results here show that estimation of the aligning moment is also possible. A Multiple Linear Regression Analysis (MLRA) is used to find first order linear models reconstructing the lateral force and aligning moment from measurements with the LSBs. Different models are derived based on measurements of strain gauges and hall effect sensors on the bearing. The second part of this thesis consists of experiments done at the Prodrive test track to investigate the improvement of haptic feedback using LSBs. The work is a follow-up study based on the Haptic Support Near the Limits (HSNL) system developed in a previous research project. The drop in aligning moment is measured with LSBs and amplified on the steering wheel. The results show that with this feedback drivers are indeed better capable of preventing saturation of the front tires but further research is needed on how the system can increase safety. The results show a decrease in control effort and workload with feedback which can increase driving pleasure and comfort for the driver.Control Engineering - AutomotiveDCSCMechanical, Maritime and Materials Engineerin
A New Design of Human-Machine Interaction for Steering Articulated Truck Combinations
No full textThe main reason for accidents involving trucks or truck combinations is the lack of situation awareness. Drivers of particularly articulated truck combinations need a high level of awareness about the state of the vehicle combination and its surroundings. The current steering interface sets limits on the signals that the driver can perceive and the way the driver can act. I see an opportunity to break these limits on the interaction by introducing a new steering interface. The new interface is intuitive and designed specially for articulated truck combinations. The interface consists of two physical walls on the left and right side of the driver, an active touch panel in front of the driver, and air vibration generators on the left and right side. The driver controls the lateral position of the truck by controlling the position of the walls. The idea is that the driver can easily associate the lateral position of the truck between the lane boundaries with the position of his or her own body between the walls. Further, the driver perceives a map of the surroundings by feeling and following surfaces on the active touch panel. Moving surfaces on the active touch panel represent the truck, trailers, road boundaries, and other traffic users. Important information about upcoming traffic is given through air vibrations that are sent by the air vibration generators towards the driver’s hand. The new interface is designed for highly automated driving, where automation allows the truck to follow a lane at a certain speed. The driver still actively participates in the control of the vehicle, and is always in direct control of the walls. Physical prototypes of the walls and the touch panel have also helped to imagine what the new driving experience would be like. In particular, simple tests have been performed with the prototype of the walls in a real truck on a test track.BMDBioMechanical EngineeringMechanical, Maritime and Materials Engineerin
Supplementary materials for the article: Augmented reality interfaces for pedestrian-vehicle interactions: An online study.
No full textSupplementary data for the paper Tabone, W., Happee, R., García, J., Lee, Y.M., Lupetti, M.L., Merat, N., & De Winter, J.C.F. (2022). Augmented reality interfaces for pedestrian-vehicle interactions: An online study.
Data includes an export of the questionnaire questions, the respondent raw data, all the videos utilised, and a supplementary video demonstrating all the interfaces operating in the VR environment. </p
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