Régis Lobjois

The effects of aging on street-crossing behavior: from estimation to actual crossing

Based on an interactive road-crossing task, this study examined age-related effects on crossing decisions and whether or not age affects behavioral adjustments to the time gap. It also compared crossing-task decisions to previously observed estimation-task decisions [Lobjois, R., Cavallo, V., 2007. Age-related differences in street-crossing decisions: the effects of vehicle speed and time constraints on gap selection in an estimation task. Accident Analysis and Prevention 39 (5), 934-943]. The results showed that older adults selected a greater mean time gap and initiated their crossing sooner than the younger ones, indicating an attempt to compensate for their increased crossing time. However, older adults accepted shorter and shorter time gaps as speed increased, putting them at a higher risk at high speeds. Regarding adaptive behavior, the analyses showed that all groups adjusted their crossing time to the available time. Comparison of crossing decisions and estimations revealed that the young group had a greater number of tight fits and missed fewer opportunities on the crossing task, whereas these differences did not appear in the elderly. This suggests that the crossing decisions of younger adults are much more finely tuned to time gaps in actual crossing tasks than in estimation tasks and that older adults have trouble calibrating perception and action and perceiving possibilities for action.

The effects of age and traffic density on street-crossing behavior

Past research has shown that road users accept shorter time gaps when the waiting time/number of vehicles they let pass before attempting to merge into the traffic increases. While elderly pedestrians are known to be an extremely vulnerable group of road users, very few studies dealt with the effect of environmental constraints and crossing complexity on this populations safety. The present study aimed at determining whether or not street-crossing decisions and behavior of younger and older pedestrians were differently affected by a traffic flow. In an interactive street-crossing task, we assessed whether mean time gap and crossing decisions depended on the position of the gap pedestrians selected into the traffic stream. Results revealed that irrespective of their age pedestrians accepted a smaller time gap when they chose the second interval of the traffic compared to the first one. Contrasting with previous hypotheses, this traffic-related behavior was not accompanied by an increase in the decisions risk. The findings also showed that the transition threshold from rejecting to accepting time gaps was shorter when the second interval was selected compared to the first one. This increment in task constraints might help younger and older pedestrians alike to perceive action possibilities more accurately and to be better attuned to traffic conditions by comparing gaps between each other. This opens an interesting perspective in the understanding and the training of the ability of elderly road users to remain accurate in their judgements.

Aging and Tennis Playing in a Coincidence-Timing Task With an Accelerating Object: The Role of Visuomotor Delay

Abstract The purpose of the present study was to determine whether playing a specific ball sport, such as tennis, could maintain the coincidence-timing (CT) performance of older adults at a similar level to that of younger ones. To address this question, tennis players and nonplayers of three different age ranges (ages 20–30, 60–70, and 70–80 years) performed a simple CT task consisting of timing their response (pressing a button) to coincide with the arrival of a stimulus at a target. The stimulus moved at either an accelerating, constant, or decelerating velocity. As expected, all participants were affected by the velocity manipulation, which led to late and early responses to accelerating and decelerating stimuli, respectively. Whereas this response bias was increasingly pronounced with advancing age in nonplayers, no difference was found among player groups of different ages. Finally, we showed that the length of the visuomotor delay could explain the effect of nonconstant velocities.

The contribution of visual and proprioceptive information to the perception of leaning in a dynamic motorcycle simulator

Abstract Compared with driving or flight simulation, little is known about self-motion perception in riding simulation. The goal of this study was to examine whether or not continuous roll motion supports the sensation of leaning into bends in dynamic motorcycle simulation. To this end, riders were able to freely tune the visual scene and/or motorcycle simulator roll angle to find a pattern that matched their prior knowledge. Our results revealed idiosyncrasy in the combination of visual and proprioceptive information. Some subjects relied more on the visual dimension, but reported increased sickness symptoms with the visual roll angle. Others relied more on proprioceptive information, tuning the direction of the visual scenery to match three possible patterns. Our findings also showed that these two subgroups tuned the motorcycle simulator roll angle in a similar way. This suggests that sustained inertially specified roll motion have contributed to the sensation of leaning in spite of the occurrence of unexpected gravito-inertial stimulation during the tilt. Several hypotheses are discussed. Practitioner Summary: Self-motion perception in motorcycle simulation is a relatively new research area. We examined how participants combined visual and proprioceptive information. Findings revealed individual differences in the visual dimension. However, participants tuned the simulator roll angle similarly, supporting the hypothesis that sustained inertially specified roll motion contributes to a leaning sensation.

Towards Identifying the Roll Motion Parameters of a Motorcycle Simulator

This study aimed at identifying the roll motion parameters of a motorcycle simulator prototype. Experienced motorcyclists tuned the angular physical movement of the mock-up and that of the visual scene to achieve an optimal riding experience during curves. The participants exceeded the rolling angles that would be required in real-world riding, while avoiding leaning the mock-up beyond 10°. In addition, they were more influenced by the speed of the virtual motorcycle than by road curvature, especially in a wide field of view. Heterogeneity was found in the roll applied to the visual scene. The overall patterns suggest that at least when washout is not applied to remove the side forces that in real-world riding are compensated by a centrifugal force, greater roll of the visual at the expense of the mock-up is mandatory to avoid performance biases that might be enhanced due to fear of falling off the simulator. Future roll motion models must take into consideration factors such as riding postures, which might not only influence the forces operating on the rider-motorcycle system, but also how motorcyclists perceive the visual world.

Steering Control in a Low-Cost Driving Simulator: A Case for the Role of Virtual Vehicle Cab

Objective: The aim of this study was to investigate steering control in a low-cost driving simulator with and without a virtual vehicle cab. Background: In low-cost simulators, the lack of a vehicle cab denies driver access to vehicle width, which could affect steering control, insofar as locomotor adjustments are known to be based on action-scaled visual judgments of the environment. Method: Two experiments were conducted in which steering control with and without a virtual vehicle cab was investigated in a within-subject design, using cornering and straight-lane-keeping tasks. Results: Driving around curves without vehicle cab information made drivers deviate more from the lane center toward the inner edge in right (virtual cab = 4 ± 19 cm; no cab = 42 ± 28 cm; at the apex of the curve, p < .001) but not in left curves. More lateral deviation from the lane center toward the edge line was also found in driving without the virtual cab on straight roads (virtual cab = 21 ± 28 cm; no cab = 36 ± 27 cm; p < .001), whereas driving stability and presence ratings were not affected. In both experiments, the greater lateral deviation in the no-cab condition led to significantly more time driving off the lane. Conclusion: The findings strongly suggest that without cab information, participants underestimate the distance to the right edge of the car (in contrast to the left edge) and thus vehicle width. This produces considerable differences in the steering trajectory. Application: Providing a virtual vehicle cab must be encouraged for more effectively capturing drivers’ steering control in low-cost simulators.

Riding a Motorcycle Simulator: How Do Visual and Non-Visual Cues Contribute to the Illusion of Leaning in a Bend

Since all motion bases of simulator involve intrinsic physical limits, the lack of coupling between visual and inertial cues may be responsible for visuo-vestibular conflict, lowering presence in the virtual environment and increasing simulator sickness. In order to proportion the movements of the motion base and of the visual scenery, the present study aimed at characterizing the coupling between visual and inertial cues that generates a believable and realistic illusion of roll movement in a motorcycle simulator. In the experiment, participants (n=29) actively tuned the visual and physical tilt to achieve the best sensation of leaning, while the theoretical tilt of a real motorcycle (in a similar situation), the road curvature as well as the horizontal field of view (ie,, 60deg vs. 180deg) were manipulated. The results revealed different patterns of use of the visual scenery among riders (eg,, in tilting the visual horizon in the same or in the opposite direction of the displayed curve, or in keeping the visual horizon straight). The results are discussed in terms of the differential roles of tilting the visual and physical dimensions in creating a reliable illusion of riding among motorcyclists.