An exploration of drivers’ lane position after adding buffered cycling lanes in Guelph, Ontario
Dedicated cycling infrastructure, such as a buffered cycling lane, is implemented more frequently with the goal of improving cyclist safety by decreasing cyclist-vehicle interactions. While previous research has focused on evaluating driver lane position through passing events (when drivers overtake slower cyclists), little research has evaluated how drivers interact with novel cycling infrastructure in the absence of cyclists. Through an analysis of instrumented vehicle data from an on-road study in Guelph, Ontario, this study compares driver behaviors before-and-after modifying an existing cycling lane into a cycling lane with a painted buffer. It was found that drivers were significantly further from the marking of the cycling lane by an average of 31.6 cm when there was a traditional painted cycling lane, as opposed to a buffered cycling lane. This difference was greater than the change in vehicle lane width (narrowed on average by 22.7 cm). However, this may not change overall distance from cyclists when accounting for additional space from the buffer. Drivers did not differ in the standard deviation of their lane position, or in their speeds, between the two types of cycling lane. Findings from this research have implications for decisions regarding infrastructure and the development of automated driving systems.
Eye Tracking Glasses
Simulator
Analysis and regulation of driving behavior in the entrance zone of freeway tunnels: Implementation of visual guidance systems in China
In China, visual guidance systems are commonly used in tunnels to optimize the visual reference system. However, studies focusing specifically on visual guidance systems in the tunnel entrance zone are limited. Hence, a driving simulation test is performed in this study to quantitatively evaluate the effectiveness of (i) visual guidance devices at different vertical positions (pavement and roadside) and (ii) a multilayer visual guidance system for regulating driving behavior in the tunnel entrance zone. Furthermore, the characteristics of driving behavior and their effects on traffic safety in the tunnel entrance zone are examined. Data such as the vehicle position, area of interest (AOI), throttle position, steering wheel angle, and lane center offset are obtained using a driving simulation platform and an eye-tracking device. As indicators, the first fixation position (FP), starting deceleration position (DP), average throttle position (TPav), number of deceleration stages (N|DS), gradual change degree of the vehicle trajectory (G|VT), and average steering wheel angle (SWAav) are derived. The regulatory effect of visual guidance devices on driving performance is investigated. First, high-position roadside visual guidance devices effectively reduce decision urgency and significantly enhance deceleration and lane-keeping performance. Specifically, the advanced deceleration performance (AD), smooth deceleration performance (SD), trajectory gradualness (TG), and trajectory stability (TS) in the tunnel entrance zone improve by 63%, 225%, 269%, and 244%, respectively. Additionally, the roadside low-position visual guidance devices primarily target the trajectory gradualness (TG), thus resulting in improvements by 80% and 448% in the TG and TS, respectively. Meanwhile, the pavement visual guidance devices focus solely on enhancing the TS and demonstrates a relatively lower improvement rate of 99%. Finally, the synergistic effect of these visual guidance devices facilitates the multilayer visual guidance system in enhancing the deceleration and lane-keeping performance. This aids drivers in early detection and deceleration at the tunnel entrance zone, reduces the urgency of deceleration decisions, promotes smoother deceleration, and improves the gradualness and stability of trajectories.
Eye Tracking Glasses
Simulator
User-Centered Development of Interaction Concepts for a Comfortable and Safe Use of Travel Time in the Context of Fragmented Automated Drives
Automated driving will fundamentally change the way car travel time is utilized. The possibility to engage in a variety of non-driving related activities (NDRAs) is perceived as a major user benefit. However, technical and regulatory restrictions will limit the availability of automated driving functions for the next decades. This will result in fragmented trips consisting of manual, assisted, and automated driving segments. The present thesis seeks to support users of such vehicles in using their drive time as comfortably and safely as possible. Different interaction concepts were developed to support users prior to a drive and during automated and assisted driving. The development followed the user-centered design process. An introductory literature research reveals that users want to be involved in route planning when contrasted with fragmented drives. User requirements for a trip planning tool were derived in a workshop. Based on user needs like travel profiles, prioritization of NDRAs, and an easy-to-interpret visualization of route alternatives, a first prototype was designed, iteratively evaluated, and improved. Finally, a functional smartphone app was developed and evaluated in a usability study. Besides good usability and a high level of intention to use the app, users were able to plan a drive in a short amount of time. Furthermore, the user requirements were highly fulfilled. In addition to the pre-drive phase, the automated driving phase was investigated. During automated driving, NDRAs will be performed on different devices and objects. To prepare users for interruptions caused by transitions to manual or assisted driving, peripherally visible concepts were developed to communicate the remaining time in automated driving in a device-independent and non-interruptive manner. Therefore, a light-emitting diode (LED) stripe was mounted at the bottom of the windshield. In a set of two driving simulator studies, the developed concepts were evaluated positively. However, remaining time estimates will be subject to uncertainty, e.g., due to changing traffic or weather conditions, updated infrastructure information, or unforeseen route changes. Thus, a concept to communicate time budget uncertainties was developed in a small-scale user study. However, the concept using the well-known mobile phone connection icon to convey time budget prediction confidence was rated too complicated in another driving simulator study. Finally, the assisted driving phase was investigated. Users are known to quickly disengage from the monitoring task and rather engage in NDRAs, especially when using a reliable assisted driving function. Thus, a concept to counteract this effect by displaying short motivating pop-up messages was designed in cooperation with usability experts. In a driving simulator study, it was shown to have positive effects on monitoring behavior but did not improve drivers’ reactions to a silent system malfunction. In summary, concepts that can support users in their use of drive time were developed and found to increase comfort and safety in the context of fragmented automated drives. For further implementation, the actual availability and prediction capability of automated driving systems need to be considered.
Embodied Robot Teleoperation in Construction
The abstract for 'Embodied Robot Teleoperation in Construction' by Tianyu Zhou (2023) from the University of Florida: This dissertation investigates the use of embodied robotic systems for teleoperation in construction environments. The research focuses on the integration of advanced robotics, teleoperation technologies, and construction methodologies to enhance the efficiency, safety, and productivity of construction tasks. Through a series of experimental studies and field trials, the dissertation demonstrates the potential benefits and challenges associated with incorporating teleoperated robots in construction projects. Key findings include improved precision in task execution, reduced risk of human injury, and increased overall project timeliness. The implications of this research suggest a transformative impact on the construction industry's approach to adopting robotic solutions.
Improving Driving Automation Training Through Scaffolding of Roles and Responsibilities Information: A Comparison between Older and Younger Drivers
Adaptive Cruise Control (ACC) is an Advanced Driver Assistance System (ADAS) commonly found in new vehicles that shares the responsibilities of maintaining headway and speed. However, drivers often have a limited understanding of their roles and responsibilities and how they should modify their behaviors when driving with ACC. This study investigates the effect of scaffolding teaching technique by providing additional background knowledge about ACC and highlighting drivers’ new roles and responsibilities for both older and younger adults during text-based ACC training programs. The study also initiates a new approach to evaluate drivers’ learning outcomes at different stages of driving automation training (i.e., reading behavior during training, post-training knowledge test, gaze monitoring behavior, and driving performance during simulated driving). Thirty-nine participants (20 younger + 19 older) received one of the two ACC training protocols: basic (system functionality, operational procedures, and limitations) and comprehensive (basic training + ACC background information and driving roles and responsibilities). The results showed that the comprehensive training led to reduced reading page revisits and adjusted workload during training, better performance in post-training knowledge tests, and more ACC engagement during simulated driving. The findings also suggested the feasibilities and connections within the new training evaluation approach that can provide insights into understanding ACC training outcomes through different stages. Future research is needed to further explore the effect of scaffolding teaching method on trainees’ learning-behavioral translation and the application of the new training evaluation approach to support experimental design or other in-vehicle technologies.
Eye Tracking Glasses
Simulator
On the relationship between occlusion times and in-car glance durations in simulated driving
Drivers have spare visual capacity in driving, and often this capacity is used for engaging in secondary in-car tasks. Previous research has suggested that the spare visual capacity could be estimated with the occlusion method. However, the relationship between drivers’ occlusion times and in-car glance duration preferences has not been sufficiently investigated for granting occlusion times the role of an estimate of spare visual capacity. We conducted a driving simulator experiment (N = 30) and investigated if there is an association between drivers’ occlusion times and in-car glance durations in a given driving scenario. Furthermore, we explored which factors and variables could explain the strength of the association. The findings suggest an association between occlusion time preferences and in-car glance durations in visually and cognitively low demanding unstructured tasks but that this association is lost if the in-car task is more demanding. The findings might be explained by the inability to utilize peripheral vision for lane-keeping when conducting in-car tasks and/or by in-car task structures that override drivers’ preferences for the in-car glance durations. It seems that the occlusion technique could be utilized as an estimate of drivers’ spare visual capacity in research – but with caution. It is strongly recommended to use occlusion times in combination with driving performance metrics. There is less spare visual capacity if this capacity is used for secondary tasks that interfere with the driver’s ability to utilize peripheral vision for driving or preferences for the in-car glance durations. However, we suggest that the occlusion method can be a valid method to control for inter-individual differences in in-car glance duration preferences when investigating the visual distraction potential of, for instance, in-vehicle infotainment systems.
Eye Tracking Glasses
Simulator
Pilot study: Effect of roles and responsibility training on driver’s use of adaptive cruise control between younger and older adults
With the development of driver support systems (SAE Levels 1 – 2), drivers must take on new monitoring and supervision tasks in additional to manual driving. Training is necessary to clarify drivers' new roles and promote safe usage and trust in these systems. Providing training for lower-levels of automation may also benefit drivers’ acceptance of future Fully Automated Vehicles (FAVs, SAE Level 5). However, younger and older drivers differ in training preferences (e.g., owner's manual vs on-road trial and error) and hold different attitudes towards automation. This study investigates the effects of additional training on drivers' roles and responsibilities when using Adaptive Cruise Control (ACC, SAE Level 1) for younger and older drivers. Thirty-nine adults (20 younger + 19 older) were trained on one of two ACC training protocols: basic (system functionality, operational procedures, and limitations) and comprehensive (basic training + ACC background and roles of responsibilities). Participants’ situational trust and ACC usage was evaluated before, during, and after experiencing an emergency event while using ACC in a driving simulator study. Results showed that the comprehensive training promoted drivers' situational trust in ACC, ACC usage, and the acceptance of FAVs. Compared to younger drivers, older drivers used ACC less, reported less dynamic situational trust, higher levels of workload, and lower acceptance. Overall, comprehensive training resulted in older drivers behaving similarly to younger drivers. The comprehensive training also promoted the acceptance of FAVs for both younger and older drivers. In conclusion, training of drivers’ roles and responsibilities has an impact on drivers’ usage of ACC and may be particularly useful for older drivers.
