Anxiety on quiet eye and performance of youth pistol shooters
In adults, longer quiet-eye (QE) durations have been associated with more successful sport performances and less deterioration in skill during anxiety-inducing situations. This study aimed to establish if QE patterns in youth are similar to those reported in adults. Ten youth shooters, age 13.13 ± 0.83 years, completed an air-pistol task under a control and an anxiety condition. Mixed-design 2 (performance outcome) × 2 (condition) ANOVA tests were conducted with two performance measures—objective and coach rated. No significant main or interaction effects were found. Unlike in adults, performance and anxiety did not differentiate QE duration in youth athletes, although QE duration was longer during good shots than poor shots across both performance measures, and the shortest durations were recorded during poor shots in the anxiety condition. This preliminary exploration encourages more research with youth athletes to determine the efficacy of QE patterns across different learners.
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Simulator
Drivers’ visual load at different time periods in entrance and exit zones of extra-long tunnel
Objective: As the number of tunnels and traffic accidents increase, it is necessary to study the drivers’ visual characteristic in the tunnels. Considering that freeway tunnels have limited space and narrow sight zone, drivers usually have a short visual blind zone and visual shock when entering and exiting the tunnels. This study aims to investigate the characteristics of drivers’ visual load in the entrance and exit zones of extra-long tunnels, and to provide a theoretical basis for the traffic safety prevention and control measures of the engineering design. Methods: 20 drivers were enrolled to conduct real vehicle tests in the Guizhou Sifangdong Tunnel at different time periods (daytime, twilight, and nighttime). The drivers’ pupil area was collected by an eye tracker. The maximum transient vibration value (MTVV) of the pupil area was selected as the index of visual load. In addition, the changing characteristics of visual load in the entrance and exit zones were examined. Using ANOVA, the significant difference of visual load in different zones and at different time periods were performed. Accordingly, the overall drivers’ visual load in the entrance and the exit zones were compared. Exponential function models of the MTVV value and the speed of pupil area change were constructed, where the pattern of mutual influence was examined. Results: The changing pattern of the drivers’ visual load at different time periods in the entrance and exit zones were markedly different. The comparison of the overall visual load was as follows: exit zones at nighttime > entrance zones at nighttime > entrance zones at twilight > exit zones at twilight ≈ entrance zones at daytime ≈ exit zones at daytime. Moreover, the MTVV value positively correlated with the speed of the pupil area change. Finally, this study proposes an evaluation standard of visual comfort based on the speed of the pupil area change. Conclusion: This study highlights the driving risk in extra-long tunnel. These findings could provide a basis for studying the setting method of visual guidance facilities in entrance and exit zones of extra-long tunnel. Also, this study could provide a theoretical basis for the evaluation of drivers’ visual load in the tunnel.
EEG-based assessment in novice and experienced drivers’ braking behaviour during simulated driving
The driver is an essential factor in the traffic system, and inexperienced drivers are special high-risk groups. We used electroencephalography (EEG) and reaction time to quantify the differences between experienced and novice drivers' risk perception and braking behaviour in a driving simulator. Twenty-seven participants were asked to drive through a 12-km dynamic scenario with EEG signals recorded simultaneously. There are mainly four frequency bands for human EEG activity: alpha, beta, theta, and delta. The power spectral density (PSD) of beta activity was analysed because it dominated when drivers braked in an emergency. The results indicate that the indicators of β activity and reaction time discriminated between the novice and experienced drivers. The reaction time of drivers was related to the increment of the β activity, indicating that the driver's risk perception stage will affect their risk reaction. The study provides us with the operating performance and internal physiological activities of drivers in the braking process.
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Simulator
Evaluation of ambient light displays for requests to intervene and minimal risk maneuvers in highly automated urban driving
Driver take-overs at system limits and the corresponding requests to intervene are not obligatory in highly automated driving. Therefore, minimal risk maneuvers may occur. In order to clearly communicate the automation status and the driver's task at such system limits, ambient light displays seem to have a high potential. Therefore, two ambient light displays were investigated in a driving simulation experiment, mounted either at the bottom of the windshield or on the steering wheel. Forty participants experienced two request to intervene scenarios, and two minimal risk maneuver scenarios during a highly automated drive. In general, both ambient light displays seem to ensure correct driver's reactions and safety, and lead to positive subjective ratings. Results revealed no significant differences between the two ambient light display positions regarding the take-over behavior, gaze behavior and subjective rating, except in terms of the perceived brightness.
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Simulator
Expert drivers’ prospective thinking-aloud to enhance automated driving technologies–Investigating uncertainty and anticipation in traffic
Current automated driving technology cannot cope in numerous conditions that are basic daily driving situations for human drivers. Previous studies show that profound understanding of human drivers’ capability to interpret and anticipate traffic situations is required in order to provide similar capacities for automated driving technologies. There is currently not enough a priori understanding of these anticipatory capacities for safe driving applicable to any given driving situation. To enable the development of safer, more economical, and more comfortable automated driving experience, expert drivers’ anticipations and related uncertainties were studied on public roads. First, driving instructors’ expertise in anticipating traffic situations was validated with a hazard prediction test. Then, selected driving instructors drove in real traffic while thinking aloud anticipations of unfolding events. The results indicate sources of uncertainty and related adaptive and social behaviors in specific traffic situations and environments. In addition, the applicability of these anticipatory capabilities to current automated driving technology is discussed. The presented method and results can be utilized to enhance automated driving technologies by indicating their potential limitations and may enable improved situation awareness for automated vehicles. Furthermore, the produced data can be utilized for recognizing such upcoming situations, in which the human should take over the vehicle, to enable timely take-over requests.
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Software
Eye-based interaction in graphical systems: 20 years later gaze applications, analytics, & interaction
The course starts with an overview of eye-tracking applications, distinguishing eye movement analysis from synthesis in virtual reality, games, and other venues including mobile eye tracking. The focus is on four forms of applications: diagnostic (off-line measurement), active (selection, look to shoot), passive (foveated rendering, a.k.a. gaze-contingent displays), and expressive (gaze synthesis). The course covers basic eye movement analytics, e.g., fixation count and dwell time within AOIs, as well as advanced analysis using ambient/focal attention modeling. The course concludes with an overview and a demo of how to build an interactive application using Python.
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Software
Gaze recognition
Gaze tracking systems are being researched for more than a hundred years. Yet, there is still more to be learned and improved upon. They are at this time mostly used in the medical and scientific fields. There has been recent research in less confined methods of usage for these systems. The least confined method of gaze tracking, having a camera placed independently from the observed, is probably the least researched method. If this method would achieve high degrees of accuracy even people who would act unusually while wearing an eye tracker could have their gaze tracked easily. Therefore, this method is suitable for analyzing the gaze of the severely psychologically impaired under natural circumstances. In this master thesis currently existent methods of gaze tracking are going to be compared against one another. There will be a focus on gaze tracking methods utilizing cameras placed independently from the observed. Further several machine learning-based prototypes designed for this situation will be presented. The development of gaze tracking methods utilizing cameras placed independently from the observed is a complex issue. None of the in this thesis developed prototypes give decent results in their analysis of images. There are however other systems presented in this thesis where the best has a mean angular error of 17,6◦ on the chosen dataset.
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Software
Human Factors Studies on Automotive Head-Up Display Design
Human Factors Studies on Automotive Head-Up Display Design Juhee Park Department of Industrial Engineering The Graduate School Seoul National University Head-up display (HUD) systems were introduced into the automobile industry as a means for improving driving safety. They superimpose safety-critical information on top of the driver’s forward field of view and thereby help drivers keep their eyes forward while driving. Since the first introduction about three decades ago, automotive HUDs have been available in various commercial vehicles. Despite the long history and potential benefits of automotive HUDs, however, the design of useful automotive HUDs remains a challenging problem. In an effort to contribute to the design of useful automotive HUDs, this doctoral dissertation research conducted four studies. In Study 1, the functional requirements of automotive HUDs were investigated by reviewing the major automakers' automotive HUD products, academic research studies that proposed various automotive HUD functions, and previous research studies that surveyed drivers’ HUD information needs. The review results indicated that: 1) the existing commercial HUDs perform largely the same functions as the conventional in-vehicle displays, 2) past research studies proposed various HUD functions for improving driver situation awareness and driving safety, 3) autonomous driving and other new technologies are giving rise to new HUD information, and 4) little research is currently available on HUD users’ perceived information needs. Based on the review results, this study provides insights into the functional requirements of automotive HUDs and also suggests some future research directions for automotive HUD design. In Study 2, the interface design of automotive HUDs for communicating safety-related information was examined by reviewing the existing commercial HUDs and display concepts proposed by academic research studies. Each display was analyzed in terms of its functions, behaviors and structure. Also, related human factors display design principles, and, empirical findings on the effects of interface design decisions were reviewed when information was available. The results indicated that: 1) information characteristics suitable for the contact-analog and unregistered display formats, respectively, are still largely unknown, 2) new types of displays could be developed by combining or mixing existing displays or display elements at both the information and interface element levels, and 3) the human factors display principles need to be used properly according to the situation and only to the extent that the resulting display respects the limitations of the human information processing, and achieving balance among the principles is important to an effective design. On the basis of the review results, this review suggests design possibilities and future research directions on the interface design of safety-related automotive HUD systems. In Study 3, automotive HUD-based take-over request (TOR) displays were developed and evaluated in terms of drivers’ take-over performance and visual scanning behavior in a highly automated driving situation. Four different types of TOR displays were comparatively evaluated through a driving simulator study - they were: Baseline (an auditory beeping alert), Mini-map, Arrow, and Mini-map-and-Arrow. Baseline simply alerts an imminent take-over, and was always included when the other three displays were provided. Mini-map provides situational information. Arrow presents the action direction information for the take-over. Mini-map-and-Arrow provides the action direction together with the relevant situational information. This study also investigated the relationship between driver’s initial trust in the TOR displays and take-over and visual scanning behavior. The results indicated that providing a combination of machine-made decision and situational information, such as Mini-map-and-Arrow, yielded the best results overall in the take-over scenario. Also, drivers’ initial trust in the TOR displays was found to have significant associations with the take-over and visual behavior of drivers. The higher trust group primarily relied on the proposed TOR displays, while the lower trust group tended to more check the situational information through the traditional displays, such as side-view or rear-view mirrors. In Study 4, the effect of interactive HUD imagery location on driving and secondary task performance, driver distraction, preference, and workload associated with use of scrolling list while driving were investigated. A total of nine HUD imagery locations of full-windshield were examined through a driving simulator study. The results indicated the HUD imagery location affected all the dependent measures, that is, driving and task performance, drivers’ visual distraction, preference and workload. Considering both objective and subjective evaluations, interactive HUDs should be placed near the driver's line of sight, especially near the left-bottom on the windshield.
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