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1
Juto, Erik. "Driving Simulator Development and Performance Study." Thesis, Linköping University, Vehicular Systems, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-56442.
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The driving simulator is a vital tool for much of the research performed at theSwedish National Road and Transport Institute (VTI). Currently VTI posses three driving simulators, two high fidelity simulators developed and constructed by VTI, and a medium fidelity simulator from the German company Dr.-Ing. Reiner Foerst GmbH. The two high fidelity simulators run the same simulation software, developed at VTI. The medium fidelity simulator runs a proprietary simulation software. At VTI there is a wish to integrate the medium fidelity Foerst Trainer simulator hardware into the VTI simulation software environment. This would increase research, development and maintanance flexibility and simulator availability since development and research could be performed on one additional simulator. Anintegration would lead to a homogenous software environment that also decreasesdevelopment, maintanance and training costs.To integrate the Foerst Trainer simulator and the VTI simulation software to communicate a program that translates and relays input and output between the two was developed. An assessment of the hardware-software integration was performed through an experiment where the high fidelity Simulator 3 and the medium fidelity Foerst Trainer simulator were compared. The experiment was designed to measure the participants driving performances and the perceived realism of the simulator. The results of the experiment shows that there is suprisingly small differences between the simulators, but more research is needed for more conclusive results.
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Brandtner, Annika, Magnus Liebherr, Stephan Schweig, Niko Maas, Dieter Schramm, and Matthias Brand. "Subjectively estimated vs. objectively measured adaptation to driving simulators – Effects of age, driving experience, and previous simulator adaptation." Elsevier, 2019. https://publish.fid-move.qucosa.de/id/qucosa%3A75923.
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Objective
The present study aims to investigate whether drivers’ age and their experience with driving simulators could explain differences between a subjective estimation of system adaptation and a respective objective systematic measurement.
Background
Assessing valid measurements in driving simulators causes concern because driving simulators are not yet as realistic as real on-road driving scenarios. Common methods like pre-defined training sessions and self-appraisals of simulator adaptation might therefore be insufficient to ensure actual valid data. Hence, influential variables on this discrepancy are investigated.
Method
In total, N = 203 drivers participated in a training session and a subsequent testing session in a close-to-production driving simulator. Subjective adaptation was estimated by the drivers and an objective adaptation value was gathered on the basis of driving accuracy. The discrepancy between these two measures was calculated and related to age, self-reported driving experience and occurrence of previous adaptation.
Results
Subjective adaptation was significantly faster than objective adaptation but neither drivers’ age, experience, nor previous adaptation could explain this discrepancy.
Discussion
Results indicate that younger and older drivers likewise underestimate the time needed for adaptation. Measuring a subjective point of adaptation seems to be an insufficient measure to ensure simulator validity when assessing both older and younger drivers.
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Tudor, Sarah Marie. "The Development of an Adaptive Driving Simulator." Scholar Commons, 2015. https://scholarcommons.usf.edu/etd/5597.
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The ability to drive a car is an important skill for individuals with a spinal cord injury to maintain a high quality of life, particularly their freedom and independence. However, driving with a physical disability often requires the installation of an adaptive driving system to control steering, gas, and braking. The two main types of adaptive driving controls are mechanical and electrical, also known as drive by wire (DBW). DBW controls work by converting electric signals to mechanical actuators. Driving simulators are useful tools for adaptive driving systems because they allow users to test different control devices, to practice driving without the dangers of being on the road, and can be used as a safe way to evaluate disabled drivers. This study focused on the development of a dynamic driving simulator using DBW controls because many studies focus on mechanical controls and not DBW controls and often use static simulators.
The simulator was developed using the Computer Assisted Rehabilitation Environment (CAREN) virtual reality system. The CAREN system (Motek Medical, Amsterdam, Netherlands) includes a six degree of freedom (DOF) motion base, an optical motion capture system, a sound system, and a 180-degree projection screen. The two DBW controls, a lever device to control the gas and brake and a small wheel device to control steering, sent an electric signal to a Phidget microcontroller board, which interfaced with the CAREN system. Several different driving scenarios were created and imported into CAREN's D-Flow software. A program was developed in D-Flow to control the scene and motion of the platform appropriately based on the DBW controls via the Phidget. The CAREN system dynamically controlled the motion platform based on the user's input. For example, if the user applied the brake suddenly, the user felt a deceleration from the motion platform moving backwards. Human testing was performed and through the use of a survey, feedback about the system was obtained. Changes were made to the simulator using the feedback obtained and further testing showed that those changes improved the simulator. The driving simulator showed the capability to provide dynamic feedback and, therefore, may be more realistic and beneficial than current static adaptive driving simulators. The dynamic adaptive driving simulator developed may improve driving training and performance of persons with spinal cord injuries. Future work will include more human testing. The dynamic feedback provided through the system's moving platform and virtual camera movement will be optimized in order to perform similarly to a real car. Testing will also be completed with and without the dynamics from the moving platform to see how this type of feedback affects the user's driving ability in the virtual environment.
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TSUCHIDA, Nuio, Shigeru OKUMA, Tatsuya SUZUKI, Soichiro HAYAKAWA, Yoshimichi MATSUI, and Jong-Hae KIM. "Acquisition and Modeling of Driving Skills by Using Three Dimensional Driving Simulator." Institute of Electronics, Information and Communication Engineers, 2005. http://hdl.handle.net/2237/14989.
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Vazquez, Perez Jose. "Personality Factors, Age, and Aggressive Driving: A Validation Using a Driving Simulator." Doctoral diss., University of Central Florida, 2013. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/6029.
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Two studies were conducted to investigate the relationship between age, personality factors and aggressive driving behavior. In Study 1, 1122 volunteers completed an online survey that included questionnaires on demographic data, personality factors, and driving behavior. Personality factors were measured using the Revised Competitiveness Index, the Sensation Seeking Scale, the Big Five Inventory, and the Cook Medley Hostility Scale, whereas aggressive driving behavior was measured using the Aggressive Driving Behavior Scale (ADBS). The majority of the volunteers were female (786 versus 336), while ages ranged from 18 to 87. In Study 2, 98 volunteers from Study 1 were recruited to perform driving simulations on two scenarios. These volunteers consisted of 52 females and 46 males, with ages ranging from 18 to 83. Results from both studies produced positive correlations between aggressive driving behavior and competitiveness, sensation seeking, hostility, extraversion, and neuroticism, while negative correlations were obtained between aggressive driving behavior and age, agreeableness, conscientiousness, and openness. No significant correlation was obtained between gender and aggressive driving behavior. Most importantly, scores in the ADBS were positively correlated to a composite of scores measuring aggressive driving behavior in the simulator. This pattern of results not only validates the ADBS, but it also provides another mechanism to study aggressive driving behavior.Ph.D.
Doctorate
Psychology
Sciences
Psychology; Human Factors Psychology
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Olstam, Johan. "Simulation of Surrounding Vehicles in Driving Simulators." Doctoral thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-17453.
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Driving simulators and microscopic traffic simulation are important tools for making evaluations of driving and traffic. A driving simulator is de-signed to imitate real driving and is used to conduct experiments on driver behavior. Traffic simulation is commonly used to evaluate the quality of service of different infrastructure designs. This thesis considers a different application of traffic simulation, namely the simulation of surrounding vehicles in driving simulators. The surrounding traffic is one of several factors that influence a driver's mental load and ability to drive a vehicle. The representation of the surrounding vehicles in a driving simulator plays an important role in the striving to create an illusion of real driving. If the illusion of real driving is not good enough, there is an risk that drivers will behave differently than in real world driving, implying that the results and conclusions reached from simulations may not be transferable to real driving. This thesis has two main objectives. The first objective is to develop a model for generating and simulating autonomous surrounding vehicles in a driving simulator. The approach used by the model developed is to only simulate the closest area of the driving simulator vehicle. This area is divided into one inner region and two outer regions. Vehicles in the inner region are simulated according to a microscopic model which includes sub-models for driving behavior, while vehicles in the outer regions are updated according to a less time-consuming mesoscopic model. The second objective is to develop an algorithm for combining autonomous vehicles and controlled events. Driving simulators are often used to study situations that rarely occur in the real traffic system. In order to create the same situations for each subject, the behavior of the surrounding vehicles has traditionally been strictly controlled. This often leads to less realistic surrounding traffic. The algorithm developed makes it possible to use autonomous traffic between the predefined controlled situations, and thereby get both realistic traffc and controlled events. The model and the algorithm developed have been implemented and tested in the VTI driving simulator with promising results.
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Blana, Eumorfia. "The behavioural validation of driving simulators as research tools : a case study based on the Leeds Driving Simulator." Thesis, University of Leeds, 2001. http://etheses.whiterose.ac.uk/11329/.
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The objectives of this thesis was to provide researchers with a scientitically-based guide for interpreting driver behaviour results obtained on a fixed-base driving simulator and to provide guidance on how the Leeds Advanced Driving Simulator (LADS) could be modified to overcome any deficiencies that were detected. However. objectives of any simulator validation study are directly related to the specitic driving task under investigation. our ability to perform a similar task in the field (for the comparison of the results between the two environments) and the existing configuration capabilities of the simulator. To achieve the objectives of this study, driver behaviour was investigated at the control level under different road geometry and oncoming traffic conditions using the LADS. Speed and lateral displacement in terms of mean and standard deviation were chosen to represent driver behaviour. They were measured under free-flowing conditions on a rural A road. The objectives of the study were fulfilled by comparing observational uncontrolled real road data with experimental simulator data and by evaluating the differences between the two environments using the absolute and relative validity criteria. It was found that LADS is relatively valid in terms of speed and lateral position. It was also found that higher speeds are developed in the simulator where speed in not confined by the road geometry and simulator subjects drive significantly closer to the edge of the road compared to their real road counterparts irrespective of the road geometry and the oncoming traffic conditions. The face validity of the simulator was examined using subjective data obtained from questionnaires relative to the realism and ease of controlling the simulator. Subjects commented that the least realistic features of the simulator were the braking and steering systems. Subjects were classiffied to "good" and "poor" according to their responses regarding the simulator face validity. It was found that "good" subjects behave slightly better compared to "poor" subjects when driving the simulator.
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Penhallegon, William James. "Effects of display type, age, and gender on driving performance and simulator-induced sickness in a medium-fidelity driving simulator." Thesis, Virginia Tech, 2003. http://hdl.handle.net/10919/43717.
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This study investigated the link between age and gender susceptibility to simulator-induced sickness in conjunction with display type. Simulator-induced sickness and ataxia were measured before and after exposure to a medium-fidelity driving simulator. Participants in four age and gender categories (older and younger males and females) operated the simulator with a consumer-grade head-mounted display (HMD), and then with a large screen, direct-view plasma display.
This study set out to recommend a particular display type that would be appropriate for use with particular age/gender groups in a general-purpose driving simulator. Unfortunately, practice effects affected the simulator-induced sickness and driving performance results for display type, which precludes making recommendations regarding the appropriate use of each display. Despite this, several important discoveries were made, including: 1) older participants did experience significantly increased simulator-induced sickness discomfort than the younger participants - regardless of display type; and 2) there was no significant difference found between genders in either simulator-induced sickness or driving performance; although females generally expressed a subjective preference for the direct-view display.
Display type was not found to affect the degree of ataxia experienced by participants; however, this study did find that although older participants exhibited significantly higher rates of simulator-induced sickness discomfort than the younger participants, they recovered their postural equilibrium significantly faster. This indicates that the older participants had greater difficulty adapting to the simulation environment than younger persons. It also suggests that younger persons are at greater risk during immediate post-simulation activities such as driving. Although it is likely that this effect would disappear over time, it has implications for agencies such as the Department of Motor Vehicles or drivers education schools that are considering the use of a driving simulator device before an on-road skills test.
Master of Science
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Skagerlund, Kenny. "Implications of dysphoria on driving ability : A study using a driving simulator paradigm." Thesis, Linköpings universitet, Institutionen för datavetenskap, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-59055.
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The project of enhancing traffic safety is a continuous effort that will not cease in its aspirations. In fact, as technology evolves and additional digital artifacts are implemented into our cars, the attention to traffic safety becomes even more important. Driving a car through urban and rural environments is a cognitively challenging task that especially tax attentional resources, and as more artifacts compete for our attention during driving, the adherence to traffic safety is vital. Thus, factors that influence driving ability, such as sleep, nutrition and – perhaps - emotions are of great interest. An earlier study by Bulmash et al. (2006) hypothesized that individuals with Major Depressive Disorder would perform worse than controls in a study using a driving simulator; their hypothesis was confirmed. The purpose of this thesis is to investigate whether dysphoric individuals show reduced driving performance relative to controls. The notion of dysphoria refers to mild depression in a non-clinical sense. This was investigated using a driving simulator that measured Lateral Positioning (Standard Deviation of Lateral Position - SDLP) on the road, Brake Reaction Time (BRT) and performance on a secondary task (Peripheral Detection Task - PDT). Dysphoric individuals were identified using the Major Depression Inventory (MDI). The hypothesis was partly confirmed, as dysphoric individuals did indeed show more variable positioning on the road. However, performance differences on PDT and BRT were not significant. The results indicate that the negative influence of mood on driving ability is not a discrete phenomenon primarily manifested in individuals with clinical depression, but is rather a continuous phenomenon. The results should be of special interest to clinicians that evaluate individuals with depressive tendencies, as well as the academic community in general since the insights into the impact of emotions on cognitive performance are inconclusive and still not clearly understood. These results might also be of interest in other domains of high complexity, where human performance is of great importance, such as Command and Control, nuclear power plants and control rooms in general.
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Nyberg, Viktor. "Simulatorbaserad träning av Eco-driving." Thesis, Umeå universitet, Institutionen för psykologi, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-151096.
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Användandet av simulatorer i utbildningar ökar mer och mer. Simulatorer har använts inom pilotutbildningar och inom medicinsk utbildning länge och det finns mycket forskning som stödjer deras effektivitet. Nu har simulatorerna blivit mer tillgängliga i och med den tekniska utvecklingen och har börjat användas för förarutbildningar. Däremot saknas samma gedigna vetenskapliga stöd som finns för pilotutbildningar och medicinsk utbildning. Det finns visst underlag för utbildning i riskmedvetenhet men inte så många andra färdigheter. Syftet med studien var att undersöka hur effektiv en simulator är vid utbildning av förare i Eco-driving. Till studien rekryterades 20 elever från Yrkesakademin som utbildas för behörighet C, tung lastbil. Studien var av mellangruppsdesign där experimentgruppen tränade Eco-drivingfärdigheter och data över bränsleförbrukning och hastighet samlades in. Kontrollgruppen fick en teoretisk utbildning i Eco-driving i form av en inspelad video. Experimentgruppen hade en signifikant förbättring av bränsleförbrukning men inte kontrollgruppen. Detta stödjer effektiviteten av simulatorbaserad utbildning av Eco-driving. Resultaten är även uppmuntrande till träning av liknande färdigheter som bland annat är av betydelse för trafiksäkerhet. Dessutom finns det goda möjligheter att minska kostnaderna vid förarutbildningar samtidigt som eleverna lär sig bättre.The use of of simulators in education is increasing. The aviation and medical education have a long history of implementing simulator training and education. With a strong body of scientific research that validates their use in education. As the technical development has increased, the availability of affordable simulators has increased their use in driver education. Unfortunately the research is not as strong as with the aviation or medical education. There are some support that simulator-based education can improve hazard perception but not so many other skills. Therefore I want to examine the effectiveness of a simulator in teaching Eco-driving skills to drivers. 20 students from Yrkesakademin were recruited as they were learning to drive trucks. The study is of between group design where the experimental group practiced Eco-driving skills in the simulator. Data were collected of the participants fuel consumption and speed. The control group were shown a video lecture on Eco-driving. The experimental group did significant improve while the control group did not. These results support the effectiveness of simulator-based education of Eco-driving skills. It also is encouraging for similar driving skills that can have a significant effect on traffic safety. While there is encouraging evidence for reducing the cost of driver education at the same time the students learning is enhanced.
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Gustavsson, Linus. "Dynamically Adaptive Intelligent Agents in Driving Simulator Environments." Thesis, Linköping University, Department of Computer and Information Science, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-10361.
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In this thesis work I have been working with two traffic simulators called Hank and ST Software. Hank is a research tool at the University of Iowa and ST Software is a commercial product. To evaluate which of these is the most suitable for behavior research I have implemented three types of intelligent agents: Overtaking Agent, Traffic Light Agent and Meeting Agent. The thesis work was extended by adding the possibility for realistic human behavior to the agents.
The result indicated that Hank allowed for greater control over behavior while ST Software allowed for faster and easier implementation.
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Wright, Steven. "Supporting intelligent traffic in the Leeds driving simulator." Thesis, University of Leeds, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.274218.
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Hosseini, Seyed Amirhossein. "EXTRACTING REAL-TIME DATA FROM A DRIVING SIMULATOR." Cleveland State University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=csu1449768780.
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Finamore, Kevin. "Motion Cueing Algorithm Development in a 2DOF Driving Simulator: a Driving Behaviour-Centered Approach." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2018.
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I simulatori di guida sono strumenti altamente tecnologici che permettono di svolgere attività di ricerca in vari ambiti quali la psicologia, la medicina e l’ingegneria. Tuttavia, affinché i dati ottenuti mediante le simulazioni siano rapportabili alla loro controparte reale, la fedeltà delle componenti del simulatore di guida deve essere elevata. Questo lavoro tratta del miglioramento del sistema di restituzione del movimento nel simulatore a due gradi di libertà (2DOF) SIMU-LACET Driving Simulator, costruito e sviluppato presso il laboratorio LEPSIS dell’IFSTTAR (Istituto Francese delle Scienze e Tecnologie dei Trasporti, dello Sviluppo e delle Reti), in particolare nella sua sede di Parigi – Marne-la-Vallée. Si è deciso di andare a riprogettare la parte software del sistema di restituzione del movimento (motion cueing), operando su due elementi principali: lo scale factor (fattore di scala) applicato agli impulsi dinamici provenienti dal modello veicolare e i Motion Cueing Algorihms (MCA, algoritmi di restituzione del movimento), questo per entrambi i gradi di libertà. Si è quindi intervenuti sul modello esistente implementato in MATLAB-Simulink nello specifico blocco del motion cueing sul surge (traslazione longitudinale) e sul yaw (imbardata). Riguardo lo scale factor, è stata introdotta una metodologia per creare uno scale factor non lineare in forma esponenziale, tale da migliorare la restituzione degli impulsi meno ampi, pur rispettando i limiti fisici della piattaforma di movimento. Per quanto concerne il MCA, si sono vagliate diverse transfer function dell’algoritmo classico. La scelta finale dei MCA e la validazione del motion cueig in genere è stata effettuata mediante due esperimenti ed il giudizio dei soggetti che vi hanno partecipato. Inoltre, in virtù dei risultati del primo esperimento, si è investigata l’influenza che la strategia in merito al cambio delle marce avesse sulla percezione del movimento da parte del guidatore.
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Saber, Tehrani Daniel, and Lemon Samuel Johansson. "Natural and Assistive Driving Simulator User Interfaces for CARLA." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-293836.
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As the autonomous vehicles are getting clo-ser to commercial roll out, the challenges for the developersof the software are getting more complex. One challenge thedevelopers are facing is the interaction between humans andautonomous vehicles in traffic.Such situation requires a hugeamount of data to in order to design and proof test autonomoussystem than can handle complex interactions with humans.Such data can not be collected in real traffic situations withoutcompromising the safety of the human counterparts, thereforesimulations will be necessary. Since human driving behavior ishard to predict, these simulations need human interaction inorder to get valid data of human behaviour.The purpose of thisproject is to develop a driving interface and then evaluate theusers experience in an experiment. To do this we have designedand implemented steering,braking and acceleration on a userinterface for a simulator used in autonomous driving researchcalled Car Learning to Act (CARLA) at the Smart Mobility Lab(SML) at KTH. We have implemented two driving simulatoruser interfaces, with different levels of information feedbackto the user. To evaluate the developed user interface, a surveywas designed to measure how intuitive the driving experiencewas while also comparing it to the original setup at SML. Thesurvey showed that the driving experience was more intuitivewith the two developed user interfaces and that 60% would feelcomfortable using the new systems on a real vehicle in traffic.Allteftersom autonoma bilar kommer närmare kommersiell lansering blir utmaningarna för utvecklarna av mjukvaran mer komplexa. En utmaning som utvecklarna står inför är interaktionen mellan autonoma bilar och människor i och utanför trafiken. Dessa situationer kommer kräva en stor mängd data för att säkerhetställa att autonoma bilar kommer kunna agera optimalt. För att inhämta sådan data utan att riskera säkerheten för alla ute i trafiken kommer simulatorer behövas. Eftersom vi inte kan förutspå mänskligt beteende kommer industrin behöva använda mänskliga förare i dessa simulatorer för att få realistiska resultat. Syftet med detta projekt är att utveckla ett förargränssnitt för människor och sedan utvärdera autenticiten av upplevelsen från ett mänskligt perspektiv. Genom att implementera olika bilmekanismer så som styrning, inbromsning, accelerationen och retardation i en simulator för autonom bil forskning, Car Learning To Act(CARLA) i Smart Mobility Lab(SML) på KTH. Vi implementerade två användargränssnitt med olika nivåer av informations återkoppling till användaren. För att utvärdera användargränssnitten utformades ett frågeformulär för att mäta hur intuitivt körupplevelsen var och samtidigt jämföra med det originella användargränssnittet i SML. Undersökningen visade att körupplevelsen var mer intuitiv med det två utvecklade användargränssnitten och att 60% skulle vara bekväma med att använda ett utav dessa system för att styra ett riktigt fordon i trafik.
Kandidatexjobb i elektroteknik 2020, KTH, Stockholm
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Soyer, Martin. "Improvement of the sensory stimuli restitution on driving simulator." Electronic Thesis or Diss., université Paris-Saclay, 2022. http://www.theses.fr/2022UPAST103.
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Les simulateurs dynamiques de conduite à haute performance restituent les accélérations du véhicule à l’aide d’un système de mise en mouvement de plateforme. Le conducteur est immergé dans un environnement de synthèse multi-sensoriel (stimulations visuelles, haptiques, vestibulaires et sonores). La performance d’un tel simulateur en dehors de sa capacité mécanique (latence visuelle, le retard de restitution de mouvement, etc...) et de la cohérence temporelle des différents stimuli sont des facteurs pouvant conditionner la qualité de la perception. La présente thèse a pour objectif de développer un algorithme de restitution de mouvement qui minimise le temps de calcul et corrige le retard du simulateur tout en conservant la performance de restitution de mouvement. Cet algorithme de restitution fait l’objet d’un intérêt spécifique de la communauté de la simulation de conduite via la dénomination MCA (Motion Cueing Algorithm). Cette thèse porte sur la commande optimale et en particulier sur la récente utilisation de la commande prédictive par modèle (ou Model Predictive Control ou MPC) comme base de l’algorithme. Les différentes pistes d’amélioration évoquées dans cette thèse concernent l’utilisation des ensembles invariants pour la poursuite de trajectoire en temps réel. Ainsi, un algorithme de compensation de retard inertiel est proposé dans une version allégée du point de vue du temps d’exécution. Un algorithme non prédictif basée sur la commande par interpolation adapté à la poursuite de trajectoire dynamique est également proposé. Enfin, une base théorique permettant la relaxation des concepts d’invariance est conçue afin de minimiser la complexité des problèmes d’optimisation utilisés dans la commande prédictiveHigh performance driving simulators reproduce vehicle acceleration based on adequate motion systems. The driver is immersed in a multisensorial (visual, haptic, vestibular and sound stimulation) environment of synthesis. The performance of driving simulator outside of its mechanical capacity (the visual latency, the delay of restitution of movement, etc...) and of the temporal coherence of the different stimuli are factors that can condition the validity of the perception. The present thesis aims at to develop a motion restitution algorithm that minimizes the calculation time and corrects the simulator delay while maintaining the performance of motion restitution. This restitution algorithm receives a specific interest from the driving simulation community through the denomination MCA (Motion Cueing Algorithm). This thesis work deals with optimal control and particularly on the recent use of Model Predictive Control (MPC) as a base of the algorithm. The different ways for improving concern the set invariance use in the control design for the trajectory tracking. Thus, a delay compensation algorithm is proposed with a less computational burden. A non predictive algorithm is also designed based on the interpolation-based control technique adapted to the dynamic trajectory tracking. Finally, new set theoretic notions relaxing set invariance notions are proposed in order to minimize the complexity of optimization problems in the MPC procedure
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Berhane, Rufael. "An electromechanical synchronization of driving simulator and adaptive driving aide for training persons with disabilities." [Tampa, Fla] : University of South Florida, 2008. http://purl.fcla.edu/usf/dc/et/SFE0002350.
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Noth, Sebastian [Verfasser], Gregor [Akademischer Betreuer] Schöner, and Rolf [Akademischer Betreuer] Würtz. "A multi-user driving simulator for studying human driving / Sebastian Noth. Gutachter: Gregor Schöner ; Rolf Würtz." Bochum : Ruhr-Universität Bochum, 2016. http://d-nb.info/1081246790/34.
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Rasheed, Yasser. "A database solution for scientific data from driving simulator studies." Thesis, Linköpings universitet, Institutionen för datavetenskap, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-70435.
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Many research institutes produce a huge amount of data. It was said by someone that “We are drowning in data, but starving of information”. This is particularly true for scientific data. The needs and the advantages of being able to search data from different experiments are increasing in order to look for differences and similarities among them and thus doing Meta studies. A Meta-study is the method that takes data from different independent studies and integrate them using statistical analysis. If data is well described and data access is flexible then it is possible to establish unexpected relationships among data. It also helps in the re-using of data from studies that have already been conducted which saves time, money and resources. In this thesis, we explore at the ways to store data from experiments and to make finding cross-experiments more efficient. The main aim of this thesis work is to propose a database solution for storing time series data generated by different simulators and to investigate the feasibility of using it with ICAT. ICAT is a metadata system used for searching and browsing of scientific data. This thesis has been completed in two steps. The first step is aimed at proposing an efficient database solution for storing time series data. The second step is aimed at investigating the feasibility of using ICAT and proposed database solution together. We found out that it is feasible to use ICAT as a metadata system for scientific studies. Since it is free and open source, it can be linked to any system and customized according to the needs.
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Bergstrand, Martin. "Automatic analysis of eye tracker data from a driving simulator." Thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-95256.
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The movement of a persons eyes is an interesting factor to study in different research areas where attention is important, for example driving. In 2004 the Swedish national road and transport research institute (VTI) introduced Simulator III – their third generation of driving simulators. Inside Simulator III a camera based eye tracking system is installed that records the eye movements of the driver. To be useful, the raw data from the eye tracking system needs to be analyzed and concentrated into a number of measures relevant for the research at VTI. This thesis presents methods to analyze the data from the eye tracker and transform it into something more useful. A world coordinate system is setup to connect the eye tracking system with the real world in a consistent way. A set of measures is collected, mainly from ISO and SAE standards, to be used as output from the analysis. Finally an application is developed for performing the analysis. The application reads the data from the eye tracker and the simulator, analyzes the data, and outputs a set of eye movement measures usable for the researchers at VTI.
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Svensson, Anders. "Design of a general interface of a driving simulator cockpit." Thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-96312.
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This thesis has covered the design, implementation and evaluation of a new hardware interface for an automobile simulator cockpit - the front end of a SAAB 9-3. Two circuit boards were produced, one for analog and one for digital signals. The boards were manufactured at ITN’s PCB lab at Campus Norrköping. Both boards were equipped with terminal blocks, enabling easy connection of input signals. The analog signals were of such configuration that voltage division was to be used. I therefore had 32 potentiometers of different resistance intervals soldered to the analog board. These potentiometers, along with the ones in the cockpit (mounted by the manufacturer), provided fixed analog output levels. The digital board did not have any signal processing but for every signal a LED was soldered to the board. This was done to make trouble-shooting easier. As an interface to the simulator itself, two I/O boards and two PCI-cards with both analog and digital inputs were used. The I/O boards were situated close to the analog and digital boards to which they were connected via planar cable. Two SCSI cables then transmitted the information to the PCI-cards, 5 m away. Installation of the boards went smoothly. The interface then underwent and passed a test to everyone’s satisfaction. Furthermore, Controller Area Network (CAN) has been examined in order to determine its implementability in simulator applications. First, the protocol and specification of CAN was examined. The next step was to investigate its general implementation in automobiles. This proved to be a difficult task since there is no general way of implementing it which is used by every car manufacturer. I was therefore forced to make individual contact with manufacturers and it became apparent that such information was not something they were keen on sharing. These contacts were still of use because none of them recommended CAN to be implemented in a simulator. The reasons mentioned for this was that because of its asynchronous protocol, CAN is not suited for message transmission which must be sent instantly. When that was the case, an implementation of CAN would mean that other protocols would have to be used as well in order to transmit all signals. Because of that, my conclusion was that CAN is not a feasible solution in simulator applications.
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Atiquzzaman, Md. "Exploring Distracted Driver Detection Algorithms Using a Driving Simulator Study." Thesis, Southern Illinois University at Edwardsville, 2016. http://pqdtopen.proquest.com/#viewpdf?dispub=10127213.
Full textAbstract:
The increasing trend in crashes and consequent fatalities due to distracted driving is a growing safety concern in our road network. With rapid advancement in cellphone and in-vehicle technologies along with driver’s inclination to multitasking, the number of crashes due to distracted driving are further on the rise. Some previous studies attempted to detect distracted driving behavior in real-time to mitigate this issue. However, these studies mainly focused on detecting either visual or cognitive distractions, while most of the real-life distracting tasks involve driver’s visual, cognitive, and physical workload, simultaneously. Additionally, previous studies frequently used eye, head, or face tracking data, although current vehicles are not equipped with technologies to acquire such data. To address above issues, this driving simulator study focused on developing algorithms for detecting specific distraction tasks using only vehicle control and driving performance measures. Specifically, algorithms were developed to detect two distracting tasks – texting and eating/drinking. Three data mining techniques were explored – Linear Discriminant Analysis (LDA), Logistic Regression (LR), and Support Vector Machine (SVM). SVM algorithms found to outperform LDA and LR, which detected texting and eating/drinking distraction with an accuracy of 84.33% and 79.53%, respectively. This study may provide useful guidance to successful implementation of distracted driver detection algorithm in Vehicle to Infrastructure (V2I) and Vehicle to Vehicle (V2V) communication, as well as to auto manufacturers interested in integrating distraction detection systems in their vehicles.
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D’Alessandro, Carmine. "Risk perception during conditionally automated driving in low fidelity simulator." Thesis, Högskolan i Skövde, Institutionen för informationsteknologi, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:his:diva-18691.
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This work focuses on the type-3 self-driving cars, partially autonomous vehicles which can control themselves for most of the time and may ask the driver to take control of the car in case of specific situations. The purpose of this study is to evaluate the perception of the simulated risk faced by the participants in a low fidelity simulation in relation with their background: the gaming and driving experience. The participants of the study drove in the simulator and answered a questionnaire about both the driving session and the background information. The simulated risk was assessed and compared with the information from the questionnaire. It was evaluated both the performance of each participant represented by the level of risk experienced while driving the simulation and the correct identification of the risk faced. The result data highlighted a positive correlation between the driving performance and the videogame experience.
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Schrock, Steven Dale. "Development of a personal computer-based secondary task procedure as a surrogate for a driving simulator." Thesis, [College Station, Tex. : Texas A&M University, 2007. http://hdl.handle.net/1969.1/ETD-TAMU-1466.
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Olstam, Johan. "A model for simulation and generation of surrounding vehicles in driving simulators." Licentiate thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-4672.
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Driving simulators are used to conduct experiments on for example driver behavior, road design, and vehicle characteristics. The results of the experiments often depend on the traffic conditions. One example is the evaluation of cellular phones and how they affect driving behavior. It is clear that the ability to use phones when driving depends on traffic intensity and composition, and that realistic experiments in driving simulators therefore has to include surrounding traffic. This thesis describes a model that generates and simulates surrounding vehicles for a driving simulator. The proposed model generates a traffic stream, corresponding to a given target flow and simulates realistic interactions between vehicles. The model is built on established techniques for time-driven microscopic simulation of traffic and uses an approach of only simulating the closest neighborhood of the driving simulator vehicle. In our model this closest neighborhood is divided into one inner region and two outer regions. Vehicles in the inner region are simulated according to advanced behavioral models while vehicles in the outer regions are updated according to a less time-consuming model. The presented work includes a new framework for generating and simulating vehicles within a moving area. It also includes the development of enhanced models for car-following and overtaking and a simple mesoscopic traffic model. The developed model has been integrated and tested within the VTI Driving simulator III. A driving simulator experiment has been performed in order to check if the participants observe the behavior of the simulated vehicles as realistic or not. The results were promising but they also indicated that enhancements could be made. The model has also been validated on the number of vehicles that catches up with the driving simulator vehicle and vice versa. The agreement is good for active and passive catch-ups on rural roads and for passive catch-ups on freeways, but less good for active catch-ups on freeways.
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Hassan, Bassem [Verfasser]. "A design framework for developing a reconfigurable driving simulator / Bassem Hassan." Paderborn : Universitätsbibliothek, 2014. http://d-nb.info/1053704100/34.
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Procaccini, Marco. "Evaluation of the perceived sense of speed in a driving simulator." Thesis, Högskolan i Skövde, Institutionen för kommunikation och information, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:his:diva-8458.
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In this project we evaluated the perception of speedin a driving simulator. The study provides a preliminary survey that focuses onhow human beings can perceive moving in space. We have developed and implemented some techniques to study how we modify the perception of speed in adriving simulator. We targeted the driving perspective, trying to create certain effects in order to affect the perceived sense of speed. Changing the contrast of the scene we studied how the perception of the speed has been modified. Testing this modification we saw a change in the perception of the speed by the driver, who noticed an increase of the perceived speed through the alteration of the contrast of the scene.
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Muncie, Helen. "Design and Development of a Bus Simulator for Bus Driver." Thesis, Cranfield University, 2006. http://hdl.handle.net/1826/4469.
Full textAbstract:
The bus industry is plagued by high accident costs and risks of passenger injuries. A bus
simulator may offer a method of reducing accident rates by delivering targeted training
to bus drivers who are most at risk.
The first part of this thesis describes the design of the UK's first bus simulator, the
fidelity of which was based on a thorough analysis of bus crashes. The second part
describes the first studies in a multi-staged method to evaluate the training effectiveness
of the simulator: face validity, effects of bus driver experience and stress on simulated
performance and simulator sickness. This approach ensured that the ABS has a
reasonable level of fidelity, is capable of eliciting behaviourally valid responses from
bus drivers and is the first step is achieving training transfer effectiveness. The final
study investigated the occurrence of self-bias in bus drivers. The conclusions drove the
design of simulated scenarios to be used for bus driver training.
Keywords:
Bus, Simulator, Fidelity, Validity, Accidents, Driving, Stress, Training
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Janson, Olstam Johan. "A model for simulation and generation of surrounding vehicles in driving simulators." Licentiate thesis, Linköping : Linköpings universitet, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-4672.
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Franco, Giulio. "Effects of AI on driving experience." Thesis, Högskolan i Skövde, Institutionen för kommunikation och information, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:his:diva-8457.
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Realism is a very sought feature in interactive driving simulators for traffic studies, since a nonrealistic simulation could produce non-realistic human drivers behaviours. Since cars driven by artificial intelligence (AI) are one of the main components of a traffic simulation, they play an important role in making up the overall sense of realism. A good understanding of how the AI influences human drivers is thus important in avoiding biases in traffic studies with simulators, and might also come useful in simulators for traffic education, in order to induce certain behaviours in the students. The purpose of this study was to build a driving simulation with multiple AI-driven cars, and let human testers use it, in order to analyse if and how a more polite lane-change behaviour, a more realistic lateral alignment, and a slower average speed affect the perception and the behaviour of human drivers. The simulator was developed upon low-cost hardware infrastructure previously used for other traffic studies. Since the existing software is very specific and hard to modify, a new simulation software was built from scratch for this study, using the Unity3D engine and implementing design patterns developed in previous studies, in order to produce a more flexible and modifiable infrastructure than what had been done in the past studies. The test subjects gave a generally good feedback on the simulator as a whole, and cars which politely changed lanes were regarded as behaving in a slightly more realistic way. Some insights were also obtained about user perception, mainly consisting in a difficulty in perceiving absolute speeds, whereas relative speeds were estimated more accurately.
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Razmpa, Ali. "An Assessment of Post-Encroachment Times for Bicycle-Vehicle Interactions Observed in the Field, a Driving Simulator, and in Traffic Simulation Models." PDXScholar, 2016. https://pdxscholar.library.pdx.edu/open_access_etds/3379.
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Most safety analysis is conducted using crash data. Surrogate safety measures, such as various time-based measures of time-to-collision can be related to crash potential and used to gain insight into the frequency and severity of crashes at a specific location. One of the most common and acknowledged measures is post-encroachment time (PET) which defines the time between vehicles occupying a conflicting space. While commonly used in studies of motor vehicle interactions, studies of PET for bicycle-vehicle interactions are few. In this research, the PET of bicycle-vehicle interactions measured in the field, a driving simulator, and in a micro-simulation are compared. A total of 52 right-hook conflicts were identified in 135 hours of video footage over 14 days at a signalized intersection in Portland, OR (SW Taylor and SW Naito Pkwy). The results showed that 4 of 17 high-risk conflicts could not be identified by the conventional definition of PET and PET values of some conflicts did not reflect true risk of collision. Therefore, right-hook conflicts were categorized into two types and a modified measure of PET was proposed so that their frequency and severity were properly measured. PETs from the field were then compared to those measures in the Oregon State University driving simulator during research conducted by Dr. Hurwitz et al. (2015) studying the right-hook conflicts. Statistical and graphical methods were used to compare field PETs to those in the simulator. The results suggest that the relative validity of the OSU driving simulator was good but not conclusive due to differences in traffic conditions and intersections. To further explore the field-observed PET values, traffic simulation models of the field intersection were developed and calibrated. Right-hook conflicts were extracted from the simulation files and conflicts observed in PM-peak hours over 6 days in the field were compared to those obtained from 24 traffic simulation runs. The field-observed PET values did not match the values from the simulation values very well. However, the approach does show promise. Further calibration of driving and bicycling behaviors would likely improve the result.
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Desai, Anup Vijayendra. "Obstructive sleep apnoea and driver performance: prevalence, correlates and implications for driver fatigue." University of Sydney. Medicine, 2003. http://hdl.handle.net/2123/589.
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Obstructive sleep apnoea (OSA) is characterised by repetitive reductions or pauses in breathing during sleep due to upper airway narrowing or closure. Due to disruption to normal sleep patterns, many patients with OSA suffer from increased daytime sleepiness. Epidemiological studies have established a link between OSA and driver fatigue and accidents, generally showing a two to seven times increased risk of road traffic accidents in non-commercial drivers with OSA. There is emerging evidence that commercial drivers have a higher prevalence of OSA than the general population, being predominately male, middle-aged and overweight, three important risk factors for OSA. However, little is known about the relationship between OSA and driver sleepiness in commercial drivers, whether road accidents are increased in commercial drivers with OSA, and whether OSA interacts with other fatigue promoting factors, such as sleep deprivation, to further escalate road accident risk. One thousand randomly selected commercial drivers were surveyed in the field. In addition, 61 randomly selected NSW commercial drivers had in hospital sleep studies and daytime performance testing, including a PC based driving simulator task. The prevalence of OSA, defined as Respiratory Disturbance Index (RDI) < 10, was approximately 50% in NSW commercial drivers. Approximately one quarter of the drivers reported pathological daytime sleepiness, and 12-14% had both OSA and pathological daytime sleepiness. A diagnosis of OSA was the most important factor predicting excessive daytime sleepiness in these drivers: OSA was more important than 15 other work-related, lifestyle and medical factors that could be expected to promote, or be associated with, daytime sleepiness. Drivers with sleep apnoea syndrome (both OSA and pathological daytime sleepiness) had an increased driving accident risk, using driving simulator and daytime performance testing as proxy measures for accident risk. These results demonstrate the importance of OSA as a cause of driver fatigue in commercial drivers and suggest that all commercial drivers should be screened for the presence of sleep apnoea syndrome in order to potentially reduce road accident risk through treatment. A separate, but related body of work examined the combined effects of mild OSA and other fatigue promoting factors (sleep deprivation and circadian influences) on driving performance. Twenty nine subjects, consisting of a group with mild OSA and a group of non-OSA controls, were tested on several occasions throughout the night and day using an intensive performance battery, under both baseline conditions and after a period of 36 hours of total sleep deprivation. The results suggest that drivers with mild OSA are not different to the control group in their response to sleep deprivation or time of day influences. However, the subjects with mild OSA were less aware of their impairment due to sleep deprivation, which is of concern if drivers with OSA are relying on their subjective awareness of fatigue to make decisions about when to stop driving. A final perspective on OSA and driver fatigue is provided through a clinical case series of seven fall-asleep fatality associated MVA�s associated with unrecognised or under-treated sleep disorders. As well as demonstrating the day to day potential for devastating road accidents due, at least in part, to un-recognised or untreated sleep disorders, these cases also serve to highlight some of the current medico-legal controversies and difficulties in this area of driver fatigue. In conclusion, this body of work has provided novel information about the epidemiology and implications of OSA in commercial drivers, and about how OSA interacts with other fatigue promoting factors. Finally, it has explored some of the medico-legal issues that relate to sleep disorders and driver fatigue. As well as providing much needed information in the area of driver fatigue, at the same time this work raises many more questions and suggests areas of future research. For instance, such research should examine the relationship between objective accident rates and OSA/sleep apnoea syndrome in commercial drivers, the interaction between mild sleep apnoea syndrome and other fatigue risk factors, and driver perception of sleepiness prior to sleep onset in drivers with sleep disorders.
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Desai, Anup Vijayendra. "Obstructive sleep apnoea and driver performance: prevalence, correlates and implications for driver fatigue." Thesis, The University of Sydney, 2002. http://hdl.handle.net/2123/589.
Full textAbstract:
Obstructive sleep apnoea (OSA) is characterised by repetitive reductions or pauses in breathing during sleep due to upper airway narrowing or closure. Due to disruption to normal sleep patterns, many patients with OSA suffer from increased daytime sleepiness. Epidemiological studies have established a link between OSA and driver fatigue and accidents, generally showing a two to seven times increased risk of road traffic accidents in non-commercial drivers with OSA. There is emerging evidence that commercial drivers have a higher prevalence of OSA than the general population, being predominately male, middle-aged and overweight, three important risk factors for OSA. However, little is known about the relationship between OSA and driver sleepiness in commercial drivers, whether road accidents are increased in commercial drivers with OSA, and whether OSA interacts with other fatigue promoting factors, such as sleep deprivation, to further escalate road accident risk. One thousand randomly selected commercial drivers were surveyed in the field. In addition, 61 randomly selected NSW commercial drivers had in hospital sleep studies and daytime performance testing, including a PC based driving simulator task. The prevalence of OSA, defined as Respiratory Disturbance Index (RDI) < 10, was approximately 50% in NSW commercial drivers. Approximately one quarter of the drivers reported pathological daytime sleepiness, and 12-14% had both OSA and pathological daytime sleepiness. A diagnosis of OSA was the most important factor predicting excessive daytime sleepiness in these drivers: OSA was more important than 15 other work-related, lifestyle and medical factors that could be expected to promote, or be associated with, daytime sleepiness. Drivers with sleep apnoea syndrome (both OSA and pathological daytime sleepiness) had an increased driving accident risk, using driving simulator and daytime performance testing as proxy measures for accident risk. These results demonstrate the importance of OSA as a cause of driver fatigue in commercial drivers and suggest that all commercial drivers should be screened for the presence of sleep apnoea syndrome in order to potentially reduce road accident risk through treatment. A separate, but related body of work examined the combined effects of mild OSA and other fatigue promoting factors (sleep deprivation and circadian influences) on driving performance. Twenty nine subjects, consisting of a group with mild OSA and a group of non-OSA controls, were tested on several occasions throughout the night and day using an intensive performance battery, under both baseline conditions and after a period of 36 hours of total sleep deprivation. The results suggest that drivers with mild OSA are not different to the control group in their response to sleep deprivation or time of day influences. However, the subjects with mild OSA were less aware of their impairment due to sleep deprivation, which is of concern if drivers with OSA are relying on their subjective awareness of fatigue to make decisions about when to stop driving. A final perspective on OSA and driver fatigue is provided through a clinical case series of seven fall-asleep fatality associated MVA�s associated with unrecognised or under-treated sleep disorders. As well as demonstrating the day to day potential for devastating road accidents due, at least in part, to un-recognised or untreated sleep disorders, these cases also serve to highlight some of the current medico-legal controversies and difficulties in this area of driver fatigue. In conclusion, this body of work has provided novel information about the epidemiology and implications of OSA in commercial drivers, and about how OSA interacts with other fatigue promoting factors. Finally, it has explored some of the medico-legal issues that relate to sleep disorders and driver fatigue. As well as providing much needed information in the area of driver fatigue, at the same time this work raises many more questions and suggests areas of future research. For instance, such research should examine the relationship between objective accident rates and OSA/sleep apnoea syndrome in commercial drivers, the interaction between mild sleep apnoea syndrome and other fatigue risk factors, and driver perception of sleepiness prior to sleep onset in drivers with sleep disorders.
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Reyes, Michelle Lynn. "Examining driver performance in response to work zone interventions in a driving simulator." Thesis, University of Iowa, 2010. https://ir.uiowa.edu/etd/729.
Full textAbstract:
Reductions in speed and, more critically, speed variability between vehicles are thought to reduce crash risk in work zones. Numerous factors, such as lane width and lateral clearance and activity level, have been shown to influence speed but very little research has considered how multiple factors might interact to affect driver performance in work zones. This study evaluated the effect of work zone barrier type, presence of a lateral buffer, and work zone activity level on measures of speed and lane position. Twelve middle aged and twelve senior subjects drove in a National Advanced Driving Simulator (NADS) MiniSim. The subjects drove faster and with less variability in work zones with concrete barriers. Measures of speed and lane position were more heterogeneous across groups with 42-inch channelizers compared to drums. Speed was reduced and more variable in work areas with a high level of activity than in areas with a low level of activity. On the whole, the presence of a lateral buffer reduced speed variability in the high activity areas but this response was not uniform across all drivers. This research demonstrates that driving simulators can be used to evaluate how work zone factors may interact with one another to affect driver performance for different driver groups. While the results from this study corresponded to observations from actual work zones, the driving simulator must be validated with on-road data before generalizations can be made.
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Goyal, Kamal. "QUALITY OF SERVICE MEASURES AT SIGNALIZED INTERSECTIONS." Master's thesis, University of Central Florida, 2005. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/4280.
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The concept of using qualitative measures to describe the quality of service at signalized intersections provided by different designs and controls has been discussed in numerous conferences. Such measures may include driver's comfort, convenience, anxiety, and preferences. The primary objective of this study was to demonstrate the feasibility of using the University of Central Florida's interactive driving simulator to execute several scenarios involving different unusual design and operation practices to measure the quality of service at a signalized intersection. This thesis describes the scenarios, the experiments conducted, the data collected, and analysis of results. Signalized intersections with 3 types of characteristic features were identified for this study. They included 1. A lane dropping on the downstream side of the intersection 2. Misalignment of traffic lanes between the approach and downstream side 3. Shared left turn and through traffic lane or separate lanes for each approaching the intersection The experimental phase consisted of a brief orientation session to get acclimated to the driving simulator followed by two driving scenarios presented to all subjects. Each scenario consisted of a drive through an urban section of the simulator's visual data base where each subject encountered a Type 1, 2 and 3 intersections. A total of 40 subjects, 25 males and 15 females were recruited for the experiment. Data logging at 60 Hz for each scenario consisted of time-stamped values of x-position and y-position of the simulator vehicle, steering, accelerator and brake inputs by the driver, and vehicle speed. After the experiment a questionnaire soliciting opinions and reactions about each intersection was administered. Simulator experiment results showed that there was a significant difference between the merge lengths for the two cases of Type 1 intersection (lane drop on the downstream side of the intersection). For Type 2 intersection (misalignment of traffic lanes between the approach and downstream side) there was a considerable difference between the average paths followed by subjects for the two cases. For Type 3 intersection (shared left and through traffic lane approaching the intersection) the simulator experiment supported the fact that people get frustrated when trapped behind a left turning vehicle in a joint left and through lane intersection and take evasive actions to cross the intersection as soon as possible.M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering
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Chilakapati, Praveen. "DRIVING SIMULATOR VALIDATION AND REAR-END CRASH RISK ANALYSIS AT A SIGNALISED INTERSECTION." Master's thesis, University of Central Florida, 2006. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2925.
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In recent years the use of advanced driving simulators has increased in the transportation engineering field especially in evaluating safety countermeasures. The driving simulator at UCF is a high fidelity simulator with six degrees of freedom. This research aims at validating the simulator in terms of speed and safety with the intention of using it as a test bed for high risk locations and to use it in developing traffic safety countermeasures. The Simulator replicates a real world signalized intersection (Alafaya trail (SR-434) and Colonial Drive (SR-50)). A total of sixty one subjects of age ranging from sixteen to sixty years were recruited to drive the simulator for the experiment, which consists of eight scenarios. This research validates the driving simulator for speed, safety and visual aspects. Based on the overall comparisons of speed between the simulated results and the real world, it was concluded that the UCF driving simulator is a valid tool for traffic studies related to driving speed behavior. Based on statistical analysis conducted on the experiment results, it is concluded that SR-434 northbound right turn lane and SR-50 eastbound through lanes have a higher rear-end crash risk than that at SR-50 westbound right turn lane and SR-434 northbound through lanes, respectively. This conforms to the risk of rear-end crashes observed at the actual intersection. Therefore, the simulator is validated for using it as an effective tool for traffic safety studies to test high-risk intersection locations. The driving simulator is also validated for physical and visual aspects of the intersection as 87.10% of the subjects recognized the intersection and were of the opinion that the replicated intersection was good enough or realistic. A binary logistic regression model was estimated and was used to quantify the relative rear-end crash risk at through lanes. It was found that in terms of rear-end crash risk SR50 east- bound approach is 23.67% riskier than the SR434 north-bound approach.M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering
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Salaani, Mohamed Kamel. "Development and validation of a vehicle model for the National Advanced Driving Simulator." The Ohio State University, 1996. http://rave.ohiolink.edu/etdc/view?acc_num=osu1392307354.
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Abou, Donia Mahmoud Gaber Sayed Ahmed. "Investigating adaptive cruise control on driving behavior in the simulator and real studies." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2020. http://amslaurea.unibo.it/21061/.
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Road traffic accidents constituted a severe public problem all over the world. About 1.5 million people around the world die in traffic-related accidents each year. The absolute impact is exacerbated by the fact that road traffic accident has become the leading cause of death, especially among young adults who constitute the most economically productive age groups of the larger society. Automobile accidents can be caused by many elements such as weather, poor road conditions, vehicle failure, according to experts, human error accounts for more than 90 percent of road accidents. This means that drivers hold the key when it comes to reducing the number of accidents (and the resulting injuries and fatalities) and that the key is improved driver safety. Each time you get behind the wheel, it is important to remember that, while vehicles provide us with easy transportation, they also have the potential to kill. Reckless driving, such as speeding or failing to follow traffic signs and signals, drunk driving, distracted driving, and other poor driving choices can cost you or someone else their lives.
In this thesis, we will investigate the driver's behaviour in a real environment, and a simulation test the investigation will discuss two conditions. First, without using adaptive cruise control (ACC). In this way, the driver controls the vehicle. Second, the effect of the use of ACC in vehicles using a driving simulator and compare it to real road experimentation. The adaptive cruise control system is considered as a part of the Advanced Driving Assistance Systems (ADAS) which act an important role in driving by helping the driver complete his task and reach the destination safely. ADAS can be in different forms either fully automated or semi-automated vehicles; the new upcoming generation will have vehicles fully controlled by the ADAS to reduce the risk level on humans and a better environment.
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Kubeš, Filip. "Návrh jízdního simulátoru." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2014. http://www.nusl.cz/ntk/nusl-231195.
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The aim of this thesis is the design of a motion driving simulator for real-time simulation of driving experience. The design takes inspiration from an analysis of existing solutions. An emphasis was put on driver ergonomics in positions typical for a sports car, passenger car and truck, then on variability of motion system and simplicity of the whole design. The dynamics of motion system is also a subject of research. The computational model has been created to test the optimal position of moving arms. Another aim of the study is to create an interface between hardware and software, to confirm the function of the control device using a simple simulation model.
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Ghasemi, Navid. "Improvement of the driving simulator control and comparison between driver-road-vehicule interaction in real and simulated environment." Thesis, Paris Est, 2020. http://www.theses.fr/2020PESC2010.
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Les activités de recherche ont été menées en collaboration avec l'Université de Bologne, l'Université Paris-Est et l'Université Gustave Eiffel sous la forme d'un doctorat cotutelle. Les activités sont divisées en deux macro-domaines ; les études de simulation de conduite réalisées à l'Université Gustave Eifel (IFSTTAR) et les expériences sur route organisées par l'Université de Bologne. La première partie de la recherche se concentre sur l'amélioration de la fidélité physique du simulateur de conduite à deux degrés de liberté avec une attention particulière aux signaux de mouvement et au modèle de dynamique du véhicule. Ce dernier a été développé dans MATLAB-Simulink et a la capacité de calculer en temps réel les états du véhicule et de contrôler la plateforme de mouvement. Au cours de cette phase de la recherche, des algorithmes de repères de mouvement ont été développés pour contrôler les mouvements du simulateur et l'effet des signaux de mouvement sur le comportement des conducteurs a été analysé par expérimentation. Les résultats de ces études sont discutés dans les cas d’études I et II. Dans la deuxième partie de la recherche, les performances du conducteur et le comportement visuel ont été étudiés sur la route sous différents scénarios. Le comportement visuel du conducteur a été enregistré à l'aide d'un dispositif de suivi oculaire monté sur la tête, tandis que la trajectoire du véhicule a été enregistrée avec un véhicule instrumenté équipé du système de positionnement mondial. Au cours de cette phase, plusieurs études de cas ont été développées pour surveiller le comportement des conducteurs en milieu naturaliste. La cas d'étude III vise à intégrer l'audit de sécurité routière traditionnel à un système innovant de surveillance du comportement des conducteurs. L’expérimentation sur route avec des conducteurs a été réalisée sur une artère urbaine afin d'évaluer l'approche proposée à travers des techniques innovantes de suivi des conducteurs. Ces mêmes instruments de surveillance de la conduite ont été utilisés pour évaluer l'amélioration d'un passage pour piétons au rond-point dans le cas d'étude IV. Les données de suivi oculaire ont été évaluées dans les deux études afin d'identifier un indicateur d'attention visuelle du conducteur en fonction de la position et de la durée du regard des participants. Une attention particulière est accordée à la sécurité des conducteurs vulnérables dans les zones urbaines lors de l'étude du comportement de conduite naturaliste. Le cas d'étude V a analysé le comportement de conduite du conducteur en phase d'approche d'un passage prioritaire à vélo à l'aide de mesures de sécurité de substitution. Les mesures de performance des conducteurs telles que le temps de réaction de la perception et le comportement du regard ont été utilisées pour évaluer le niveau de sécurité du passage à niveau, équipé de systèmes de signalisation standard et innovants. L’amélioration du comportement cédant du conducteur vers un passage à niveau non signalé pendant la nuit et sa réaction à un système d’alarme d’éclairage intégré ont été évaluées dans le cas d’étude VI. La dernière phase de la thèse est consacrée à l'étude du régulateur de vitesse adaptatif (ACC) avec expérimentation sur route et sur simulateur. L'expérimentation sur route a étudié l'influence du système d'aide à la conduite sur l'adaptation des conducteurs avec une évaluation objective et subjective, dans laquelle un instrument de suivi oculaire et un casque EEG ont été utilisés pour surveiller les conducteurs sur une autoroute. Les résultats sont présentés dans les cas d’études VII et VIII et l’attention visuelle des conducteurs a été réduite en raison de l’adaptation à l’ACC dans le scénario de suivi de véhicule. Les résultats de l'essai sur route ont ensuite été utilisés pour reproduire le même scénario dans le simulateur de conduite et l'adaptation du comportement des conducteurs avec l'utilisation de l'ACC a été confirmée par l'expérimentationThe related research activities were carried out in collaboration with the University of Bologna, Paris-Est University and Gustave Eiffel University (IFSTTAR) in the form of a cotutelle PhD. The activities are divided into two macro areas ; the driving simulation studies conducted in Gustave Eifel University (IFSTTAR) and on-road experiments organized by the University of Bologna. The first part of the research is focused on improving the physical fidelity of the two DOF driving simulator with particular attention to motion cueing and vehicle dynamics model. The vehicle dynamics model has been developed in MATLAB-Simulink and has the ability of real-time calculation of the vehicle states and control the motion platform. During this phase of the research, motion cueing algorithms were developed to control the simulator movements and the effect of the motion cues on drivers’ behaviour was analysed through experimentation. The results of these studies are discussed in the case studies I and II. In the second part of the research, the driver performance and visual behaviour were studied on the road under different scenarios. The driver visual behaviour was recorded with the use of a head mounted eye-tracking device, while the vehicle trajectory was registered with an instrumented vehicle equipped with Global Positioning System (GPS). During this phase, several case studies were developed to monitor drivers’ behaviour in the naturalistic environment. Case study III aims to integrate the traditional road safety auditing with an innovative driver behaviour monitoring system. The real road experiment with drivers was carried out in an urban arterial road in order to evaluate the proposed approach through innovative driver monitoring techniques. These same driving monitoring instruments were used for evaluating the improvement of a pedestrian crossing at the roundabout in case study IV. The eye-tracking data were evaluated in both studies in order to identify a driver visual attention indicator based on the participants gaze position and duration. Significant attention is given to the safety of vulnerable drivers in urban areas during the naturalistic driving behaviour study. Case study V analyzed the driver yielding behaviour in approach phase to a bicycle priority crossing with the use of surrogate safety measures. The drivers’ performance measures such as perception reaction time and gaze behaviour were used to assess the safety level of the crossing equipped with standard and innovative signalling systems. The improvement on the driver’s yielding behaviour towards an un-signalized crossing during night-time and their reaction to an integrated lighting-warning system was evaluated in the case study VI. The last phase of the thesis is dedicated to the study of Adaptive Cruise Control (ACC) with on-road and simulator experimentation. The on-road experimentation investigated the driver assistant system influence on the drivers' adaptation with objective and subjective assessment, in which an eye tracking instrument and EEG helmet were used to monitor the drivers on a highway. The results are presented in Case studies VII and VIII and drivers’s visual attention was reduced due to adaptation to the ACC in the car following scenario. The results of the on-road test were later used to reproduce to the same scenario in the driving simulator and the adaptation of drivers’ behaviour with the use of ACC was confirmed through experimentation
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Andersson, Anders. "Implementation, validation and evaluation of an ESC system during a side impact using an advanced driving simulator." Thesis, Linköping University, Department of Electrical Engineering, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-17791.
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The objective of this thesis is to implement a basic, yet realistic, ESC system into the VTI simulator environment. This system is then validated to assure that it is working properly and provides a realistic behavior.
The implemented ESC system is used in a study, where the ESC system could be turned on and off, to evaluate the benefits of an ESC system after a side impact. This study shows that an ESC system may aid the driver in such a critical situation when the driver is unaware that a side impact will occur. With the ESC system active no driver lost control while with the system inactive there were five drivers that lost control, but deviations in initial speed give statistical difficulties, thus more tests are needed. In the case where the driver knows that an impact will occur the ESC system showed to stabilize the automobile faster and it is shown that an expected improvement in stabilization time is between 40 to 62 percent. It was also seen during this part of the scenario that 2 percent loss of control occurred with an active ESC system and 45 percent without.
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Dos, Santos Cristina. "ASSESSMENT OF THE SAFETY BENEFITS OF VMS AND VSL USING THE UCF DRIVING SIMULATOR." Master's thesis, University of Central Florida, 2007. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2624.
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Researchers at the University of Central Florida (UCF) have been working during the past few years on different strategies to improve freeway safety in real-time. An ongoing research at UCF has investigated crash patterns that occurred on a stretch of Interstate-4 located in Orlando, FL and created statistical models to predict in real-time the likelihood of a crash in terms of time and space. The models were then tested using PARAMICS micro-simulation and different strategies that would reduce the risk of crashes were suggested. One of the main recommended strategies was the use of Variable Speed Limits (VSL) which intervenes by reducing the speed upstream the segment of high risk and increasing the speed downstream. The purpose of this study is to examine the recommendations reached by the micro-simulation using the UCF driving simulator. Drivers' speed behavior in response to changes in speed limits and different information messages are observed. Different scenarios that represent the recommendations from the earlier micro-simulation study and three different messages displayed using Variable Message Signs (VMS) as an added measure to advice drivers about changes in the speed limit were created. In addition, abrupt and gradual changes in speed were tested against the scenarios that maintained the speed limit constant or did include a VSL or VMS in the scenarios' design (base case). Dynamic congestion was also added to the scenarios' design to observe drivers' reactions and speed reductions once drivers approached congestion. A total of 85 subjects were recruited. Gender and age were the controlling variables for the subjects' recruitment. Each of the subjects drove 3 out of a total of 24 scenarios. In addition, a survey was conducted and involved hypothetical questions, including knowledge about VMS and VSL, and questions about their driving behavior. The survey data were useful in identifying the subjects' compliance with the speed limit and VSL/VMS acceptance. Two statistical analytical techniques were performed on the data that were collected from the simulator: ANOVA and PROC MIXED. The ANOVA test was used to investigate if the differences in speed and reaction distances between subjects were statistically significant for each sign compared to the base case. The PROC MIXED analysis was used to investigate the differences of all scenarios (24x24) based on the spot speed data collected for each driver. It was found from the analyses that drivers follow better the message displayed on VMS that informs them that the speed is changing, whether it is or not, strictly enforced as opposed to providing the reason for change or no information. Moreover, an abrupt change in speed produced immediate results; however both abrupt and gradual changes in speed produced the same reduction in speed at the target zone. It was also noticed that most drivers usually drive 5 mph above the speed limit, even though in the survey analysis the majority of them stated that they drive in compliance with the speed limit or with the flow of traffic. This means that if a modest speed reduction of 5 mph is requested they will ignore it, but if a 10 mph reduction is recommended they will reduce the speed by at least 5 mph. Consequently, it was noticed that drivers arrived at the congestion zone with a slower speed than the base speed limit due to the combination of VMS and VSL signage. By having drivers approaching congestion with a slower speed, potential rear-end crashes could be avoided. Comparing the two genders indicated that females are more likely to follow the VMS's recommendations to reduce the speed. Also females in general drive above the speed limit between 2 mph and 3 mph, while males drive above the speed limit between 5 mph and 8 mph. From the analysis of the age factor, it was concluded that drivers from the 16-19 age group drive faster and drivers from the 45 and above age group drive slower, than the drivers from the other groups. In general, all drivers reduced and/or increased their speed accordingly when a VMS and/or VSL was present in the scenario advising for this change in the speed limit. The investigations conducted for this thesis proved that the recommendations suggested previously based on the crash risk model and micro-simulation (Abdel-Aty et al., 2006) aid drivers in reducing their speed before they approach a segment of high risk and by doing so reduce the likelihood of a crash. Finally, the real-time safety benefits of VMS and VSL should be continuously evaluated in future studies.M.S.C.E.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MSCE
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Blowers, Andrew Pierce. "Stimulus Equivalence and the Emergence of Topography Based Driving Behaviors on a Vehicle Simulator Task." OpenSIUC, 2014. https://opensiuc.lib.siu.edu/theses/1456.
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This investigation assessed the utility of a selection-based instructional program in teaching relations between driving behavior and driving stimuli in addition to the emergence of topography-based responding. A selection-based instructional program was delivered to three individuals with intellectual disabilities and/or learning disabilities in order to teach participants relations of sameness between automobile operation stimuli and driving behaviors. Participants were directly taught relations between video models of vehicle operation, road sign outlines, and textual stimuli of road signs using a selection-based instructional protocol delivered via a computer program. Following mastery of the selection-based instruction the emergence of selection-based responding on symmetrical and transitive posttest probes at the mastery level was observed for all 3 participants. Furthermore, movement on posttest generalization vehicle simulator probe was observed for one participant.
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Åström, Jonna. "Effekter av körerfarenhet på självskattning och riskbedömning." Thesis, Linköpings universitet, Institutionen för datavetenskap, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-177572.
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Tidigare forskning har visat att unga i jämförelse med äldre förare, har en mer positiv inställning till att ta risker och håller en generellt högre hastighet i trafiken (Hatfield & Fernandes, 2009). Forskning har också visat att unga förare, framför allt män har en tendens att överskatta sin körförmåga (De Craen et al., 2011). Självskattning kan mätas medolika metoder, något som bland annat Sundström (2008) menar kan påverka resultatet. Flera studier har visat att unga förare kan göra en mer exakt bedömning av sin körprestation när de bedömer en specifik körförmåga snarare än när de jämför deras allmänna körprestation med den genomsnittliga förarens (Mynttinen et al., 2009a; Mynttinen et al., 2009b). Syftet med den aktuella studien var att undersöka om självskattad körprestation påverkas av körerfarenhet samt om det fanns något samband mellan körprestation och självskattad körprestation eller riskbedömning. Studien ämnade att göra detta genom att besvara följande frågeställningar 1. Finns det ett samband mellan ålder och självskattad körförmåga? 2. Finns det ett samband mellan körprestation och självskattad körprestation? 3. Finns det ett samband mellan körprestation och riskbedömning? Totalt deltog 48 förare i studien, där hälften var i åldrarna 18–25 och resterande i åldrarna 45–60. Experimentet genomfördes hos Statens väg- och transportforskningsinstitut (VTI) där deltagarna fick köra ett 20 minuter långt scenario i en stationär körsimulator. Innan, under och efter körningen ombads deltagarna att skatta sin körprestation och upplevda risk. Efter körningen hölls en kompletterande intervju. Resultaten visade att det inte fanns något signifikant samband mellan ålder och självskattad körförmåga, något som tyder på att körerfarenhet inte hade någon inverkan på självskattning. Det fanns en antydan till samband mellan körprestation och både självskattning och riskbedömning. För riskbedömning generellt fanns en potentiell effekt för både ålder och kön, något som inte fanns hos självskattad körprestation. Studien ger en indikation på samband för både körprestation och självskattad körprestation samt körprestation och riskbedömning som behöver studeras vidare med ett större underlag.Previous research has shown that young in comparison with older drivers, have a more positive attitude towards taking risks and maintain a generally higher speed in traffic (Hatfield & Fernandes, 2009). Research has also shown that young drivers, especially men, tend tooverestimate their ability to drive (De Craen et al., 2011). Self-assessment can be measured using different methods, something that Sundström (2008), with others,believes can affect the result.Several studies have shown that young drivers can make a more accurate assessment of their driving performance when assessing a specific driving ability rather than when they are assessingtheir general driving performance against the average driver (Mynttinen et al., 2009a; Mynttinen et al., 2009b). The purpose of the current study was to investigate whether self-rated driving performance was affected by driving experience and whether there was any correlation between driving performance and self-rated driving performance or risk assessment. The study intended to do this by answering the following questions 1. Is there a correlation between age and self-rated driving ability? 2. Is there a correlation between driving performance and self-rated driving performance? 3. Is there a correlation between driving performance and risk assessment? A total of 48 drivers participated in the study, half of them were in the age group 18–25 and the rest were in the age group 45–60. The experiment was carried out at the Swedish National Road and Transport Research Institute (VTI) where the participants completed a 20-minute long driving scenario in a stationary simulator. Before, during and after the drive, participants were asked to estimate their driving performance and perceived risk. After that, a supplementary interview was held. The results showed that there was no significant relationship between age and self-rated driving ability, which indicates that driving experience had no effect on self-assessment. There was a hint of correlation between driving performance and both self-assessment and risk assessment. For risk assessment in general, there was an effect for both age and gender, something that did not exist in self-rated driving performance. The study provides an indication of a relationship between both driving performance and self-rated driving performance, as well as driving performance and risk assessment that need to be studied further with a larger sample.
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Sharma, Devendra. "Evaluation and Analysis of Perception Systems for Autonomous Driving." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-291423.
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For safe mobility, an autonomous vehicle must perceive the surroundings accurately. There are many perception tasks associated with understanding the local environment such as object detection, localization, and lane analysis. Object detection, in particular, plays a vital role in determining an object’s location and classifying it correctly and is one of the challenging tasks in the self-driving research area. Before employing an object detection module in autonomous vehicle testing, an organization needs to have a precise analysis of the module. Hence, it becomes crucial for a company to have an evaluation framework to evaluate an object detection algorithm’s performance. This thesis develops a comprehensive framework for evaluating and analyzing object detection algorithms, both 2D (camera images based) and 3D (LiDAR point cloud-based). The pipeline developed in this thesis provides the ability to evaluate multiple models with ease, signified by the key performance metrics, Average Precision, F-score, and Mean Average Precision. 40-point interpolation method is used to calculate the Average Precision.För säker rörlighet måste ett autonomt fordon uppfatta omgivningen exakt. Det finns många uppfattningsuppgifter associerade med att förstå den lokala miljön, såsom objektdetektering, lokalisering och filanalys. I synnerhet objektdetektering spelar en viktig roll för att bestämma ett objekts plats och klassificera det korrekt och är en av de utmanande uppgifterna inom det självdrivande forskningsområdet. Innan en anställd detekteringsmodul används i autonoma fordonsprovningar måste en organisation ha en exakt analys av modulen. Därför blir det avgörande för ett företag att ha en utvärderingsram för att utvärdera en objektdetekteringsalgoritms prestanda. Denna avhandling utvecklar ett omfattande ramverk för utvärdering och analys av objektdetekteringsalgoritmer, både 2 D (kamerabilder baserade) och 3 D (LiDAR-punktmolnbaserade). Rörledningen som utvecklats i denna avhandling ger möjlighet att enkelt utvärdera flera modeller, betecknad med nyckelprestandamätvärdena, Genomsnittlig precision, F-poäng och genomsnittlig genomsnittlig precision. 40-punkts interpoleringsmetod används för att beräkna medelprecisionen.
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Kwong, Gordon Houng. "Approximations for Nonlinear Differential Algebraic Equations to Increase Real-time Simulation Efficiency." Thesis, Virginia Tech, 2010. http://hdl.handle.net/10919/42753.
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Full-motion driving simulators require efficient real-time high fidelity vehicle models in order to provide a more realistic vehicle response. Typically, multi-body models are used to represent the vehicle dynamics, but these have the unfortunate drawback of requiring the solution of a set of coupled differential algebraic equations (DAE). DAE's are not conducive to real-time implementation such as in a driving simulator, without a very expensive processing capability. The primary objective of this thesis is to show that multi-body models constructed from DAE's can be reasonably approximated with linear models using suspension elements that have nonlinear constitutive relationships.
Three models were compared in this research, an experimental quarter-car test rig, a multi-body dynamics differential algebraic equation model, and a linear model with nonlinear suspension elements. Models constructed from differential algebraic equations are computationally expensive to compute and are difficult to realize for real-time simulations. Instead, a linear model with nonlinear elements was proposed for a more computationally efficient solution that would retain the nonlinearities of the suspension. Simplifications were made to the linear model with nonlinear elements to further reduce computation time for real-time simulation.
The development process of each model is fully described in this thesis. Each model was excited with the same input and their outputs were compared. It was found that the linear model with nonlinear elements provides a reasonably good approximation of actual model with the differential algebraic equations.Master of Science
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Imbeau, Daniel. "Effects of instrument panel luminance and hue on simulator driving performance and driver preferences." Diss., Virginia Polytechnic Institute and State University, 1987. http://hdl.handle.net/10919/77801.
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Twenty-four subjects, each having a valid Virginia driver's license (males and females of ages from 20 to 73), read aloud words presented on two displays while driving a simulated vehicle in night-time conditions. The words, emulating printed legends found on automobile instrument panels, were presented in different hues (eight levels), brightnesses (two levels), character sizes (four levels), and word complexities (two levels).
The brightness levels had been subjectively determined in a preliminary experiment by subjects representative of the older and younger segments of the driver population. Each of two groups of drivers determined one brightness level that was subjectively equal among the eight hues. For each word presented, six reading and driving performance measures were taken. Also, subjective attractiveness, subjective comfort, and subjective ease of readability of each hue by brightness treatment combination, were measured.
Globally, the results tend to indicate that color of illumination per se had a reliable effect on subjective preferences but a negligible effect on reading and driving performance. Brightness had an impact on performance only with the smaller character sizes. For the larger sizes, brightness level as selected by the subjects (in the preliminary experiment) had a negligible effect on performance. Character size had marked effects on both performance and subjective preferences. The two smaller character sizes tested yielded significant performance decrements for older drivers while the two larger sizes yielded best performance and were better accepted by all subjects. Word complexity did show a significant effect on glance time at the displays with all character sizes.
The results of the experiment were transformed into a set of guidelines for use in design of automobile instrument panels. A number of recommendations for future research are also included.Ph. D.
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Jang, Bong-Choon. "A Mathematical Model of a Power Steering System for Implementation in a Driving Simulator." The Ohio State University, 1996. http://rave.ohiolink.edu/etdc/view?acc_num=osu1392823244.
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Xiong, Zhitao. "Creating a computing environment in a driving simulator to orchestrate scenarios with autonomous vehicles." Thesis, University of Leeds, 2013. http://etheses.whiterose.ac.uk/5846/.
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A scenario in a driving simulator covers what the human participants experience and what the researchers need: the physical scene, predefined traffic flow, simulated vehicles' interactions with the participants and measurements to be collected. Current methodologies used to orchestrate scenarios regarding the interactions have the following drawbacks: 1) Action sequences that simulated vehicles should follow in scenarios are specified without the contexts of each Action; 2) programming languages always include platform-dependent details and are not suitable for context modelling and scenario sharing and 3) there is no mechanism to handle scenarios dynamically and deal with failures to deploy a scenario. To overcome these problems, a concept named Assignment, which represents the task(s) of Virtual Drivers, was first developed to encode the contextual information of proposed Actions for interaction generation, e.g., potential simulated vehicles involved. The Ontology for Scenario Orchestration (OSO) was then developed to model concepts and their relationships in the domain of scenario orchestration including the concept Assignment. It can also provide a file for machine processing. An algorithm named NAUSEA (autoNomous locAl manoeUvre and Scenario orchEstration based on automated action plAnning) was finally generated to utilise Assignments recorded in OSO. Encoded in the driver model SAIL (Scenario-Aware drIver modeL), NAUSEA can be used by a Virtual Driver to control simulated vehicles dynamically. Failed interactions, generated by corresponding Assignments, can be regenerated if necessary. A framework SOAV (Scenario Orchestration with Autonomous simulated Vehicles) was formed to support SAIL/- NAUSEA and orchestrate scenarios with autonomous vehicles. Three verification experiments were carried out and showed that SOAV was working properly by producing corresponding interactions based on SAIL/NAUSEA and Assignments. They also demonstrated that OSO can provide contextual information in a human-readable and machine processable manner. The OSO evaluation showed that OSO has several advantages such as being readable, flexible etc., but how it can be presented to varieties of audiences needs further examination.
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Zöller, Chris, Paul Wagner, and Hermann Winner. "Tires and vertical dynamics of wheeled mobile driving simulators." Elsevier, 2017. https://publish.fid-move.qucosa.de/id/qucosa%3A72221.
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Wheeled Mobile Driving Simulators (WMDS) promise a high potential for urban traffic simulation. The tires generate the accelerations of WMDS and therefore are a key component of this simulator type. Hence, the choice of a proper tire concept is of high importance. Solid tires with compact dimensions and a high vertical stiffness are a possible alternative approach to conventional pneumatic tires. To assess the application potential of solid tires their characteristics are identified. The results show that high slip values and slip angles are necessary to reach the maximum friction coefficient of about 0.8 while their correlation is highly nonlinear. With the identified tire properties, the impact of the tires on energy consumption and motion control performance of WMDS is investigated. The solid tires show an increased energy consumption of about 4% compared to pneumatic tires in representative urban driving cycle simulations. Solid tires with their nonlinear characteristics lead to five times higher lateral acceleration errors in relation to pneumatic tires at accelerations of 5 m/s2 during a horizontal eight maneuver. The vertical properties of both tires were identified to be not sufficient for the application of a WMDS solely sprung by tires on uneven grounds of common quality.