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Auswahl der wissenschaftlichen Literatur zum Thema „Driver’s conduct“
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Zeitschriftenartikel zum Thema "Driver’s conduct"
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Umeno, Ryuichi, Makoto Itoh und Satoshi Kitazaki. „Influence of automated driving on driver’s own localization: a driving simulator study“. Journal of Intelligent and Connected Vehicles 1, Nr. 3 (01.10.2018): 99–106. http://dx.doi.org/10.1108/jicv-08-2018-0006.
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Purpose Level 3 automated driving, which has been defined by the Society of Automotive Engineers, may cause driver drowsiness or lack of situation awareness, which can make it difficult for the driver to recognize where he/she is. Therefore, the purpose of this study was to conduct an experimental study with a driving simulator to investigate whether automated driving affects the driver’s own localization compared to manual driving. Design/methodology/approach Seventeen drivers were divided into the automated operation group and manual operation group. Drivers in each group were instructed to travel along the expressway and proceed to the specified destinations. The automated operation group was forced to select a course after receiving a Request to Intervene (RtI) from an automated driving system. Findings A driver who used the automated operation system tended to not take over the driving operation correctly when a lane change is immediately required after the RtI. Originality/value This is a fundamental research that examined how the automated driving operation affects the driver's own localization. The experimental results suggest that it is not enough to simply issue an RtI, and it is necessary to tell the driver what kind of circumstances he/she is in and what they should do next through the HMI. This conclusion can be taken into consideration for engineers who design automatic driving vehicles.
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Shujian, Li, und Wang Guan. „Experimental Research on the Visual Characteristics of Urban Road Landscape Based on Driver’s View“. E3S Web of Conferences 165 (2020): 04026. http://dx.doi.org/10.1051/e3sconf/202016504026.
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The vision system is the main way for drivers to obtain information. The distribution of urban road landscape is one of the key factors that cause drivers to be visually irritating. This article selects typical urban road landscape environment sections to conduct driver visual search mode experiments, using quantitative evaluation and synthesis The qualitative evaluation method analyzes and compares the obtained eye dynamic data, explores the influencing factors of urban road landscape on the driver’s visual characteristics and the law of visual change. Based on the experimental data, it is proposed that road landscape design should integrate greening design and guidance signs, Urban optimization strategies for building a coherent system of urban road landscapes.
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Yao, Ying, Xiaohua Zhao, Jianming Ma, Chang Liu und Jian Rong. „Driving Simulator Study: Eco-Driving Training System Based on Individual Characteristics“. Transportation Research Record: Journal of the Transportation Research Board 2673, Nr. 8 (26.04.2019): 463–76. http://dx.doi.org/10.1177/0361198119843260.
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This research sought to establish an eco-driving training system based on a driving simulator. The eco-driving training system contained five modules: human machine interface, data management, scene management, mode management, and evaluation algorithm management. It was proposed to base the new eco-driving training system on drivers’ individual characteristics. This system first asked drivers to conduct a diagnostic drive on a stretch of roadway in a driving simulator. The data on each driver’s non-ecological driving behaviors under different events were collected. Then each driver was given a customized training course based on an evaluation of his/her driving behaviors during the diagnostic drive. This training process is called eco-driving training based on individual characteristics (EDTIC). Eighty taxi drivers were recruited and divided into two groups for eco-driving training. One group was trained by watching videos, and the other was trained by the EDTIC training. An analysis of results shows that the EDTIC training was significantly more effective than traditional video training. Under the EDTIC training, all driving behaviors improved and emissions and fuel consumption were greatly reduced; the reduction was as great as 8.3–8.4%. The EDTIC training was proven effective at improving the eco-driving behavior of taxi drivers (i.e., professional drivers), and it could also be employed to train other professional drivers (bus and truck drivers) and non-professional drivers.
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Szokało, Agnieszka Aleksandra, und Marcin Rychter. „Reducing Emission of Harmful Toxic Substances by Trucks in the Aspect of Analysis of Selected Vehicle Operating Parameters and Human Factor“. Journal of KONES 26, Nr. 3 (01.09.2019): 227–34. http://dx.doi.org/10.2478/kones-2019-0077.
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Abstract Digital tachographs as devices recording the work of a lorry and driver’s work are a constant factor in the work of a professional driver. It is therefore important to preserve the security of recording and storing electronic information. In this matter, cryptography also becomes an inseparable field of science. The control services set up to conduct roadside inspections do not detect all violations in the recording devices by encrypting information in information systems. One of the frequent vehicle operating parameters that can be falsified are the speed of the vehicle and its rotational speed, as well as the time and efficiency of the driver’s work. These parameters affect the amount of fuel consumption. The reduction of fuel consumption translates directly to the reduction of harmful substances emitted by the car to the environment. Variable compression engines are becoming the future of motoring in the case of internal combustion engines. It is noticeable that there are more frequent deliberate of regulations; and more violations rules concerning the proper functioning of recording devices by recording driver activity. Current methods of preventing violations are insufficient. The article points out the violations related to the actual rotational speed of the crankshaft of the internal combustion engine in relation to the vehicle speed profile, which is directly related to the fuel consumption and the emission of harmful substances. The article describes the ways to reduce fuel consumption, of which the correct driving technique is important in addition to the previously marked parameters. The factors that increase the awareness of professional drivers in the aspect of proper driving techniques are described.
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Hwang, Kyung-Hun, Joong-Hoo Park, Hee-Jung Kim, Tea-Yong Kuc und Se-Joon Lim. „Development of a Simple Robotic Driver System (SimRoDS) to Test Fuel Economy of Hybrid Electric and Plug-In Hybrid Electric Vehicles Using Fuzzy-PI Control“. Electronics 10, Nr. 12 (16.06.2021): 1444. http://dx.doi.org/10.3390/electronics10121444.
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Over the past decade, new models of hybrid electric vehicles have been released worldwide, and the fuel efficiency of said vehicles has increased by more than 5%. To further improve fuel efficiency, vehicle manufacturers have made efforts to design modules (e.g., engines, motors, transmissions, and batteries) with the highest efficiency possible. To do so, the fuel economy test process, which is conducted primarily using a chassis dynamometer, must produce reliable and accurate results. To accurately analyze the fuel efficiency improvement rate of each module, it is necessary to reduce the test deviation. When the test conducted by human drivers, the test deviation is somewhat large. When the test is conducted by a physical robot driver, the test deviation is improved; however, these robots are expensive and time-consuming to install and take up considerable amount of space in the driver’s seat. To compensate for these shortcomings, we propose a simple, structured robot system that manipulates electrical signals without using mechanical link structures. The controller of this robot driver uses the widely used PI controller. Although PI controllers are simple and perform well, since the dynamics of each test vehicle is different (e.g., acceleration response), the PI controller has a disadvantage in that it cannot determine the optimal PI gain value for each vehicles. In this work, the fuzzy control theorem is applied to overcome this disadvantage. By using fuzzy control to deduce the optimal value of the PI gain, we confirmed that our proposed system is available to conduct tests on vehicles with different dynamics.
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Hojjati-Emami, Khashayar, Balbir S. Dhillon und Kouroush Jenab. „The Integrative Time-Dependent Modeling of the Reliability and Failure of the Causes of Drivers’ Error Leading to Road Accidents“. International Journal of Strategic Decision Sciences 4, Nr. 1 (Januar 2013): 25–39. http://dx.doi.org/10.4018/jsds.2013010102.
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Nowadays, the human error is usually identified as the conclusive cause of investigations in road accidents. The human although is the person in control of vehicle until the moment of crash but it has to be understood that the human is under continued impact by various factors including road environment, vehicle and human’s state, abilities and conduct. The current advances in design of vehicle and roads have been intended to provide drivers with extra comfort with less physical and mental efforts, whereas the fatigue imposed on driver is just being transformed from over-load fatigue to under-load fatigue and boredom. A representational model to illustrate the relationships between design and condition of vehicle and road as well as driver’s condition and state on fatigue and the human error leading to accidents has been developed. Thereafter, the stochastic mathematical models based on time-dependent failure rates were developed to make prediction on the road transportation reliability and failure probabilities due to each cause (vehicle, road environment, human due to fatigue, and human due to non fatigue factors). Furthermore, the supportive assessment methodology and models to assess and predict the failure rates of driver due to each category of causes were developed and proposed.
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Zheng, Zhanji, Zhigang Du, Qiaojun Xiang und Guojun Chen. „Influence of multiscale visual information on driver’s perceived speed in highway tunnels“. Advances in Mechanical Engineering 10, Nr. 12 (Dezember 2018): 168781401881896. http://dx.doi.org/10.1177/1687814018818961.
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Speed illusion is the leading contributing factor to traffic accidents in highway tunnels. This study aimed to estimate the influence of visual information at different scales and frequencies on drivers’ visual perception and driving safety in highway tunnels. The speed perception of drivers was measured using the stimulus of subjectively equivalent speeds as an index. Thirty drivers were recruited to conduct a psychophysical experiment on speed perception using a driving simulator. The large-, medium- and small-scale visual information in a frequency range of 0.1–32 Hz were used in the experimental scene to generate scenes for comparison. The results show that high-frequency visual information (2–32 Hz) might lead to driver overestimation of vehicle speed in tunnels, while medium-frequency (0.4–1 Hz) and low-frequency (0.1–0.2 Hz) visual information contribute to speed underestimation. The medium-scale information had the largest speed overestimation effect, followed by large- and small-scale information (significant differences of 2–8 Hz). Medium-scale visual information below 8 Hz had the lowest degree of dispersion of speed perception. Therefore, the use of integrated high-frequency, medium-scale visual information and medium-frequency, large- and small-scale visual information is suggested to reduce the speed illusion of drivers and ensure driving safety.
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Kim, Chang-Min, Ellen J. Hong, Kyungyong Chung und Roy C. Park. „Driver Facial Expression Analysis Using LFA-CRNN-Based Feature Extraction for Health-Risk Decisions“. Applied Sciences 10, Nr. 8 (24.04.2020): 2956. http://dx.doi.org/10.3390/app10082956.
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As people communicate with each other, they use gestures and facial expressions as a means to convey and understand emotional state. Non-verbal means of communication are essential to understanding, based on external clues to a person’s emotional state. Recently, active studies have been conducted on the lifecare service of analyzing users’ facial expressions. Yet, rather than a service necessary for everyday life, the service is currently provided only for health care centers or certain medical institutions. It is necessary to conduct studies to prevent accidents that suddenly occur in everyday life and to cope with emergencies. Thus, we propose facial expression analysis using line-segment feature analysis-convolutional recurrent neural network (LFA-CRNN) feature extraction for health-risk assessments of drivers. The purpose of such an analysis is to manage and monitor patients with chronic diseases who are rapidly increasing in number. To prevent automobile accidents and to respond to emergency situations due to acute diseases, we propose a service that monitors a driver’s facial expressions to assess health risks and alert the driver to risk-related matters while driving. To identify health risks, deep learning technology is used to recognize expressions of pain and to determine if a person is in pain while driving. Since the amount of input-image data is large, analyzing facial expressions accurately is difficult for a process with limited resources while providing the service on a real-time basis. Accordingly, a line-segment feature analysis algorithm is proposed to reduce the amount of data, and the LFA-CRNN model was designed for this purpose. Through this model, the severity of a driver’s pain is classified into one of nine types. The LFA-CRNN model consists of one convolution layer that is reshaped and delivered into two bidirectional gated recurrent unit layers. Finally, biometric data are classified through softmax. In addition, to evaluate the performance of LFA-CRNN, the performance was compared through the CRNN and AlexNet Models based on the University of Northern British Columbia and McMaster University (UNBC-McMaster) database.
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Yang, Yucheng, Matthias Gerlicher und Klaus Bengler. „How does relaxing posture influence take-over performance in an automated vehicle?“ Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, Nr. 1 (September 2018): 696–700. http://dx.doi.org/10.1177/1541931218621157.
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The driver will not have to constantly monitor the vehicle while driving in a level-3 automation or at a higher level (SAE International, 2016), which enables the driver to conduct different activities and be out of the control loop. To achieve the goals of non-driving related tasks (NDRTs) rather than the driving task better, the driver may take other sitting positions, defined as “non-driving postures (NDPs)”. Different pos-tures represent different driver motoric states. This may result in different reactions to a take-over request (TOR). In this work, relaxing NDPs are built by manipulating the driver’s knee angle (133°) and torso an-gle (38°) via seat adjustments. Their take-over performances of each posture are evaluated. The torso angle is identified as a significant influencing factor: the reclined driver takes over more poorly, whereas a larger relaxing knee angle does not affect take-over performance if the heel is able to contact the pedal.
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Maeng, Kyuho, Sungmin Ko, Jungwoo Shin und Youngsang Cho. „How Much Electricity Sharing Will Electric Vehicle Owners Allow from Their Battery? Incorporating Vehicle-to-Grid Technology and Electricity Generation Mix“. Energies 13, Nr. 16 (17.08.2020): 4248. http://dx.doi.org/10.3390/en13164248.
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Global trends and prospects of environmentally friendly transportation have helped to popularize electric vehicles (EVs). With the spread of EVs, vehicle-to-grid (V2G) technology is gaining importance for its role in connecting the electricity stored in the battery of EVs to a grid-like energy storage system (ESS). Electricity generation mix and battery for V2G energy storage have a decisive effect on the stabilization of a V2G system, but no attempt has been made. Therefore, this study analyzes consumer preference considering the electricity generation mix and battery for the V2G. We conduct a conjoint survey of a 1000 South Koreans and employ the multiple discrete-continuous extreme value model. The results show that drivers prefer plug-in hybrid- and battery EVs to other vehicles. Additionally, findings show that driver’s utility changes at 27.9% of the battery allowance for V2G system and it becomes positive after 55.7%. Furthermore, we conduct a scenario analysis considering the electricity generation mix (more traditional vs. renewable) and battery allowance. Based on this analysis, we suggest some policies and corporate strategies to support the success of the V2G market depending on energy policies and battery allowance level.
Dissertationen zum Thema "Driver’s conduct"
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Maxera, Pavel. „Analýza chování řidiče při řešení situací spojených s přecházením chodců přes vozovku“. Doctoral thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2021. http://www.nusl.cz/ntk/nusl-445182.
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The doctoral thesis analyses driver’s conduct while solving situations associated with crossing of pedestrians across the road in cases of various design of pedestrian crossings and at different conditions. The thesis deepens the knowledge of the human factor impact on the occurrence of a traffic accident involved vehicle and pedestrian and thesis also complements knowledge for the needs of the analysis of traffic accidents, especially in solving the pre collision phase and at assessment of possibilities for collision prevention by involved participants. The thesis deals with driver’s conduct, various models of the conduct as well as the thesis focuses on the visual perception, the process of information processing, the driver’s conduct and the reaction time. In terms of the solution suitable types of experiments were designed and implemented. Based on performed measurements a method of processing and evaluating data on drivers’ conduct was found as well as more significant data set was obtained for a detailed analysis of drivers' conduct in different driving situations. The assessed quantities of drivers' conduct were analysed with respect to the dangerousness of driving situations. For these purposes, the categories of the dangerousness of driving situations were defined (situations completely safe, with increased danger, dangerous and critical), into which the analysed driving situations were subsequently included. To enable the quantification of this classification of situations into the categories of the dangerousness, the coefficient of the dangerousness (so called K) was defined. From the detailed analysis of the obtained data, the limit values of this coefficient were determined, and these were subsequently verified using data from the solution of real traffic accidents. Concurrently the analysis verified the suitability of using this hazard coefficient in the analysis of traffic accidents, especially for a detailed assessment of the possibilities of collision prevention.
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Romis, Monica. „Beneth corporate codes of conduct : what drives compliance in two Mexican garment factories“. Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/33041.
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Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2005.Includes bibliographical references (leaves 141-144).
This thesis addresses the question: under what conditions do corporate codes of conduct work? To answer this question, I develop two case studies of subcontracting factories that are subject to a multinational company's (MNC) code of conduct. These two factories have many similarities-both are in Mexico, both are in the apparel industry, and both produce for the same MNC. In addition, on the surface, they appear to have similar labor practices. They have comparable policies vis-à-vis their workers in terms of recruitment, promotion system, grievance system, and benefits. However, upon conducting fieldwork at the plants, I found that, despite similarities on paper, there are significantly differences in actual labor conditions. One factory complies with the code of conduct and the other does not. I argue that the code of conduct, and other similar policies, are "filtered" by the management, which results in different labor conditions. Four factors influence the way managers treat their workers and interact with the MNC external labor markets, product markets, cultural and language conditions inside the plants, and values of management. These factors influence the management style of the plants and their relationship with the MNC, which result in different implementation of the same policies, and, in turn, different labor conditions.
by Monica Romis.
M.C.P.
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Corneloup, Valentin. „Apprentissage et évaluation des compétences de conduite de haut niveau en réalité virtuelle : utilisation des simulateurs de conduite pour mesurer et développer les compétences perceptives et cognitives des conducteurs novices“. Thesis, Sorbonne Paris Cité, 2019. http://www.theses.fr/2019USPCB042.
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Cette thèse a pour objectif de contribuer aux connaissances sur les compétences de conduite de haut niveau acquises lors des premiers mois de la conduite en autonomie, et sur l'utilisation des outils de simulation pour l'évaluation et l'acquisition de ces dernières par les conducteurs novices. L'accès à la conduite automobile autonome est une étape importante pour l'émancipation et l'indépendance de l'adolescent et du jeune adulte. Dans les pays développés, les jeunes conducteurs sont cependant 3 à 4 fois plus susceptibles d'avoir un accident mortel que les conducteurs plus âgés (McCartt, Shabanova, & Leaf, 2003). Ce sur-risque décroit fortement durant les 6 à 8 premiers mois ou les 1500 premiers kilomètres de conduite en autonomie, et ce de manière indépendante de l'age du conducteur (Gregersen et al., 2000; McCartt et al., 2003). Durant ces premiers temps, les novices développeraient ainsi des habiletés fondamentales pour conduire efficacement et en sécurité. Ces habiletés concerneraient en particulier les compétences de conduite de haut niveau (Hatakka et al., 2002). Ces dernières incluent des mécanismes perceptifs et cognitifs d'évaluation (perception, compréhension et projection) et de prise de décision pour gérer les situations routières normales ou à risque (Deery, 1999). Or, ces compétences sont les plus impliquées dans le sur-risque des novices (Braitman et al., 2008). De plus, elles sont aussi peu abordées dans la formation (Assailly, 2013, 2016). Dans ce cadre, trois études ont été menées. Des entretiens semi-dirigé avec des conducteurs novices (étude 1) montrent que les compétences perceptives et cognitives font l'objet d'un apprentissage "sur le tas" durant les premiers temps de la conduite autonome. Notamment, ces apprentissages sont issus de l'expérience de situations de conduite dynamiques, complexes et inattendues. Un paradigme utilisant un simulateur pleine-échelle et l'oculométrie (étude 2) utilise ces situations pour identifier des indicateurs d¿acquisition des compétences perceptives et cognitives. Il montre en premier lieu l'importance de la contextualisation de l'évaluation. En effet, chaque situation sollicite de façon différente les compétences, qui doivent donc y être mesurées de façon appropriée. Il identifie également des indicateurs novateurs, permettant d'évaluer finement les compétences de prise de décision des conducteurs. Un dernier paradigme en simulateur moyenne-fidélité effectue une comparaison de protocoles d'apprentissage de ces compétences (étude 3). Il montre qu'un approche utilisant des rétroactions immédiates et simples, sous la forme de messages textuels explicatifs, est efficace pour l'amélioration des compétences perceptives et cognitives, au moins à court terme. Du point de vue pratique, ces résultats permettent de proposer des recommandations pour le développement de programmes d'entrainement aux compétences perceptives et cognitives en simulateur de conduite. Du point de vue théorique, ils permettent d'une part d'approfondir les connaissances concernant les mécanismes d'apprentissage des compétences perceptives et cognitives. D'autre part, ils proposent une actualisation des modèles théoriques décrivant ces compétencesThe main objective of this work is to gather knowledge about how higher order driving skills are acquired during first times of autonomous driving, as well as of how virtual reality and simulation tools can be used for assessment and learning of those skills fornovice drivers. Access to driving is an important step toward emancipation for young adults. However, young drivers are 3 to 4 times more likely to die in a car accident compared to older drivers (McCartt, Shabanova, & Leaf, 2003). This higher risk decreases rapidly during the first 6 to 8 months, or thousand of miles of autonomous driving (Gregersen et al., 2000; McCartt et al., 2003). During those first times, novice drivers would acquire safety and efficiency crucial higher order driving skills (Hatakka et al., 2002). Higher Order Driving skills include perceptive and cognitive skills that are necessary for assessment of (perception, comprehension, projection) and decision making in, normal and/or risky driving situations (Deery, 1999). Those skills are by far the most involved in novice drivers' higher risk (Braitman et al., 2008). Plus, they are quite overlooked during driver training (Assailly, 2013, 2016). Three studies have been conducted for our objective. A first paradigme uses semi-directed interviews with novice drivers (study 1) to show that perceptive and cognitive skills are acquired through a "learning by doing" process during the first moments of autonomous driving. Characteristics of involved situations include dynamic, complex and somewhat unexpected events. A second paradigm including a full-scale simulator and oculometry (study 2), uses this kind of situations to assess drivers perceptive and cognitive skills. Results show the importance of context in skills measurements. Indeed, different types of situations involve different types of perceptive and cognitive skills. Results also identify novel indicators of skills acquisition that permits precise measurements of decision-making driving skills. A last paradigm uses a medium-fidelity simulator to compare two learning protocols of perceptive and cognitive skills. Results show that simple, immediate retroactions, using textual explanations of learning situations, are effective for skills improvement. Based on these results, recommendations will be produced to improve driving simulator's efficiency for training. On a theoretical standpoint, this work first increases knowledge about learning mechanisms of higher order driving skills. Second, this work also suggests several updates of perceptive and cognitive skills models
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Marie, Dit Asse Laetitia. „Régulation de la conduite automobile chez les femmes et les hommes âgés“. Thesis, Lyon 1, 2015. http://www.theses.fr/2015LYO10042/document.
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Le vieillissement de la population conduit à de nouveaux enjeux sociétaux. Une des implications de ce vieillissement concerne la question du maintien de la mobilité des plus âgés afin de préserver leur autonomie le plus longtemps possible. Jusqu'à présent et pour quelques décennies encore, l'essentiel de la mobilité est assurée par l'usage de la voiture. La conduite automobile est une activité complexe qui requiert des capacités sensorielles, fonctionnelles mais aussi des capacités cognitives. Or le vieillissement, même normal, s'accompagne d'une légère détérioration de ces différentes fonctions. Les personnes âgées sont toutefois peu impliquées dans les accidents corporels de la route. En effet, pour beaucoup de conducteurs, la mise en place de stratégies de régulation de la conduite leur permet de continuer à conduire de manière sécuritaire. Ces stratégies consistent en une diminution de leur exposition routière, en diminuant le nombre de kilomètres qu'ils parcourent ou en évitant certaines situations de conduite, avec à terme un arrêt définitif de la conduite. La littérature montre que ce processus de régulation se met en place progressivement dans l'âge et s'accentue avec l'aggravation des déficits. Elle montre également que ce processus se met en place différemment chez les hommes et chez les femmes. Le but de cette thèse est d'approfondir les recherches déjà menées sur le processus de régulation chez les hommes et les femmes âgés, en prenant en compte des déficits sensoriels, physiques et cognitifs, et en s'intéressant particulièrement à la pré-démence et à la démence. Ainsi, nous montrons que les femmes régulent plus, plus tôt, et pour des raisons difficiles à appréhender, alors que les hommes régulent davantage leur conduite en fonction de leur état de santé. Du fait que plus de femmes s'arrêtent de conduire à un stade pré-démentiel, la démence ne joue pas sur la restriction de leur activité de conduite, en distance parcourue ou en évitements de situations de conduite. Elle impacte directement l'arrêt de la conduite. En revanche, chez les hommes qui s'arrêtent moins en phase pré-démentielle, la démence impacte tout le processus de régulation de la conduite, de la restriction à l'arrêt. Concernant les déficits cognitifs, ils ont un effet sur le début du processus de régulation de la conduite des hommes comme des femmes, mais pas sur l'arrêt de la conduite des femmes car elles s'arrêtent avant une dégradation de ces fonctions. D'autres facteurs vont impacter la régulation de la conduite des hommes comme celle des femmes, et d'autres facteurs ont un effet spécifique chez les hommes ou chez les femmes. Notre travail aura contribué à mieux comprendre le processus de régulation dans son ensemble chez les hommes et chez les femmes séparément. Une des perspectives de ce travail sera d'étudier les conséquences de l'arrêt de la conduite avec des conséquences probablement différentes chez les hommes et les femmes. démence ; pré-démence ; facteurs associés ; 3-Cités ; MG-Cog CAPA ; SAFEMOVEAbstract With increased life expectancy comes an aging of the population, and creates new societal challenges. One challenge of demographic aging is to maintain the independence and mobility of seniors for as long as possible. Today, and likely for decades to come, the private automobile is often the mainstay of personal mobility. Driving a car remains a complex activity, requiring sensory and functional capacities, and also certain cognitive capacities. But the aging process causes a progressive deterioration of these various capacities. In spite of which seniors remain under-represented in road trauma statistics! This can be explained by senior drivers adapting they driving habits in favor of better safety. Typical adaption strategies aim to reduce their exposure to traffic dangers, by driving less and by avoiding at-risk situations, ending up by not driving at all. Available study-reports suggests that such a strategy of adaption occurs progressively, as a reaction to the aging process, and so is accentuated by aggravation of a driver's deficiencies. This literature also suggests that the adaption process may occur differently for men and for women. The aim of the current study has been to further investigate the process of adaption, for senior men and women. Taking into account the decline of sensory, physical and cognitive capacities and with particular attention to the periods just before and after the onset of geriatric senility. Hence we establish that women adapt more their driving habits, and sooner too but for no obvious reason, whilst men tend to adapt in closer correlation with their state of health. As there are many women who have stopped driving already before senility, senility is not then a major influence on the distances they drive nor the situations they avoided, but rather impacts directly the decision to stop driving. Regarding cognitive deficiencies, they influence the adaption process right from the start, both for men and for women, but do not explain that women cease to drive long before a significant decline has occurred. Certain other factors influence the strategies of adaption for both men and women alike, whilst there are still other factors having a specific effect either on men or else on women. Our work in this study has led to a better understand of the adaption process (of driving habits by seniors), as a whole, and for men and women separately. A possible follow-on would be to investigate the impact that ceasing to drive then has, probably different, on the lives of men and of women
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Ntawiniga, Frédéric. „Head Motion Tracking in 3D Space for Drivers“. Thesis, Université Laval, 2008. http://www.theses.ulaval.ca/2008/25229/25229.pdf.
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Ce travail présente un système de vision par ordinateur capable de faire un suivi du mouvement en 3D de la tête d’une personne dans le cadre de la conduite automobile. Ce système de vision par ordinateur a été conçu pour faire partie d'un système intégré d’analyse du comportement des conducteurs tout en remplaçant des équipements et des accessoires coûteux, qui sont utilisés pour faire le suivi du mouvement de la tête, mais sont souvent encombrants pour le conducteur. Le fonctionnement du système est divisé en quatre étapes : l'acquisition d'images, la détection de la tête, l’extraction des traits faciaux, la détection de ces traits faciaux et la reconstruction 3D des traits faciaux qui sont suivis. Premièrement, dans l'étape d'acquisition d'images, deux caméras monochromes synchronisées sont employées pour former un système stéréoscopique qui facilitera plus tard la reconstruction 3D de la tête. Deuxièmement, la tête du conducteur est détectée pour diminuer la dimension de l’espace de recherche. Troisièmement, après avoir obtenu une paire d’images de deux caméras, l'étape d'extraction des traits faciaux suit tout en combinant les algorithmes de traitement d'images et la géométrie épipolaire pour effectuer le suivi des traits faciaux qui, dans notre cas, sont les deux yeux et le bout du nez du conducteur. Quatrièmement, dans une étape de détection des traits faciaux, les résultats 2D du suivi sont consolidés par la combinaison d'algorithmes de réseau de neurones et la géométrie du visage humain dans le but de filtrer les mauvais résultats. Enfin, dans la dernière étape, le modèle 3D de la tête est reconstruit grâce aux résultats 2D du suivi et ceux du calibrage stéréoscopique des caméras. En outre, on détermine les mesures 3D selon les six axes de mouvement connus sous le nom de degrés de liberté de la tête (longitudinal, vertical, latéral, roulis, tangage et lacet). La validation des résultats est effectuée en exécutant nos algorithmes sur des vidéos préenregistrés des conducteurs utilisant un simulateur de conduite afin d'obtenir des mesures 3D avec notre système et par la suite, à les comparer et les valider plus tard avec des mesures 3D fournies par un dispositif pour le suivi de mouvement installé sur la tête du conducteur.This work presents a computer vision module capable of tracking the head motion in 3D space for drivers. This computer vision module was designed to be part of an integrated system to analyze the behaviour of the drivers by replacing costly equipments and accessories that track the head of a driver but are often cumbersome for the user. The vision module operates in five stages: image acquisition, head detection, facial features extraction, facial features detection, and 3D reconstruction of the facial features that are being tracked. Firstly, in the image acquisition stage, two synchronized monochromatic cameras are used to set up a stereoscopic system that will later make the 3D reconstruction of the head simpler. Secondly the driver’s head is detected to reduce the size of the search space for finding facial features. Thirdly, after obtaining a pair of images from the two cameras, the facial features extraction stage follows by combining image processing algorithms and epipolar geometry to track the chosen features that, in our case, consist of the two eyes and the tip of the nose. Fourthly, in a detection stage, the 2D tracking results are consolidated by combining a neural network algorithm and the geometry of the human face to discriminate erroneous results. Finally, in the last stage, the 3D model of the head is reconstructed from the 2D tracking results (e.g. tracking performed in each image independently) and calibration of the stereo pair. In addition 3D measurements according to the six axes of motion known as degrees of freedom of the head (longitudinal, vertical and lateral, roll, pitch and yaw) are obtained. The validation of the results is carried out by running our algorithms on pre-recorded video sequences of drivers using a driving simulator in order to obtain 3D measurements to be compared later with the 3D measurements provided by a motion tracking device installed on the driver’s head.
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Gallardo, Mesa Cristóbal Enrique. „Identificación de clientes con patrones de alta interacción con los drivers de una tarjeta de crédito“. Tesis, Universidad de Chile, 2016. http://repositorio.uchile.cl/handle/2250/138961.
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Autor no autoriza el acceso a texto completo de su documento hasta el 4/3/2021.Ingeniero Civil Industrial
El mercado del plástico crediticio se caracteriza por ser altamente competitivo y relevante al transar junto al débito, montos cercanos al 14% del PIB chileno, lo que ha generado constantes ofertas hacia los usuarios para incentivar el uso y gasto. Particularmente en la empresa a trabajar se ofrecen como incentivos (1) compras con cuotas, (2) acceso a promociones y (3) el canje en un club de puntos, caracterizados internamente como los drivers de la tarjeta de crédito. Estos drivers son relevantes de gestionar por que un 30% de las transacciones son realizadas con cuotas o descuentos, así como que el 35% de los clientes llega a niveles de canje, aumentando en los últimos años. Sin embargo, la empresa no conoce que tipo de cliente usa la tarjeta por un determinado incentivo. Por esta razón se generaron KPI que midieran la intención de uso de drivers, perfilando cerca de 300 mil clientes de alta interacción con cuotas y promociones, y cerca de 430 mil con el club de puntos, distribuidos en un diagrama de Venn. Con esta distribución se realizaron modelos de caracterización, obteniendo un mejor desempeño en puntos al capturar el 32% de los clientes en el mejor decil, seguido por cuotas con un 24% y en peor desempeño promociones con un 19%. Los principales resultados apuntan a perfiles distintos, donde (1) puntos son clientes con características de poder económico, uso de la página web y acumulación en rubros de la competencia directa, ejemplificado en que alguien que acumula en estos rubros es 1,83 veces más probable a tener una alta interacción que el resto. De manera contraria, (2) cuotas apunta a un bajo poder económico, nulo ingreso a la web y edad superior a 35 años, mientras que (3) promociones son menores de 30 años, con poder económico medio y un uso oportunista de la tarjeta. Posteriormente se extendió el análisis de puntos hacia principales líneas de premios, obteniendo además de perfiles más específicos, el efecto circulo virtuoso que los clientes canjean premios muy correlacionados a los rubros de acumulación. Finalmente se propuso gestionar a 660 mil clientes de baja interacción que el modelo señaló con los mejores lifts. Con esta acción se espera generar un gasto incremental de $12 MM, que es un 6,35% del gasto anual. Además se propone una gestión al largo plazo de los clientes, que en concordancia con los resultados, incentiven a los clientes con estos drivers según su etapa de vida y evolución económica, primero ofreciendo promociones y posteriormente puntos o cuotas.
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Bergh, Victor. „Exploring the value drivers of industrial consultancy services in the age of digitalization : A study conducted in association with Sweco Industry“. Thesis, Karlstads universitet, Handelshögskolan (from 2013), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-78772.
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A number of studies have explored the drivers behind value creation, often referred to as value drivers. These studies point out that the generalizability of research on value creation to other contexts is difficult. One such context in which the value drivers remain unidentified is the context of industrial consultancy services. In the age of digitalization, where industries are becoming more complex and knowledge intensive, consultancy services have grown increasingly important for industrial customers. At the same time, globalization intensifies the competition on consultancy markets creating a high pressure on consultancy firms’ ability to continuously enhance value creation for their customers. Based on these challenges, the purpose of this thesis is to explore how value creation can be enhanced through the identification and utilization of value drivers in industrial consultancy services. Two research questions were formulated based on this purpose and addressed by means of a qualitative study conducted in the paper and pulp industry in Sweden. Semi-structured interviews were conducted with six managers and decision makers from five multinational companies that use consultancy services. The thematic analysis of the interviews led to the identification of 13 value drivers that play key roles in value creation in industrial consultancy services: Individual competence, Organizational resources, Availability, Personal relationship, Communication, Personal attributes, Timeliness, Usage of time, Performance, Cost, Customer-organizational involvement, Documentation and Progress by feedback. Ten among these drivers were considered benefits, while three were considered sacrifices. Consultancy firms should strive towards minimizing the negative effects on value creation caused by sacrificial value drivers and maximize the positive effects on value creation caused by beneficial value drivers. In addition, the thesis contributes a model in which the 13 value drivers can be used by both industrial customers of consultancy services and consultancy firms for the purpose of evaluating and enhancing value creation. Specifically, the model offers a tool that (I) compares different consultancy firms or projects in terms of value creation, (II) evaluates and analyzes projects and collaborations with respect to value creation and (III) enhances value propositions and value creating processes.
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El, Haouij Neska. „Biosignals for driver's stress level assessment : functional variable selection and fractal characterization“. Thesis, Université Paris-Saclay (ComUE), 2018. http://www.theses.fr/2018SACLS191/document.
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La sécurité et le confort dans une tâche de conduite automobile sont des facteurs clés qui intéressent plusieurs acteurs (constructeurs, urbanistes, départements de transport), en particulier dans le contexte actuel d’urbanisation croissante. Il devient dès lors crucial d'évaluer l'état affectif du conducteur lors de la conduite, en particulier son niveau de stress qui influe sur sa prise de décision et donc sur ses performances de conduite. Dans cette thèse, nous nous concentrons sur l'étude des changements de niveau de stress ressenti durant une expérience de conduite réelle qui alterne ville, autoroute et repos. Les méthodes classiques sont basées sur des descripteurs proposés par des experts, appliquées sur des signaux physiologiques. Ces signaux sont prétraités, les descripteurs ad-hoc sont extraits et sont fusionnés par la suite pour reconnaître le niveau de stress. Dans ce travail, nous avons adapté une méthode de sélection de variables fonctionnelles, basée sur les forêts aléatoires, avec élimination récursive des descripteurs (RF-RFE). En effet, les biosignaux, considérés comme variables fonctionnelles, sont tout d’abord projetés sur une base d’ondelettes. L’algorithme RF-RFE est ensuite utilisé pour sélectionner les groupes d’ondelettes, correspondant aux variables fonctionnelles, selon un score d’endurance. Le choix final de ces variables est basé sur ce score proposé afin de quantifier la capacité d’une variable à être sélectionnée et dans les premiers rangs. Dans une première étape, nous avons analysé la fréquence cardiaque (HR), électromyogramme (EMG), fréquence respiratoire (BR) et activité électrodermale (EDA), issus de 10 expériences de conduite menées à Boston, de la base de données du MIT, drivedb. Dans une seconde étape, nous avons conduit 13 expériences in-vivo similaires, en alternant conduite dans la ville et sur autoroute dans la région de Grand Tunis. La base de données résultante, AffectiveROAD contient -comme dans drivedb- les biosignaux tels que le HR, BR, EDA mais aussi la posture. Le prototype de plateforme de réseau de capteurs développé, a permis de collecter des données environnementales à l’intérieur du véhicule (température, humidité, pression, niveau sonore et GPS) qui sont également inclues dans AffectiveROAD. Une métrique subjective de stress, basée sur l’annotation d’un observateur et validée a posteriori par le conducteur au vu des enregistrements vidéo acquis lors de l’expérience de conduite, complète cette base de données. Nous définissons ici la notion de stress par ce qui résume excitation, attention, charge mentale, perception de complexité de l'environnement par le conducteur. La sélection de variables fonctionnelles dans le cas de drivedb a révélé que l'EDA mesurée au pied est l'indicateur le plus révélateur du niveau de stress du conducteur, suivi de la fréquence respiratoire. La méthode RF-RFE associée à des descripteurs non experts, conduit à des performances comparables à celles obtenues par la méthode basée sur les descripteurs sélectionnés par les experts. En analysant les données d’AffectiveROAD, la posture et l’EDA mesurée sur le poignet droit du conducteur ont émergé comme les variables les plus pertinentes. Une analyse plus approfondie de l'EDA a par la suite été menée car ce signal a été retenu, pour les deux bases de données, parmi les variables fonctionnelles sélectionnées pour la reconnaissance du niveau de stress. Ceci est cohérent avec diverses études sur la physiologie humaine qui voient l’EDA comme un indicateur clé des émotions. Nous avons ainsi exploré le caractère fractal de ce biosignal à travers une analyse d'auto-similarité et une estimation de l'exposant de Hurst basée sur les ondelettes. L'analyse montre un comportement d’auto-similarité des enregistrements de l'EDA pour les deux bases de données, sur une large gamme d’échelles. Ceci en fait un indicateur potentiel temps réel du stress du conducteur durant une expérience de conduite réelleThe safety and comfort in a driving task are key factors of interest to several actors (vehicle manufacturers, urban space designers, and transportation service providers), especially in a context of an increasing urbanization. It is thus crucial to assess the driver’s affective state while driving, in particular his state of stress which impacts the decision making and thus driving task performance. In this thesis, we focus on the study of stress level changes, during real-world driving, experienced in city versus highway areas. Classical methods are based on features selected by experts, applied to physiological signals. These signals are preprocessed using specific tools for each signal, then ad-hoc features are extracted and finally a data fusion for stress-level recognition is performed. In this work, we adapted a functional variable selection method, based on Random Forests Recursive Feature Elimination (RF-RFE). In fact, the biosignals considered as functional variables, are first decomposed using wavelet basis. The RF-RFE algorithms are then used to select groups of wavelets coefficients, corresponding to the functional variables, according to an endurance score. The final choice of the selected variables relies on this proposed score that allows to quantify the ability of a variable to be selected and this, in first ranges. At a first stage, we analyzed physiological signals such as: Heart Rate (HR), Electromyogram (EMG), Breathing Rate (BR), and the Electrodermal Activity (EDA), related to 10 driving experiments, extracted from the open database of MIT: drivedb, carried out in Boston area. At a second stage, we have designed and conducted similar city and highway driving experiments in the greater Tunis area. The resulting database, AffectiveROAD, includes, as in drivedb, biosignals as HR, BR and EDA and additional measurement of the driver posture. The developed prototype of the sensors network platform allowed also to gather data characterizing the vehicle internal environment (temperature, humidity, pressure, sound level, and geographical coordinates) which are included in AffectiveROAD database. A subjective stress metric, based on driver video-based validation of the observer’s annotation, is included in AffectiveROAD database. We define here the term stress as the human affective state, including affect arousal, attention, mental workload, and the driver’s perception of the environment complexity. The functional variable selection, applied to drivedb, revealed that the EDA captured on foot followed by the BR, are relevant in the driver’s stress level classification. The RF-RFE method along with non-expert based features offered comparable performances to those obtained by the classical method. When analyzing the AffectiveROAD data, the posture and the EDA captured on the driver’s right wrist emerged as the most enduring variables. For both databases, the placement of the EDA sensor came out as an important consideration in the stress level assessment. A deeper analysis of the EDA was carried out since its emergence as a key indicator in stress level recognition, for the two databases. This is consistent with various human physiology studies reporting that the EDA is a key indicator of emotions. For that, we investigated the fractal properties of this biosignal using a self-similarity analysis of EDA measurements based on Hurst exponent (H) estimated using wavelet-based method. Such study shows that EDA recordings exhibits self-similar behavior for large scales, for the both databases. This proposes that it can be considered as a potential real-time indicator of stress in real-world driving experience
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Bishnoi, Hemant. „Behavioral EMI-Models of Switched Power Converters“. Diss., Virginia Tech, 2013. http://hdl.handle.net/10919/23936.
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Measurement-based behavioral electromagnetic interference (EMI) models have been shown earlier to accurately capture the EMI behavior of switched power converters. These models are compact, linear, and run in frequency domain, enabling faster and more stable simulations compared to the detailed lumped circuit models. So far, the behavioral EMI modeling techniques are developed and applied to the converter's input side only. The resulting models are therefore referred to as "terminated EMI models". Under the condition that the output side of the converter remains fixed, these models can predict the input side EMI for any change in the impedance of the input side network. However, any change at the output side would require re-extraction of the behavioral model. Thus the terminated EMI models are incapable of predicting the change in the input side EMI due to changes at the output side of the converter or vice versa.
The above mentioned limitation has been overcome by an "un-terminated EMI model" proposed in this dissertation. Un-terminated EMI models are developed here to predict both the common-mode (CM) and the differential (DM) noise currents at the input and the output sides of a motor-drive system. The modeling procedure itself has been simplified and now requires fewer measurements and results in less noise in the identified model parameters. Both CM and DM models are then combined to predict the total noise in the motor drive system. All models are validated by experiments and their limitations identified.
A significant portion of this dissertation is then devoted to the application of behavioral EMI models in the design of EMI filters. Comprehensive design procedures are developed for both DM and CM filters in a motor-drive system. The filters designed using the proposed methods are experimentally shown to satisfy the DO-160 conducted emissions standards.
The dissertation ends with a summary of contributions, limitations, and some future research directions.Ph. D.
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Abrashov, Sergey. „Étude et modélisation du conducteur pour la conception de systèmes d’assistance à la conduite“. Thesis, Bordeaux, 2017. http://www.theses.fr/2017BORD0558.
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Le confort et la sécurité de conduite sont les principaux critères de vente de l’industrie automobile actuelle. De nombreux projets de recherche sont mis en place afin de les améliorer et pour faire face aux mesures de législation et de contrôle mises en place pour réduire le nombre d’accidents routiers. Les mesures semblent efficaces : en France,par exemple, le nombre des accidents mortels diminue de 11% en moyenne chaque année.D’après de récentes études, 90% de ces accidents ont pour cause le facteur humain et il devient nécessaire de prendre en compte le conducteur pendant la phase de conception des systèmes de sécurité et d’aide à la conduite. Une assistance à la conduite basée sur le partage du contrôle du véhicule entre le conducteur et l’automate est un des axes de recherche privilégiés de l’industrie, notamment pour améliorer la sécurité.Il est maintenant devenu possible de récupérer une très grande quantité d’information sur l’environnement et de réaliser une interaction intelligente entre les différents acteurs du trafic. Les techniques existantes permettent même la conduite partagée entre le véhicule et le conducteur et, dans un horizon plus lointain, d’envisager un véhicule complètement autonome. Dans les situations de conduite automatisée, un algorithme adéquat est nécessaire pour remplacer le conducteur.L’intérêt principal de cette recherche se situe au niveau de l’interaction entre le conducteur et l’algorithme d’assistance ou de conduite automatisée. Il est indispensable de connaître et de comprendre le comportement du conducteur dans sa façon de conduire,de contrôler le véhicule et de prendre une décision. Par conséquent, un modèle adapté aux besoins est nécessaire. En plus de la nécessité de disposer d’un modèle suffisamment riche pour décrire le comportement de différents conducteurs dans les situations routières les plus fréquentes, il est indispensable de disposer d’une méthode de synthèse des systèmes d’assistance sur la base de ces modèlesDriving comfort and safety are the main points of interest for the automotive industry. Many research projects were realized in order to improve them and to reduce the number of road accidents. The measures seem to be effective : in France, for example, the number of fatal accidents decreases by 11% on average each year. According to recent studies, 90% of these accidents are caused by the human factor. As a consequence, it becomes necessary to take the driver into account during the design of driving assistance systems. An assistance based on the control sharing between the driver and the automatic pilot is one of the main topics of research and a way to improve safety. It has now become possible to recover a very large amount of information on the environment and to achieve intelligent interaction between the various actors in the traffic. Existing technologies even allow imagining a completely autonomous driving in a more distant horizon. In such a situation, an adequate algorithm is required to replace the human driver.The main interest of this research is the interaction between the driver and the driver assistance algorithm. It is essential to know and to understand the behavior of the humanin his / her way to control the vehicle and to make a decision. Therefore, his model is necessary. Moreover, it is essential to develop a design method for such assistance systems on the basis of these driver models
Bücher zum Thema "Driver’s conduct"
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Rosa Abigaíl Arrocha de González. Manual del conductor. 2. Aufl. San José, Costa Rica: [Litografía Imprenta LIL], 2011.
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Clemente, Richard F. How to set up and conduct a drug and alcohol testing program. Alexandria, VA (2200 Mill Rd., Alexandria 22314): American Trucking Associations, 1994.
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Police, Illinois State. Adolescente conducir y beber alcohol: Una atraccio n FATAL. Springfield, Ill.]: Illinois State Police, 2009.
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Light, Roy. Criminalizing the drink-driver. Aldershot, Hants, England: Dartmouth Pub. Co., 1994.
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Vargas, Horacio. Reutemann, el conductor: La biografía no autorizada. Rosario [Argentina]: Ediciones Homo Sapiens, 1997.
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Crandell, John S. Effective outpatient treatment for alcohol abusers and drinking drivers. Lexington, Mass: Lexington Books, 1987.
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Canfield, Jack. Chicken Soup for the Soul: Nascar: 101 Stories of Family, Fortitude, and Fast Cars. Cos Cob, CT: CSS, 2009.
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Riach, Steve. Life lessons from auto racing. Tulsa, Okla: Honor Books, 2002.
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Poole, David. Then junior said to Jeff--: The best NASCAR stories ever told. Chicago, IL: Triumph Books, 2006.
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Homel, Ross. Policing and punishing the drinking driver: A study of general and specific deterrence. New York: Springer-Verlag, 1988.
Den vollen Inhalt der Quelle findenBuchteile zum Thema "Driver’s conduct"
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Franz, Benjamin, Michaela Kauer, Sebastian Geyer und Stephan Hakuli. „Conduct-by-Wire“. In Handbook of Driver Assistance Systems, 1483–97. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-12352-3_59.
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Franz, Benjamin, Michaela Kauer, Sebastian Geyer und Stephan Hakuli. „Conduct-by-Wire“. In Handbook of Driver Assistance Systems, 1–12. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-09840-1_59-1.
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Palusinski, O. A., K. Reiss und F. Szidarovszky. „Algorithms Supporting Driver/Receiver Design for Multi-Conductor Interconnects“. In Signal Propagation on Interconnects, 59–69. Boston, MA: Springer US, 1998. http://dx.doi.org/10.1007/978-1-4757-6512-0_5.
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Benfield, Richard W. „Tourists in the garden; human health and happiness and the semiotics of garden visiting.“ In New directions in garden tourism, 81–97. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789241761.0081.
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Abstract In this chapter the motivations of garden visiting are explored at a deeper level, into the realm of psychology and psychological drivers to gardens. This research area is called "semiotics". It is suggested that examination of the five senses would be a major indicator of semiotics as much of what a tourist experiences or displays would be recorded through the five human senses. Moreover, the five senses lead to a realization of happiness which is what tourism seeks and indeed what the human species ultimately wishes. A case study is presented of semiotics research conducted in the Queens Botanical Garden, Flushing, New York, USA. The literature that links gardens (and gardening) to human health and well-being is also reviewed.
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Benfield, Richard W. „Tourists in the garden; human health and happiness and the semiotics of garden visiting.“ In New directions in garden tourism, 81–97. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789241761.0006.
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Abstract In this chapter the motivations of garden visiting are explored at a deeper level, into the realm of psychology and psychological drivers to gardens. This research area is called "semiotics". It is suggested that examination of the five senses would be a major indicator of semiotics as much of what a tourist experiences or displays would be recorded through the five human senses. Moreover, the five senses lead to a realization of happiness which is what tourism seeks and indeed what the human species ultimately wishes. A case study is presented of semiotics research conducted in the Queens Botanical Garden, Flushing, New York, USA. The literature that links gardens (and gardening) to human health and well-being is also reviewed.
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Nadler, S. Scott, und John F. Kros. „Truck Driver Turnover“. In Contemporary Approaches and Strategies for Applied Logistics, 382–404. IGI Global, 2018. http://dx.doi.org/10.4018/978-1-5225-5273-4.ch016.
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The purpose of this chapter is to identify those constructs that lead to driver turnover and to develop a logistic regression model to assist in predicting driver turnover. Interviews with drivers were conducted with 154 drivers at large truck stops. The theory of reasoned action (TRA), originating in the social psychology literature, is the theoretical approach in this study. This chapter makes contributions in two areas. From a managerial perspective, the study results indicate that companies can use a technique such as logistic regression as part of their driver-retention efforts in order to create competitive advantage by increasing efficiency and cutting costs. The resulting logistic regression model provides a concrete tool for analyzing driver turnover. Based on four factors, the model accounts for 84% of the variance and accurately predicts which drivers or driver classes are most at risk of turning over.
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Hojjati-Emami, Khashayar, Balbir S. Dhillon und Kouroush Jenab. „The Integrative Time-Dependent Modeling of the Reliability and Failure of the Causes of Drivers' Error Leading to Road Accidents“. In Transportation Systems and Engineering, 1279–94. IGI Global, 2015. http://dx.doi.org/10.4018/978-1-4666-8473-7.ch065.
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Nowadays, the human error is usually identified as the conclusive cause of investigations in road accidents. The human although is the person in control of vehicle until the moment of crash but it has to be understood that the human is under continued impact by various factors including road environment, vehicle and human's state, abilities and conduct. The current advances in design of vehicle and roads have been intended to provide drivers with extra comfort with less physical and mental efforts, whereas the fatigue imposed on driver is just being transformed from over-load fatigue to under-load fatigue and boredom. A representational model to illustrate the relationships between design and condition of vehicle and road as well as driver's condition and state on fatigue and the human error leading to accidents has been developed. Thereafter, the stochastic mathematical models based on time-dependent failure rates were developed to make prediction on the road transportation reliability and failure probabilities due to each cause (vehicle, road environment, human due to fatigue, and human due to non fatigue factors). Furthermore, the supportive assessment methodology and models to assess and predict the failure rates of driver due to each category of causes were developed and proposed.
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„Context and drivers for the new accountability regime“. In Conduct and Accountability in Financial Services: : A Practical Guide. Bloomsbury Professional, 2018. http://dx.doi.org/10.5040/9781526505231.chapter-001.
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„Are there Human Instincts? The Innate Bases of Conduct and ‘Drives'“. In Psychology and its Bearing on Education, 75–92. Routledge, 2015. http://dx.doi.org/10.4324/9781315707686-16.
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„Introduction to Conducted Emission in Adjustable Speed Drives“. In High Frequency Conducted Emission in AC Motor Drives Fed By Frequency Converters, 1–20. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2018. http://dx.doi.org/10.1002/9781119388975.ch1.
Der volle Inhalt der QuelleKonferenzberichte zum Thema "Driver’s conduct"
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Colombet, Florent, Damien Paillot, Fre´de´ric Me´rienne und Andras Kemeny. „Enhancement of the SAAM Driving Simulator Graphics Pipeline for Speed Perception Studies“. In ASME 2011 World Conference on Innovative Virtual Reality. ASMEDC, 2011. http://dx.doi.org/10.1115/winvr2011-5579.
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This paper presents a speed perception study focusing on the impact of a visual scale factor. This factor corresponds to the ratio between the geometric field of view (of the camera) and the driver’s field of view covered by the screen. 20 participants have reproduced 2 speeds (50 and 90 km/h) without knowing the numerical values of these consigns, and with 5 different visual scale factors: 0.70, 0.85, 1.00, 1.15 and 1.30. We show that this visual factor has a significant impact on the speed reached by the subjects and that the variation of perceived speed can be deducted from the used visual scale factor. To be able to conduct this experiment, we had first to solve an image correction issue. As the visual display is projected on a cylindrical screen, a distortion correction must be performed. This correction is dependent on the viewer’s position and so is also dependent on the visual scale factor. We had then to improve our image warping approach to be able to take into account in real time the observer’s position (which was not the case until now). This paper presents a concise state of the art about image correction and some details about the implementation of the chosen algorithm.
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Weerappuli, Para, Edwin Chiu, Saeed Barbat und Priya Prasad. „CART Impact Recorder Data Analysis Using Mathematical Modeling“. In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-33523.
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This paper presents acceleration data of seventy-eight open-wheel, Indy car type, racecar impacts. These data were collected by the “Impact Sensor Program” conducted jointly by the Ford Motor Company and the Championship Auto Racing Teams (CART), Inc. The seventy-eight impacts consisted of forty-two side impacts, thirty rear impacts, three frontal impacts, and three rollover/flipping of cars. Related crash data were used as input to a CAE model of a racecar driver in a typical CART car to perform computer simulations of the impacts. This model was developed using MADYMO software, and was an enhanced version of one previously published. Enhancements to the model included accurate geometrical representations of the cockpit interior, the seat, and the energy-absorbing collar; a more realistic geometry of the driver’s head and an improved representation of the neck; a highly detailed model of the driver’s helmet; and improved contact algorithms to define the head-helmet, helmet-collar, and head-chin strap interactions. Additionally, data collected from twenty-six drivers were used to improve the seating posture of the driver in the model. Results of simulations performed established the validity of the model in predicting the potential injury risk to the drivers in the head and neck areas. Model predictions of injuries based on the “Head Injury Criterion” (HIC), the Injury Assessment Reference Values (IARVs) of upper neck forces and moments, and a biomechanical neck injury predictor compared well with the actual injuries sustained by the drivers. The model predictions of reversible concussions also compared well with results of recent brain injury risk studies. The present study shows that CAE modeling can be effectively used to predict potential injuries to racecar drivers involved in high “G” impacts, and that the model can be used to evaluate countermeasures to improve safety of CART cars.
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Tan, Han-Shue, Fanping Bu, Jihua Huang und Yuen-Kwok Chin. „Characterizing Driving Skill Based on Entropy Analysis of Steering Frequency Response“. In ASME 2010 Dynamic Systems and Control Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/dscc2010-4284.
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As a first step towards a dynamic control-oriented driver model that can describe various levels of driving skill in the driver’s primary vehicle control functions, this paper attempts to recognize the driving skill manifested in the low-level control characteristics. Vehicle tests on a DLC course were conducted with twenty subjects of different skill levels. A variance-based analysis was applied to the steering angle to generate both the frequency responses and the time sequences for frequency-domain and time-domain analysis. Two entropy measures are developed to evaluate the effectiveness of drivers’ steering control, and preview errors are used to provide an absolute measure for drivers’ preview performance. Simple rules using these three measures are developed, and data analysis verifies that the above three measures can effectively distinguish the driving skill levels of the twenty subjects participated in the DLC vehicle test.
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Fukuda, Shuichi. „Driver-Car Communication Would Introduce a Drastic Change in Vehicle Design“. In ASME 2010 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/detc2010-28284.
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This paper discusses the potential role of emotion in changing our machine design, based upon the experiments conducted for about 20 years by TMIT (Tokyo Metropolitan Institute of Technology) research group headed by the author. An automobile design shares the same issues as those in our future machine design. In order to clarify these points, experiment to detect driver’s emotion were carried out. Our research to detect driver’s emotion started from the observations of a driver in driving, and based on them, experiments to detect driver’s emotion from face, sound and body were carried out. The following points were made clear. (1) a driving simulator is not good because a subject is in a different state of mind and physical conditions from actual driving. (2) Dynamic image processing is valid, but to make it effective, a simple image processing technique must be developed and a technique to remove lighting change effects must be developed. (3) When detecting from face, feature points must be carefully chosen. (4) Although sound is very promising, drivers do not utter voices often and if they do, their durations are very short. But if we introduce voice guidance systems, which would be much easier in EVs, detection from sound would work far more effectively than that from dynamic image, because images are very difficult to process due to the frequently changing lighting. (5) Physical movements can be used very effectively to detect fatigue. (6) Physical movement may be utilized for safer driving. If a new communication system between a driver and a car can be developed, the design of a car would change drastically. We do not have to, for example, use a wheel to steer. We could use bars. Equipments can be placed far away from the driver, if voice guidance systems can be introduced. Thus, a far greater degree of design flexibility could be introduced and a driver and a car could work better together as a team.
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Caruso, Giandomenico, Daniele Ruscio, Dedy Ariansyah und Monica Bordegoni. „Driving Simulator System to Evaluate Driver’s Workload Using ADAS in Different Driving Contexts“. In ASME 2017 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/detc2017-67850.
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The advancement of in-vehicle technology for driving safety has considerably improved. Current Advanced Driver-Assistance Systems (ADAS) make road safer by alerting the driver, through visual, auditory, and haptic signals about dangerous driving situations, and consequently, preventing possible collisions. However, in some circumstances the driver can fail to properly respond to the alert since human cognition systems can be influenced by the driving context. Driving simulation can help evaluating this aspect since it is possible to reproduce different ADAS in safe driving conditions. However, driving simulation alone does not provide information about how the change in driver’s workload affects the interaction of the driver with ADAS. This paper presents a driving simulator system integrating physiological sensors that acquire heart’s activity, blood volume pulse, respiration rate, and skin conductance parameters. Through a specific processing of these measurements, it is possible to measure different cognitive processes that contribute to the change of driver’s workload while using ADAS, in different driving contexts. The preliminary studies conducted in this research show the effectiveness of this system and provide guidelines for the future acquisition and the treatment of the physiological data to assess ADAS workload.
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Feng, Lei, und Bo Chen. „Study the Impact of Driver’s Behavior on the Energy Efficiency of Hybrid Electric Vehicles“. In ASME 2013 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/detc2013-12785.
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This paper investigates the impact of driver’s behavior on the fuel efficiency of a hybrid electric vehicle (HEV) and its powertrain components, including engine, motor, and battery. The simulation study focuses on the investigation of power request, power output, energy loss, and operating region of powertrain components with the change of driver’s behavior. It is well known that a noticeable difference between the sticker number fuel economy and actual fuel economy will happen when a driver drives aggressively. To simulate aggressive driving, the input driving cycles are scaled from the baseline driving cycles to increase the level of acceleration/deceleration. With scaled aggressive driving cycles, the simulation result shows a significant change of HEV equivalent fuel economy. In addition, the high power demands of aggressive driving cause engine to operate within a higher fuel rate region. Furthermore, the engine is started and shut down frequently due to the large instantaneous power request peaks, which result in high energy loss. The simulation study of the impact of aggressive driving on the HEV fuel efficiency is conducted for a power-split hybrid electric vehicle using powertrain simulation and analysis software Autonomie developed by Argonne National Laboratory. The performance of the major powertrain components is analyzed when the HEV operates at different level of aggressiveness. The simulation results provide useful information to identify the major factors that need to be included in the vehicle control design to improve the fuel efficiency of HEVs under aggressive driving.
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Wang, H., D. Xue und D. H. Norrie. „A Fuzzy-Based Optimal Delivery Scheduling Approach“. In ASME 2000 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2000. http://dx.doi.org/10.1115/detc2000/cie-14669.
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Abstract A fuzzy-based optimal delivery scheduling approach is introduced in this research. In this approach, optimal delivery scheduling is conducted at three different levels considering (1) one driver and one load, (2) one driver and multiple loads, and, (3) multiple drivers and multiple loads. Fuzzy-based clustering methods are employed to classify delivery tasks into driver groups, load groups, and location groups. The optimal sequence and timing parameters of the delivery tasks are identified using the fuzzy-based clustering results and state-space search. The intelligent optimal delivery scheduling system was implemented using Smalltalk.
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Haihui Lu und Arun K. Guru. „Modeling conducted emissions in servo drives“. In 2013 IEEE 8th Conference on Industrial Electronics and Applications (ICIEA 2013). IEEE, 2013. http://dx.doi.org/10.1109/iciea.2013.6566513.
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Virmani, Sakshi, und Shilpa Gite. „Performance of convolutional neural network and recurrent neural network for anticipation of driver's conduct“. In 2017 8th International Conference on Computing, Communication and Networking Technologies (ICCCNT). IEEE, 2017. http://dx.doi.org/10.1109/icccnt.2017.8204039.
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Rifai, Muhammad, Hidayat und Fikarwin Zuska. „Character Education Conducted by Online Transportation Drivers for Each Customer“. In The 5th Annual International Seminar on Transformative Education and Educational Leadership (AISTEEL 2020). Paris, France: Atlantis Press, 2020. http://dx.doi.org/10.2991/assehr.k.201124.022.
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Adsit, Sarah E., Theodora Konstantinou, Konstantina Gkritza und Jon D. Fricker. Public Acceptance of INDOT’s Traffic Engineering Treatments and Services. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317280.
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As a public agency, interacting with and understanding the public’s perspective regarding agency activities is an important endeavor for the Indiana Department of Transportation (INDOT). Although INDOT conducts a biennial customer satisfaction survey, it is occasionally necessary to capture public perception regarding more specific aspects of INDOT’s activities. In particular, INDOT needs an effective way to measure and track public opinions and awareness or understanding of a select set of its traffic engineering practices. To evaluate public acceptance of specific INDOT traffic engineering activities, a survey consisting of 1.000 adults residing within the State of Indiana was conducted. The survey population was representative in terms of age and gender of the state as of the 2010 U.S. Census. The survey was administered during the months of July and August 2020. Public awareness regarding emerging treatments not currently implemented in Indiana is low and opposition to the same new technologies is prominent. Older or female drivers are less likely to be aware of emerging treatments, and older drivers are more likely to oppose potential implementation of these treatments. Although roundabouts are commonplace in Indiana, multi-lane roundabouts remain controversial among the public. Regarding maintenance and protection of traffic during work zones and considering full or partial roadway closure, public preference is for partial closure; this preference is stronger in rural areas. The public equally agrees and disagrees that INDOT minimizes construction related traffic delays. Approximately 76% of Indiana drivers believe themselves to above average drivers, while an additional 23% believe themselves to be average. Driver perceptions of average highway speeds speed are not aligned with posted speed limit as the perceived average speed on Indiana’s urban freeways and rural and urban state highways is considerably higher than the actual speed limit.
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Phuong, Vu Tan, Nguyen Van Truong, Do Trong Hoan, Hoang Nguyen Viet Hoa und Nguyen Duy Khanh. Understanding tree-cover transitions, drivers and stakeholders’ perspectives for effective landscape governance: a case study of Chieng Yen Commune, Son La Province, Viet Nam. World Agroforestry, 2021. http://dx.doi.org/10.5716/wp21023.pdf.
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Integrated landscape management for sustainable livelihoods and positive environmental outcomes has been desired by many developing countries, especially for mountainous areas where agricultural activities, if not well managed, will likely degrade vulnerable landscapes. This research was an attempt to characterize the landscape in Chieng Yen Commune, Son La Province in Northwest Viet Nam to generate knowledge and understanding of local conditions and to propose a workable governance mechanism to sustainably manage the landscape. ICRAF, together with national partners — Vietnamese Academy of Forest Sciences, Soil and Fertilizer Research Institute — and local partners — Son La Department of Agriculture and Rural Development, Son La Department of Natural Resources and Environment, Chieng Yen Commune People’s Committee — conducted rapid assessments in the landscape, including land-use mapping, land-use characterization, a household survey and participatory landscape assessment using an ecosystem services framework. We found that the landscape and peoples’ livelihoods are at risk from the continuous degradation of forest and agricultural land, and declining productivity, ecosystem conditions and services. Half of households live below the poverty line with insufficient agricultural production for subsistence. Unsustainable agricultural practices and other livelihood activities are causing more damage to the forest. Meanwhile, existing forest and landscape governance mechanisms are generally not inclusive of local community engagement. Initial recommendations are provided, including further assessment to address current knowledge gaps.
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Obado-Joel, Jennifer. The Challenge of State-Backed Internal Security in Nigeria: Considerations for Amotekun. RESOLVE Network, Dezember 2020. http://dx.doi.org/10.37805/pn2020.9.ssa.
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Nigeria faces immense internal security challenges, including the Boko-Haram crisis in the northeast and violent farmer-herder conflicts in the southwest and north-central states. Across the Nigerian federation, pockets of violent clashes have sprung and escalated in new locales in the last decade. Community responses to these violent crises have been diverse and included the establishment of armed groups to supplement or act in parallel to the security efforts of the Nigerian state—in some cases with backing from federal or state governments. These local security assemblages, community-based armed groups (CBAGs), are on the one hand contributors to local order, and normative conceptions of peace and security. On the other hand, these groups are often a pernicious actor within the broader security landscape, undermining intercommunal peace and drivers of violence and human rights abuses. This Policy Note focuses on the characteristics, challenges, and opportunities of Amotekun, a recently formed CBAG in Southwest Nigeria. Drawing from the experiences of similar Nigerian groups, the Note details recommendations that may facilitate greater success and lessen poten al risk associated with Amotekun’s formation. These recommendations are aimed primarily at Nigerian government and civil society actors and describe areas where external support could potentially improve local capacity to conduct oversight of Amotekun and similar groups.
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Michalak, Julia, Josh Lawler, John Gross und Caitlin Littlefield. A strategic analysis of climate vulnerability of national park resources and values. National Park Service, September 2021. http://dx.doi.org/10.36967/nrr-2287214.
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The U.S. national parks have experienced significant climate-change impacts and rapid, on-going changes are expected to continue. Despite the significant climate-change vulnerabilities facing parks, relatively few parks have conducted comprehensive climate-change vulnerability assessments, defined as assessments that synthesize vulnerability information from a wide range of sources, identify key climate-change impacts, and prioritize vulnerable park resources (Michalak et al. In review). In recognition that funding and planning capacity is limited, this project was initiated to identify geographies, parks, and issues that are high priorities for conducting climate-change vulnerability assessments (CCVA) and strategies to efficiently address the need for CCVAs across all U.S. National Park Service (NPS) park units (hereafter “parks”) and all resources. To help identify priority geographies and issues, we quantitatively assessed the relative magnitude of vulnerability factors potentially affecting park resources and values. We identified multiple vulnerability factors (e.g., temperature change, wildfire potential, number of at-risk species, etc.) and sought existing datasets that could be developed into indicators of these factors. To be included in the study, datasets had to be spatially explicit or already summarized for individual parks and provide consistent data for at least all parks within the contiguous U.S. (CONUS). The need for consistent data across such a large geographic extent limited the number of datasets that could be included, excluded some important drivers of climate-change vulnerability, and prevented adequate evaluation of some geographies. The lack of adequately-scaled data for many key vulnerability factors, such as freshwater flooding risks and increased storm activity, highlights the need for both data development and more detailed vulnerability assessments at local to regional scales where data for these factors may be available. In addition, most of the available data at this scale were related to climate-change exposures, with relatively little data available for factors associated with climate-change sensitivity or adaptive capacity. In particular, we lacked consistent data on the distribution or abundance of cultural resources or accessible data on infrastructure across all parks. We identified resource types, geographies, and critical vulnerability factors that lacked data for NPS’ consideration in addressing data gaps. Forty-seven indicators met our criteria, and these were combined into 21 climate-change vulnerability factors. Twenty-seven indicators representing 12 vulnerability factors addressed climate-change exposure (i.e., projected changes in climate conditions and impacts). A smaller number of indictors measured sensitivity (12 indicators representing 5 vulnerability factors). The sensitivity indicators often measured park or landscape characteristics which may make resources more or less responsive to climate changes (e.g., current air quality) as opposed to directly representing the sensitivity of specific resources within the park (e.g., a particular rare species or type of historical structure). Finally, 6 indicators representing 4 vulnerability factors measured external adaptive capacity for living resources (i.e., characteristics of the park and/or surrounding landscape which may facilitate or impede species adaptation to climate changes). We identified indicators relevant to three resource groups: terrestrial living, aquatic living (including living cultural resources such as culturally significant landscapes, plant, or animal species) and non-living resources (including infrastructure and non-living cultural resources such as historic buildings or archeological sites). We created separate indicator lists for each of these resource groups and analyzed them separately. To identify priority geographies within CONUS,...