Damien Paillot

CAD/CAE visualization in virtual environment for automotive industry

In this paper we propose a method to link CAD models to an immersive environment. Since CAD models can not be directly viewed in a real-time visualization environment, we present here a complete chain of adaptation steps to view adapted CAD models in an immersive environment with high quality rendering. Our method allows high quality visualization of complex scenes in an immersive environment such as design reviewing for example.

Influence of Inertial Stimulus on Visuo-Vestibular Cues Conflict for Lateral Dynamics at Driving Simulators

This paper explains the effect of having an inertial stimulus (motion platform) for driving simulators on proximity to the reality for the sensed lateral dynamics with respect to the measurements and the perceptual fidelity using a questionnaire technique. To assess this objectively, the vestibular and vehicle level lateral accelerations (ay,sensed=ay_vest, ayv=ay_veh ) were saved by using a motion tracking sensor and SCANeR studio software respectively. A confidence interval of 95% was chosen to test the correlations (Pearson’s correlation) and to fit models for the distributions of the visual-vestibular lateral accelerations with the multiple linear regression between the conditions of static (N=16) and dynamic (N=21) platform cases in terms of visuo-vestibular level lateral accelerations for the group of subjects (N=37). The results showed that the dynamic platform provides a higher lateral dynamics reality (positive correlation with an incidence of 90.48% for N=21) compared to the static configuration (negative correlation with an incidence of 50% for N=16) from Pearson’s correlation and a better fitted model and a lower visuo-vestibular cues’ conflict for the dynamic (R2=0.429, the model is positive sloped, N=21) condition comparing to the static one (R2=0.072, the model is negative sloped, N=16) from the multiple linear regression models. A two-tailed Mann Whitney U test yielded that the Ucomputed (2139)>Uexpected (1300.5) as p<0.0001, there was a significant difference between the sensed lateral acclerations for the static and dynamic platform cases. Disorientation related perception had positive correlations with the vestibular sensed lateral accelerations for the static condition whereas they were negatively correlated in the dynamic case. As conclusion, the dynamic platform presented a reduced level of motion sickness depending on the sensory conflict theory and the perception fidelity studies approved that dizziness was found to have a significant positive correlation with the vestibular level measured lateral acceleration in the static platform (r=0.293, p=0.037<0.05).

Visual Scale Factor for Speed Perception

Speed perception is an important task depending mainly on optic flow that the driver must perform continuously to control his/her vehicle. Unfortunately it appears that in some driving simulators speed perception is under estimated, leading into speed production higher than in real conditions. Perceptual validity is then not good enough to study driver’s behavior. To solve this problem, a technique has recently seen the light, which consists of modifying the geometric field of view (GFOV) while keeping the real field of view (FOV) constant. We define our visual scale factor as the ratio between the GFOV and the FOV. The present study has been carried out on the SAAM dynamic driving simulator and aims at determining the precise effect of this visual scale factor on the speed perception. 20 subjects have reproduced 2 speeds (50 km/h and 90 km/h) without knowing the numerical values of these consigns, with 5 different visual scale factors: 0.70, 0.85, 1.00, 1.15 and 1.30. We show that speed perception significantly increases when the visual factor increases. A 0.15 modification of this factor is enough to obtain a significant effect. Furthermore, the relative variation of the speed perception is proportional to the visual scale factor. Besides, the modification of the geometric field of view remained unnoticed by all the subjects, which implies that this technique can be easily used to make drivers reduce their speed in driving simulation conditions. However, this technique may also modify perception of distances.

Study of the Influence of Different Washout Algorithms on Simulator Sickness for a Driving Simulation Task

This paper deals with the effects of different washout algorithms used for Stewart platforms on subjective and objective ratings. Washout algorithms are used to represent vehicle dynamics in a restricted spatial place. An adaptive washout algorithm was realized to control the hexapod platform, depending on the specific force error in longitudinal, lateral and vertical directions, in order to compare user‟s experience with those in the case of classical algorithm. In this study, the simulator sickness has been evaluated for three algorithms in dynamic driving simulator situation in objective and subjective way.

Motion sickness evaluation and comparison for a static driving simulator and a dynamic driving simulator

This paper deals with driving simulation and in particular with the important issue of motion sickness. The paper proposes a methodology to evaluate the objective illness rating metrics deduced from the motion sickness dose value and questionnaires for both a static simulator and a dynamic simulator. Accelerations of the vestibular cues (head movements) of the subjects were recorded with and without motion platform activation. In order to compare user experiences in both cases, the head-dynamics-related illness ratings were computed from the obtained accelerations and the motion sickness dose values. For the subjective analysis, the principal component analysis method was used to determine the conflict between the subjective assessment in the static condition and that in the dynamic condition. The principal component analysis method used for the subjective evaluation showed a consistent difference between the answers given in the sickness questionnaire for the static platform case from those for the dynamic platform case. The two-tailed Mann–Whitney U test shows the significance in the differences between the self-reports to the individual questions. According to the two-tailed Mann–Whitney U test, experiencing nausea (p = 0.019<0.05) and dizziness (p = 0.018<0.05) decreased significantly from the static case to the dynamic case. Also, eye strain (p = 0.047<0.05) and tiredness (p = 0.047<0.05) were reduced significantly from the static case to the dynamic case. For the perception fidelity analysis, the Pearson correlation with a confidence interval of 95% was used to study the correlations of each question with the x illness rating component IR x , the y illness rating component IR y , the z illness rating component IR z and the compound illness rating IR tot . The results showed that the longitudinal head dynamics were the main element that induced discomfort for the static platform, whereas vertical head movements were the main factor to provoke discomfort for the dynamic platform case. Also, for the dynamic platform, lateral vestibular-level dynamics were the major element which caused a feeling of fear.

Virtual immersive review for car design

In this paper, a method to link CAD models to an immersive virtual environment is proposed. CAD models cannot be viewed directly in a real-time visualization environment. CAD models have to be adapted to be viewed in an immersive environment with high quality rendering. The proposed method allows design review in application requesting high quality complex scene visualization in immersive virtual environment. Our application is dedicated to an immersive room called the MoVE (Mobile Virtual Environment). This display offers a particular place to the user. User is inside the virtual world. This position allows us to take care of the peripheral.

The role of motion platform on postural instability and head vibration exposure at driving simulators

This paper explains the effect of a motion platform for driving simulators on postural instability and head vibration exposure. The sensed head level-vehicle (visual cues) level longitudinal and lateral accelerations (ax,sensed=ax_head and ay,sensed=ay_head, ayv=ay_veh and ayv=ay_veh) were saved by using a motion tracking sensor and a simulation software respectively. Then, associated vibration dose values (VDVs) were computed at head level during the driving sessions. Furthermore, the postural instabilities of the participants were measured as longitudinal and lateral subject body centre of pressure (XCP and YCP, respectively) displacements just after each driving session via a balance platform. The results revealed that the optic-head inertial level longitudinal accelerations indicated a negative non-significant correlation (r=-.203, p=.154>.05) for the static case, whereas the optic-head inertial longitudinal accelerations depicted a so small negative non-significant correlation (r=-.066, p=.643>.05) that can be negligible for the dynamic condition. The XCP for the dynamic case indicated a significant higher value than the static situation (t(47), p<.0001). The VDVx for the dynamic case yielded a significant higher value than the static situation (U(47), p<.0001). The optic-head inertial lateral accelerations resulted a negative significant correlation (r=-.376, p=.007<.05) for the static platform, whereas the optic-head inertial lateral accelerations showed a positive significant correlation (r=.418, p=.002<.05) at dynamic platform condition. The VDVy for the static case indicated a significant higher value rather than the dynamic situation (U(47), p<.0001). The YCP for the static case yielded significantly higher than the dynamic situation (t(47), p=.001<0.05).