de Dick Waard

A COMPARISON OF DIFFERENT WAYS TO APPROXIMATE TIME-TO-LINE CROSSING (TLC) DURING CAR DRIVING

Three experiments are presented in which the accuracy of different methods to approximate time-to-line crossing is assessed the first experiment TLC was computed, using a trigonometric method, during normal driving while the vehicle stayed in lane. The minima of TLC were compared with two approximations and it was found computing TLC as lateral distance divided by lateral velocity gave poor results. It was concluded that this simple approximation is not suitable for measuring TLC minima in studies of driver behaviour. A way of computing TLC that takes account of the curved path of the vehicle resulted in a good fit of TLC minima. In two other experiments the vehicle exceeded the lane boundary, either intentionally as a result of a lane change manoeuvre, or unintentionally as a result of impaired driving. In these cases no TLC minima exists since these only occur as a result of correcting steering actions to stay within the lane. In contrast to normal lane keeping, it was found that prior to crossing the lane boundary, the simple approximation resulted in more accurate estimation of available time before the lane boundary is exceeded compared to the more complex approximation. This indicates that for lane keeping support systems and systems that detect when the driver has fallen asleep and drifts out of lane, a simple algorithm for TLC estimation may give reliable results, while this algorithm is not accurate enough for more fundamental studies of driver behaviour. However, the reliability of the approximation is only satisfactory over a very short time range before the lane boundary is actual exceeded. This may result in warnings that come too late and result in too little time to respond for the driver.

Lane change manoeuvres and safety margins

The relation between perceptual information and the motor response during lane-change manoeuvres was studied in a fixed-based driving simulator. Eight subjects performed 48 lane changes with varying vehicle speed, lane width and direction of movement. Three sequential phases of the lane change manoeuvre are distinguished. During the first phase the steering wheel is turned to a maximum angle. After this the steering wheel is turned to the opposite direction. The second phase ends when the vehicle heading approaches a maximum that generally occurs at the moment the steering wheel angle passes through zero. During the third phase the steering wheel is turned to a second maximum steering wheel angle in opposite direction to stabilise the vehicle in the new lane. Duration of the separate phases were analysed together with steering amplitudes and Time-to-Line Crossing in order to test whether and how drivers use the outcome of each phase during the lane change manoeuvre to adjust the way the subsequent phase is executed. During the first phase the time margin to the outer lane boundary was controlled by the driver such that a higher speed was compensated for by a smaller steering wheel amplitude. Due to this mechanism the time margin to the lane boundary was not affected by vehicle speed. During the second phase the speed with which the steering wheel was turned to the opposite direction was affected by the time margins to the lane boundary at the start of the second phase. Thereafter, smaller minimum time margins were compensated for by a larger steering wheel amplitude to the opposite direction. The results suggest that steering actions are controlled by the outcome of previous actions in such a way that safety margins are maintained. The results also suggest that visual feedback is used by the driver during lane change manoeuvres to control steering actions, resulting in flexible and adaptive steering behaviour. Evidence is presented in support of the idea that temporal information on the relation between the vehicle and lane boundaries is used by the driver in order to control the motor response.

Road-edge delineation in rural areas: effects on driving behaviour.

When driving on lower-category Dutch rural roads without any delineation, drivers are likely to drift off the road with their right-side wheels, thus incurring damage to the pavement edge or even leading to accidents. In two experiments, two types of road-edge delineation, with continuous or dashed edge lines, were compared with two control roads without lines or with only a dashed line on the road axis. The first experiment consisted of non-obtrusive video recordings of passing traffic. Vehicle position on the experimental roads was more to the roads centre than on the control roads. The second experiment was a driving test with an instrumented vehicle, during daytime lighting and during darkness. Again, vehicle lateral position was more central on the experimental roads, especially during darkness. Subjects could safely pass oncoming vehicles. Driving speed increased on the experimental roads compared with the unlined control road, but not beyond speeds found on the axis-lined control road. Drivers mental effort while driving over the experimental roads did not differ from the effort while driving over the control roads. Subjectively rated effort was higher for the unlined control road than for the three other roads. Subjects preferred the edge-lined roads to the unlined control road, but not more than the axis-lined control road. It was concluded that edge-lines may provide a simple and effective way of inducing a more favourable lateral position on rural roads without having negative effects on subjective appraisal, driving performance or mental workload.

Cardiovascular state changes during performance of a simulated ambulance dispatchers' task: potential use for adaptive support

Adaptive support has the potential to keep the operator optimally motivated, involved, and able to perform a task. In order to use such support, the operators state has to be determined from physiological parameters and task performance measures. In an environment where the task of an ambulance dispatcher was simulated, two studies have been carried out to evaluate the feasibility of using cardiovascular measures for adaptive support. During performance of this 2-3h lasting planning task, a pattern of results is found that can be characterized by an initial increase of blood pressure and heart rate and a decrease of heart rate variability (defense reaction pattern) followed by an ongoing increase of blood pressure counteracted by a decrease in heart rate. This pattern can be explained by an augmented short-term blood pressure control (baroreflex), which is reflected in an increase of baroreflex sensitivity. Additionally, in this latter phase heart rate variability (HRV) increases as a function of time, while blood pressure variability decreases. In the two studies performed, the baroreflex pattern was consistent for all the relevant variables. In both studies there were periods with high and low workload. Effects of task load are mainly reflected in the variability measures, while in the second study, additionally, blood pressure level was higher during periods with high task demands. The conclusion of the studies is that consistent cardiovascular response patterns can be recognized during this semi-realistic planning task, where variability measures are most sensitive to task demand changes, while blood pressure and baroreflex sensitivity are most informative with respect to cardiovascular state changes. These findings can be seen as a great potential benefit for future use in adaptive support applications.

Short-Term Cardiovascular Responses to Changing Task Demands

When measuring operator states the predictive power of cardiovascular and respiratory measures in relation to mental workload has been questioned. One of the main questions is to what extent do cardiovascular measures actually reflect mental workload. This question arises because good measures of mental workload should be sensitive to changes in mental effort alone and not to other influences or at least the changes associated with mental workload should be easy to isolate. In the case of cardiovascular measures, the physiological change brought on by the baroreflex is a compensatory control effect that can potentially overshadow changes in physiology due to mental effort and therefore reduce the usefulness of cardiovascular measures. However, this does not need to be the case. Despite the effects caused by the baroreflex differences in heart rate, heart rate variability and other cardiovascular measures associated with task related effort can still be found using short-term response patterns. The short-segment analysis approach described in this paper is based on a time-frequency method in which the spectral power of the cardiovascular measures in specified spectral bands is computed from small time segments, i.e. 30 s. To demonstrate the effectiveness of this technique two studies which made use of a simulation of an ambulance dispatchers task are described, both with easy and difficult task conditions. A short-lasting increase in task demand was found to be reflected in short-lasting increases in heart rate and blood pressure in combination with corresponding decreases in heart rate variability and blood pressure variability. These effects were larger in easy task conditions than in hard conditions, likely due to a higher overall effort-level during the hard task conditions. However, the developed measures are still very sensitive to mental effort and if this brief segmentation approach is used cardiovascular measures show promise as good candidates for reflecting mental effort during the assessment of operator state.