An on-road study involving two vehicles: observed differences between an auditory and haptic lane departure warning system (original) (raw)
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Proceedings of the 5th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design : Driving Assessment 2009
Active safety systems that warn automobile drivers of various types of impending collisions have been developed. How these systems alert drivers when integrated, however, is a crucial component to their effectiveness that hinges on the consideration of human factors. Drivers' ability to comprehend multiple alerts presented through a haptic driver seat was investigated in this dissertation. Twenty-four participants, balanced for age and gender, drove an instrumented vehicle on a test-track while haptic alerts (vibrations in the driver seat) were generated. Drivers' ability to transmit the information conveyed by the alerts was investigated through two experiments. The first experiment investigated the effects of increasing the number of potential alerts on drivers' response performance. The second experiment investigated whether presenting haptic alerts through unique versus common locations in the driver seat affects drivers' response performance. Younger drivers (between the ages of 18 and 25 years old) were found to efficiently process the increased information contained in the alerts, while older drivers were not as efficient. However, it is foreseeable that older driver performance decrements may be assuaged when a crash context is provided. A third experiment evaluated the haptic driver seat's ability to alert distracted drivers to an actual crash threat. Drivers that received a haptic seat alert returned their gaze to the forward roadway sooner, removed their foot from the throttle sooner, pressed the brake pedal sooner, and stopped farther away from an inflatable barricade than drivers that did not receive a haptic seat alert. No age or gender effects were found in this experiment. Furthermore, half of the drivers that received the haptic seat alert lifted up on the throttle before returning their eyes to the forward roadway. This suggests these drivers developed an automatic response to the haptic seat alerts through their experience with the previous two experiments. A three-alert haptic seat approach, the intermediate alternative tested, is recommended providing specific design requirements are met. iii DEDICATION This dissertation is dedicated to my fiancée Elizabeth, my grandparents Joyce, Francine, and Andre, my parents Stephen and Monique, as well as my brother Jeff and my sister Stephanie. Thank you for your tremendous support.
Efficacy of haptic blind spot warnings applied through a steering wheel or a seatbelt
Transportation Research Part F: Traffic Psychology and Behaviour, 2013
This study evaluates the efficacy of haptic feedback for the Blind Spot Warnings (BSWs) that are delivered to a driver through a steering wheel or a seatbelt. To this end, we developed a virtual driving simulator that implemented potential side collision scenarios. Haptic BSWs were issued as a vibrotactile alert during lane changes if a car in the target lane approached from the participant's blind spot at a faster speed. The two haptic warning types were assessed through a human factors experiment with participants of two age groups: younger (30-40 years) and older (50-60 years). No warning condition was also included as the control condition. As performance measures, the Collision Prevention Rate (CPR) and the Minimum Distance by which a collision was Avoided (MDA) were collected. As preference measures, the participants' perception of usefulness of the haptic warnings and their overall satisfaction were used. Experimental results showed that the highest CPR, the longest MDA, and the highest preference were achieved when BSWs were delivered through the steering wheel. For the seatbelt BSW, the CPR and MDA did not increase with statistical significance than those of the no-warning condition, but the participants felt that the haptic seatbelt was useful with high satisfaction. Interestingly, the scores of perceived usefulness and satisfaction were higher with the older group, suggesting that older drivers can be more willing to accept these new types of warning. In addition, the experiment suggested several factors that need to be studied to further improve the performance and preference of haptic BSW, such as warning issue timing and vibration intensity.
Looming Auditory and Vibrotactile Collision Warning for Safe Driving
Proceedings of the 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design : driving assessment 2013
Looming auditory warning signals (that is, signals whose intensity increases over time) have proven to be particularly effective in terms of reducing a driver's brake reaction times (BRTs) to impending collisions, and are also associated with very low false alarm rates. We report two experiments designed to further investigate how the presentation of looming auditory warnings with increasing frequency or increasing spatial extent would compare to those with increasing intensity. A third experiment was conducted in order to evaluate the potential efficacy of presenting looming warnings to drivers in another modality, namely via vibrotactile signals. Participants' speeded BRTs to potential collision events following the presentation of various warning signals in a simulated car following scenario were measured. While both looming frequency and spatial warnings were effective in terms of speeding the driver's responses to critical driving events, the magnitude of the benefit resembled that of a typical nonlooming constant intensity warning. Looming intensity warnings outperformed their looming frequency counterparts in terms of facilitating drivers' collision avoidance responses. As for vibrotactile warnings, the results revealed that looming vibrotactile stimuli did not offer any additional benefits over and above the other non-looming vibrations tested in the study. The implications of these findings for collision warning systems design are discussed.
Looming auditory and vibrotactile collision warnings for safe driving
Proceedings of the 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, 2013
Looming auditory warning signals (that is, signals whose intensity increases over time) have proven to be particularly effective in terms of reducing a driver’s brake reaction times (BRTs) to impending collisions, and are also associated with very low false alarm rates. We report two experiments designed to further investigate how the presentation of looming auditory warnings with increasing frequency or increasing spatial extent would compare to those with increasing intensity. A third experiment was conducted in order to evaluate the potential efficacy of presenting looming warnings to drivers in another modality, namely via vibrotactile signals. Participants’ speeded BRTs to potential collision events following the presentation of various warning signals in a simulated car following scenario were measured. While both looming frequency and spatial warnings were effective in terms of speeding the driver’s responses to critical driving events, the magnitude of the benefit resembled that of a typical nonlooming constant intensity warning. Looming intensity warnings outperformed their looming frequency counterparts in terms of facilitating drivers’ collision avoidance responses. As for vibrotactile warnings, the results revealed that looming vibrotactile stimuli did not offer any additional benefits over and above the other non-looming vibrations tested in the study. The implications of these findings for collision warning systems design are discussed."
Effectiveness of Tactile Warning and Voice Command for Enhancing Safety of Drivers
IEEE Access, 2022
Safety is impaired when drivers are required to perform main driving task (tracking of own car, distance maintenance between own car and a leading car, and response to target objects) and secondary task simultaneously, for example, responding to target cars on the road while operating in-vehicle equipment. A two-factor (presence or absence of tactile warning by input modality (no secondary task, voice command for a secondary task, and manual input for a secondary task)) within-subject design of ten licensed males was used to investigate how to compensate for safety impairments (decreased performance of a main and a secondary task such as increased tracking error during driving or increased reaction time to target cars on the road). We investigated whether the use of tactile warnings transmitted via left and right thighs for detecting road objects and voice command to operate in-vehicle equipment could compensate for safety impairments such as the increased reaction time to target cars on the road, the increase of detection error of target cars, or increased tracking error in driving. The accuracy and speed of responses to target cars encountered during driving were reduced when a driver was asked to perform the main and the secondary task simultaneously compared to situations performing only the main driving task (tracking, distance maintenance, and response to target cars). The availability of a tactile warning system for road objects compensated for these diminished performance measures, including slower response times and the increased detection error of target cars. Likewise, voice command contributed to enhanced performance of the main driving task such as decrease of tracking error. INDEX TERMS Automotive safety, interference of multiple tasks, tactile warning, voice command. I. INTRODUCTION 19 The need to perform multiple tasks while driving increases a 20 driver's visual and cognitive workload and substantially com-21 plicates the driver-vehicle interaction. Safety will be impaired 22 due to inattentive driving during multi-task performance [1], 23 [2], [3], [4], [5], [6], [7], [8]. The need to perform multi-24 ple tasks simultaneously while driving can result in delayed 25 responses to hazardous situations and increased potentials for 26 crashes. 27 The associate editor coordinating the review of this manuscript and approving it for publication was Roberto Sacile. a simulated main driving task. Participants were required 217 to maintain velocity within the speed limit of 80 km/h and 218 to maintain a specific distance between their cars and the 219 leading cars using the accelerator and the brake pedal of 220 the steering controller. We developed the driving simulator 221 using Hot Soup Processor 3.4. Four tactors with a diameter 222 of 45 mm (Acouve Laboratory Inc., Vp216) were used for 223 tactile warning. According to Murata et al. [13], the vibration 224 frequency of tactor was set to 64 Hz with an amplitude 225 of 10 Vp-p. The tactors were installed on the surface of 226 the driver's seat according to Murata et al. [13] so that the 227 vibration could be transmitted via left and right thighs. The 228 SOA (Stimulus Onset Asynchrony) and the duration of tactile 229 stimulation were set to 1 s and 1 s, respectively, according 230 to Murata et al. [13]. The SOA of 1 s meant that a warn-231 ing was presented to the participant 1 s before a target car 232 appeared. 233 The approximate layouts of the in-vehicle displays and the 234 GUI task are shown in Figure 2. As Japanese driver's seats are 235 located on the right, the driver seat was located on the right as 236 shown in Figure 2. Two 7-inch liquid crystal display (LCDs) Hypothesis 2, that is also related to tactile warning and the 659 main driving task, predicts that fast responses to target cars 660 do not improve the efficiency of other driving activity such as 661 tracking and distance maintenance, although rapid responses 662 to targets cars was promoted by tactile warning as verified 663 above. As shown in Figures 5 and 6, tactile warning did not 664 contribute to the mitigation of spatial processing competition 665 among tracking, distance maintenance, and responses to tar-666 get cars during driving, which verified Hypothesis 2. 667 Hypothesis 3 includes the concept of resource competition 668 for central processing and is concerned with both tactile warn-669 ing and voice command. There is no resource competition 670 for central processing between a secondary GUI task (verbal 671 processing) and a reaction task to target cars on the road 672 (spatial processing). As shown in Figure 9, fast responses to 673 target cars by tactile warning led to fast responses in the GUI 674 task, which was in support of Hypothesis 3. 675 Hypothesis 4 is related to voice command and tactile warn-676 ing and avoidance of response modality competition between 677 manual input to a GUI task and manual responses during 678 driving such as manual tracking or distance maintenance, 679
Effectiveness of Automotive Warning System Presented with Multiple Sensory Modalities
Digital Human Modeling and Applications in Health, Safety, Ergonomics, and Risk Management. Healthcare and Safety of the Environment and Transport
Although it is very important to drive safely by drivers themselves, it is impossible to find drivers who do not make mistakes during driving. Therefore, vehicles should be equipped with a system that automatically detect hazardous state and warn if of drivers so that such a preventive safety can contribute to the reduction of traffic accidents due to the oversight of important information necessary for safety driving. This study paid attention to the preventive safety technology, and discussed how the warning should be presented to drivers. It was explored whether simultaneously presenting warning to multiple sensory organs such as visual and auditory systems can promote (quicken) the perception of warning even under the situation, where interference between information of the same sensory modality occurs. The auditory-tactile warning was found to lead to quicker and more accurate reaction to a hazardous scene during a simulated driving.
Tactile stimulations and wheel rotation responses: toward augmented lane departure warning systems
Frontiers in Psychology, 2014
When an on-board system detects a drift of a vehicle to the left or to the right, in what way should the information be delivered to the driver? Car manufacturers have so far neglected relevant results from Experimental Psychology and Cognitive Neuroscience. Here we show that this situation possibly led to the sub-optimal design of a lane departure warning system (AFIL, PSA Peugeot Citroën) implemented in commercially available automobile vehicles. Twenty participants performed a two-choice reaction time task in which they were to respond by clockwise or counter-clockwise wheel-rotations to tactile stimulations of their left or right wrist. They performed poorer when responding counter-clockwise to the right vibration and clockwise to the left vibration (incompatible mapping) than when responding according to the reverse (compatible) mapping. This suggests that AFIL implements the worse (incompatible) mapping for the operators. This effect depended on initial practice with the interface. The present research illustrates how basic approaches in Cognitive Science may benefit to Human Factors Engineering and ultimately improve man-machine interfaces and show how initial learning can affect interference effects.
EVALUATION OF PHYSICAL MEASURES OF STEERING AND BRAKING RESPONSE FOR IN-VEHICLE WARNING SYSTEMS
A concern of all ergonomic analysis and design is to help ensure a safe environment for employees working in various trades and professions. This can include systems to warn users about the incorrect usage of equipment or processes. This paper summarizes an investigation in to developing methodologies to measure these responses quantitatively. Twelve participants were asked to drive a simulated vehicle with electromyography (EMG) electrodes placed on four different muscle groups of the upper arm and lower leg. Subjects were distracted to generate a lane departure, during which the auditory, haptic, or combination of auditory and haptic, warning was provided to capture the driver's attention. The response of the participant to the given warning was measured by recording the muscle activity using EMG. The results documented significant root-mean-square (RMS) of EMG amplitudes during steering and braking activity in response to the warning condition. In addition, this study describes methodology involved in measuring these responses. The result of this study can be useful to find the effectiveness of warning systems such as correct reactions, or possibly the presence of startle/panic responses.
The comparison of different sensory outputs on the driving overtake alarm system
2011
Most car accidents are caused by improper driving behaviors. Studies have shown that changing lanes improperly is one of the main causes of traffic accidents. This shows that drivers need an assisting alarm system to help them avoid the danger during overtaking. We also found that the existing alarm system and researches try to use different sensory outputs as the alarm signals. However, there were no studies to compare how the different sensory alarm signals affect the drivers. Therefore, in this study, we have setup three kinds of alarm signals (visual, sound, and haptic alarm signals) to see which one is more suitable at the high speed context. On top of that, the sensitivity of the alarm system may be the other key factor that affects drivers' behaviors. So, we manipulate two most commonly shown alarm signal frequencies when the driver feels threatened. The results of this study have proven that the sound and haptic signals are better than visual outputs when drivers are put in a high visual loading situation. This result could be the guideline for future designers of a driving alarm system.