Look-ahead fixations in curve driving

Lehtonen, Esko; Lappi, Otto; Kotkanen, Henri; Summala, Heikki

doi:10.1080/00140139.2012.739205

Cited by 64 publications

(79 citation statements)

References 29 publications

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“…The studies have shown that this mechanism is present in most people, regardless of experience in driving, but its accuracy is better in experienced drivers. This mechanism occurs in most management tasks, such as driving a bicycle, horse riding or simulated driving on a computer [47,48]. However, Kandil et al [49,50] point out to a discrepancy between the results of research conducted on simulators and real-time driving.…”

Section: Relevant Eye-tracking Indicators For Use In the Study Of Vismentioning

confidence: 95%

Application of eye-tracking in drivers testing: A review of research

Kapitaniak

Walczak

Kosobudzki

et al. 2015

Int J Occup Med Environ Health

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International Journal of Occupational Medicine and Environmental AbstractRecording and analyzing eye movements provide important elements for understanding the nature of the task of driving a vehicle. This article reviews the literature on eye movement strategies employed by drivers of vehicles (vehicle control, evaluation of the situation by analyzing essential visual elements, navigation). Special focus was placed on the phenomenon of conspicuity, the probability of perceiving an object in the visual field and the factors that determine it. The article reports the methods of oculographic examination, with special emphasis on the non-invasive technique using corneal reflections, and the criteria for optimal selection of the test apparatus for drivers in experimental conditions (on a driving simulator) and in real conditions. Particular attention was also paid to the helmet -or glass-type devices provided with 1 or 2 high definition (HD) camcorders recording the field of vision and the direction of gaze, and the non-contact devices comprising 2 or 3 cameras and an infrared source to record eye and head movements, pupil diameter, eye convergence distance, duration and frequency of eyelid blinking. A review of the studies conducted using driver eye-tracking procedure was presented. The results, in addition to their cognitive value, can be used with success to optimize the strategy of drivers training.

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Section: Relevant Eye-tracking Indicators For Use In the Study Of Vismentioning

confidence: 95%

Application of eye-tracking in drivers testing: A review of research

Kapitaniak

Walczak

Kosobudzki

et al. 2015

Int J Occup Med Environ Health

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show abstract

“…It involves short-term compensation of lateral position errors based on near vision, a preview of the road curvature ahead and even more anticipatory lookahead fixations [16], [17], [18], [19]. Following the publication of Donges' model [20], it has been widely accepted that steering behavior depends on the complementary role of two visual compensatory and anticipatory processes [20], [21], [22], [23].…”

Section: Shared Control and Visual Anticipationmentioning

confidence: 98%

Analysis of Human-Machine Cooperation When Driving with Different Degrees of Haptic Shared Control

Mars

Deroo

Hoc

2014

IEEE Trans. Haptics

132

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This study investigated human-machine cooperation when driving with different degrees of a shared control system. By means of a direct intervention on the steering wheel, shared control systems partially correct the vehicle's trajectory and, at the same time, provide continuous haptic guidance to the driver. A crucial point is to determine the optimal level of steering assistance for effective cooperation between the two agents. Five system settings were compared with a condition in which no assistance was present. In addition, road visibility was manipulated by means of additional fog or self-controlled visual occlusions. Several performance indicators and subjective assessments were analyzed. The results show that the best repartition of control in terms of cooperation between human and machine can be identified through an analysis of the steering wheel reversal rate, the steering effort and the mean lateral position of the vehicle. The best cooperation was achieved with systems of relatively low-level haptic authority, although more intervention may be preferable in poor visibility conditions. Increasing haptic authority did not yield higher benefits in terms of steering behavior, visual demand or subjective feeling.

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“…More than 3 out of 24 participants exceeded the 12 seconds TEORT limit for the tasks "Find road number" (5), "Add a hotel to your route" (14) and "Get guidance to a restaurant without using toll roads" (8), thus failing the acceptance test. …”

Section: Acceptance Test Results For the In-car Navigation Systemmentioning

confidence: 99%

“…For the distance keeping task the goal of 70 m headway is more vague and thus, probably more uncertainty could be tolerated in the task than in the speed maintenance task when the speedometer needle told the driver the accurate speed value. The greater visual demands of the scenario without the lead car could be explained by the requirement to shift gaze between the vanishing point of the road for anticipatory look-ahead fixations [8] and the speedometer necessary for speed control in the fixedbase simulator. The anticipatory information gathering and speed control (in the form of headway distance control) can be visually more easily managed when the driver is able to keep the fixations on the lead car moving at a static speed.…”

Section: Figure 7 Vehicle Speed Distributions In the Nhtsa Scenario mentioning

confidence: 99%

Critical Analysis on the NHTSA Acceptance Criteria for In-Vehicle Electronic Devices

Kujala

Lasch²,

Mäkelä

2014

Proceedings of the 6th International Conference on Automotive User Interfaces and Interactive Vehicular Applications

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We tested a commercial in-car navigation system prototype against the NHTSA criteria for acceptance testing of in-vehicle electronic devices, in order to see what types of in-car tasks fail the acceptance test and why. In addition, we studied the visual demands of the driving scenario recommended by NHTSA for task acceptance testing. In the light of the results, NHTSA guidelines and acceptance criteria need to be further developed. In particular visual demands of the driving scenario and for different simulators need to be standardized in order to enable fair testing and comparable test results. We suggest the visual occlusion method for finding a driving scenario that corresponds better with real-life driving in visual demands as well as for standardizing the visual demands of the scenario when applied to different driving simulators. Furthermore, the acceptance criteria need to be reevaluated. Especially the TEORT limit's applicability to a variety of test tasks needs to be validated and exceptions for certain task types considered. The utility of the average glance duration criterion should be reconsidered.

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Look-ahead fixations in curve driving

Abstract: We developed a method to quantify lead time and distance of look-ahead fixations in curve driving from on-road eye movement data. The results are relevant for driver modelling and development of anticipation training programmes for novice drivers.

Cited by 64 publications

References 29 publications

Application of eye-tracking in drivers testing: A review of research

Application of eye-tracking in drivers testing: A review of research

Analysis of Human-Machine Cooperation When Driving with Different Degrees of Haptic Shared Control

Critical Analysis on the NHTSA Acceptance Criteria for In-Vehicle Electronic Devices

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