Relevant bibliographies by topics / Driver perception/reaction time

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Driver perception/reaction time'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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Journal articles on the topic "Driver perception/reaction time"

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Lerner, Neil. "Giving the older driver enough perception-reaction time." Experimental Aging Research 20, no. 1 (January 1994): 25–33. http://dx.doi.org/10.1080/03610739408253951.

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Fambro, Daniel B., Rodger J. Koppa, Dale L. Picha, and Kay Fitzpatrick. "Driver Perception–Brake Response in Stopping Sight Distance Situations." Transportation Research Record: Journal of the Transportation Research Board 1628, no. 1 (January 1998): 1–7. http://dx.doi.org/10.3141/1628-01.

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One of the most important requirements in highway design is the provision of adequate stopping sight distance at every point along the roadway. At a minimum, this sight distance should be long enough to enable a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. Stopping sight distance is the sum of two components–brake reaction distance and braking distance. Brake reaction distance is based on the vehicle’s speed and the driver’s perception–brake reaction time (PBRT). Four separate, but coordinated, driver braking performance studies measured driver perception–brake response to several different stopping sight distance situations. The results from the driver braking performance studies suggest that the mean perception–brake response time to an unexpected object scenario under controlled and open road conditions is about 1.1 s. The 95th percentile perception–brake response times for these same conditions was 2.0 s. The findings from these studies are consistent with those in the literature: that is, most drivers are capable of responding to an unexpected hazard in the roadway in 2.0 s or less. Thus, the American Association of State Highway and Transportation Officials’ perception–brake response time of 2.5 s encompasses most of the driving population and is an appropriate value for highway design.
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Naylor, David W., and Johnny R. Graham. "Intersection Design and Decision–Reaction Time for Older Drivers." Transportation Research Record: Journal of the Transportation Research Board 1573, no. 1 (January 1997): 68–71. http://dx.doi.org/10.3141/1573-11.

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Trends in automobile and roadway use have changed drastically over the past several years. Changes in the trends include an increase in the percentage of licensed drivers, annual miles driven, and an increase in the number of older drivers. Of particular concern is the increase in the number of older drivers and the question of whether the current design standards adequately meet the needs of the older driver. In this study, the perception-reaction time variable used in calculating intersection sight distance at stop sign-controlled intersections was evaluated. The current design value for the perception–reaction time is 2.0 sec, which has been used since the 1940s when the driving population was much younger. A field experiment was performed to determine an appropriate value for today’s driving population. Subjects were covertly videotaped as they entered two rural and two urban stop sign-controlled interactions. Mean decision–reaction times were determined for an older and a younger group of subjects. The older group, consisting of 104 subjects, averaged 69.3 years of age and had a mean decision–reaction time of 1.32 sec. A group of 104 younger subjects, less than 30 years of age, had a mean decision–reaction time of 1.24 sec. The 85th percentile decision–reaction time for the older group was 1.86 sec and for the younger group, 1.66 sec. Both times were less than the current AASHTO design value of 2.0 sec.
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Prasolenko, O. "IMPACT OF ROAD TRAFFIC ON DRIVER REACTION TIME." Municipal economy of cities 6, no. 159 (November 27, 2020): 169–72. http://dx.doi.org/10.33042/2522-1809-2020-6-159-169-172.

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The main problem of driving safety in the dark for drivers is the recognition of elements of the traffic situation. Changes in the characteristics of visual perception are due to changes in illumination, brightness of the color contrast of important and significant for the driver stimuli during movement. It is the recognition of existing obstacles in terms of contrast and brightness that is the biggest problem for drivers. When driving at night, drivers are prone to dazzle, they are less able to distinguish colors, and the field of view is significantly reduced. The availability of technical means for regulating traffic in accordance with road conditions and pedestrian traffic in the dark are the main means that allow the driver to navigate while driving. The driver's reaction time to the appearance of danger is decisive in the event of conflict situations in the dark. Driver reaction time is an important indicator of road safety. The reaction time is constantly changing and depends on many factors of working conditions, the functional state of the driver. Working conditions cause fatigue and emotional stress. The change in reaction time depends on the state of health, the intake of certain medications, the state of drug and alcohol intoxication, etc. In addition, a person's age, gender and experience also affect the reaction time. A simpler and more effective method for studying the distribution of reaction time and patterns of change is the use of an individual car with recording equipment. It has been proven that car drivers can keep their distance, brake synchronously and maintain braking force in accordance with the leading car braking and being in front. Therefore, to study the parameters of movement along the route, we used the device racelogic "VideoVbox". Experimental studies on city streets at night have been carried out, have shown the relationship between the driver's reaction time and traffic conditions. The study involved drivers between the ages of 20 and 40. As a result, regularities were obtained for the change in the reaction time under different lighting conditions and the traffic load factor of the streets. It has been found that with a low load factor, the driver is more likely to be distracted and has a worse reaction time. The optimal load for the driver is a load factor ranging from 0.35-0.55 with the best response times. The constructed model of the driver's reaction time can be used in expert practice to establish the circumstances of the occurrence of road accidents.
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Chen, Wan-Hui, Chih-Yung Lin, and Ji-Liang Doong. "Effects of Interface Workload of In-Vehicle Information Systems on Driving Safety." Transportation Research Record: Journal of the Transportation Research Board 1937, no. 1 (January 2005): 73–78. http://dx.doi.org/10.1177/0361198105193700111.

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Driver distraction and lack of awareness of the driving situation are major causes of accidents in the urban areas in Taiwan; failing to obey traffic signals is the third leading accident cause. Numerous innovative in-vehicle information systems (IVIS) could be used collectively to provide drivers with a variety of information, such as messages from intersection collision warning systems (ICWS) by way of different in-vehicle interfaces. How the different IVIS interfaces influence driver workload and safety is always an important issue. This study investigates the effects of auditory ICWS messages on driver performance while the driver's visual, hearing, or mental processing attention resources (or all three) are engaged by secondary tasks. This type of engagement or distraction commonly occurs when a driver uses IVIS. The secondary tasks used to distract drivers were created by different types of mathematical questions presented with different types of display devices (e.g., voice from a speaker or numbers shown on a liquid crystal display screen or head-up display). Mixed linear models were employed to examine the factors influencing driver perception–reaction time with the consideration of repeated measures. Several factors, including several main factors and an interaction, were found to be significant. The most important finding was that the interaction between provision of ICWS information and the display format indicated that an auditory warning message could increase driver perception–reaction time while a driver was distracted by an auditory task. In addition, it was found that driver distraction due to different mental processing tasks had a significant impact on driver perception–reaction time.
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Lerner, Neil D. "Brake Perception-Reaction Times of Older and Younger Drivers." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 2 (October 1993): 206–10. http://dx.doi.org/10.1177/154193129303700211.

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The time drivers require to react in braking situations underlies many practices in highway design and operations. There is concern whether the perception-reaction time (PRT) values used in current practice adequately meet the requirements of many older drivers. This study compared on-the-road brake PRTs for unsuspecting drivers in three age groups: 20–40, 65–69, and 70-plus years old. The method included features to enhance the ecological validity of the observed reactions: subjects drove their own vehicles in their normal manner; driving was on actual roadways; extended preliminary driving put the driver at ease and without expectation of unusual events at the time of the braking incident; the incident occurred at a location lacking features that might enhance alertness (e.g., curves, crests, driveways). Subjects drove an extended route, under the guise that they were making periodic judgments about “road quality.” At one point, a large crash barrel was remotely released from behind brush on a berm and rolled toward the driver's path. Although most of the fastest observed PRTs were from the young group, there were no differences in central tendency (mean = 1.5 s) or upper percentile values (85th percentile = 1.9 s) among the age groups. Furthermore, the current highway design value of 2.5 seconds for brake PRT appears adequate to cover the full range of drivers.
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Droździel, Paweł, Sławomir Tarkowski, Iwona Rybicka, and Rafał Wrona. "Drivers ’reaction time research in the conditions in the real traffic." Open Engineering 10, no. 1 (January 31, 2020): 35–47. http://dx.doi.org/10.1515/eng-2020-0004.

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AbstractThe article presents the results of research on the total reaction time of drivers in real traffic conditions. The tested driver had to react to a complex signal by performing a braking manoeuvre. The measurements were based on the author’s method combining the measurements of reaction time during the actual driving with their computer analysis. The research group consisted of 15 drivers with different seniority of driving licences. The study measured the time of perception and the time of leg transfer from the accelerator pedal to the brake pedal. The results were subjected to analysis and on its basis conclusions were formulated.
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Pennetti, Cody A., Kelsey Hollenback, Inki Kim, and James H. Lambert. "Cognitive Load Variability from Road Characteristics Should Influence a Safety Requirement for Vehicle Stopping Sight Distance." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 2129–33. http://dx.doi.org/10.1177/1071181319631396.

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Current U.S. geometric road design standards are based on a prescribed value for a driver’s perception-reaction time (a constant value of 2.5 seconds), which represents the time necessary for a driver to safely stop the vehicle to avoid a crash (referred to as a stopping sight distance); however, these standards fail to consider how road complexity, driver risk perception, and visual stimuli can influence perception-reaction time. With over a million vehicle fatalities a year (WHO, n.d.), it is necessary to investigate methods of improving driver safety. The influence of road characteristics is considered with some road design policies, but not currently applied to stopping sight distance. This paper introduces theoretical considerations for increasing perception-reaction time (and thereby adjusting speed limits or road geometry) based on roadway complexity (volume of vehicles, road geometry, pedestrian crossings, frequency of adverse weather conditions, or other conditions).
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Choi, Jaisung, Seungwon Jeong, Jeongmin Kim, Taeho Kim, and Joonsoo Shin. "A Study on Driver Perception-Reaction Time in High-Speed Driving Situations." International Journal of Highway Engineering 19, no. 1 (January 31, 2017): 107–19. http://dx.doi.org/10.7855/ijhe.2017.19.1.107.

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Durrani, Umair, Chris Lee, and Dhwani Shah. "Predicting driver reaction time and deceleration: Comparison of perception-reaction thresholds and evidence accumulation framework." Accident Analysis & Prevention 149 (January 2021): 105889. http://dx.doi.org/10.1016/j.aap.2020.105889.

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Dissertations / Theses on the topic "Driver perception/reaction time"

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Amer, Ahmed. "Statistical and Behavioral Modeling of Driver Behavior on Signalized Intersection Approaches." Diss., Virginia Tech, 2010. http://hdl.handle.net/10919/77995.

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The onset of a yellow indication is typically associated with the risk of vehicle crashes resulting from dilemma-zone and red-light-running problems. Such risk of vehicle crashes is greater for high-speed signalized intersection approaches. The research presented in this dissertation develops statistical as well as behavioral frameworks for modeling driver behavior while approaching high-speed signalized intersection approaches at the onset of a yellow indication. The analysis in this dissertation utilizes two sources of data. The main source is a new dataset that was collected as part of this research effort during the summer of 2008. This experiment includes two instructed speeds; 72.4 km/h (45 mph) with 1727 approaching trials (687 running and 1040 stopping), and 88.5 km/h (55 mph) with 1727 approaching trials (625 running and 1102 stopping). The complementary source is an existing dataset that was collected earlier in the spring of 2005 on the Virginia Smart Road facility. This dataset includes a total of 1186 yellow approaching trials (441 running and 745 stopping). The adopted analysis approach comprises four major parts that fulfill the objectives of this dissertation. The first part is concerned with the characterization of different driver behavioral attributes, including driver yellow/red light running behavior, driver stop-run decisions, driver perception-reaction times (PRT), and driver deceleration levels. The characterization of these attributes involves analysis of variance (ANOVA) and frequency distribution analyses, as well as the calibration of statistical models. The second part of the dissertation introduces a novel approach for computing the clearance interval duration that explicitly accounts for the reliability of the design (probability that drivers do not encounter a dilemma zone). Lookup tables are developed to assist practitioners in the design of yellow timings that reflects the stochastic nature of driver PRT and deceleration levels. An extension of the proposed approach is presented that can be integrated with the IntelliDriveSM initiative. Furthermore, the third part of the dissertation develops an agent-based Bayesian statistics approach to capture the stochastic nature of the driver stop-run decision. The Bayesian model parameters are calibrated using the Markov Chain Monte Carlo (MCMC) slice procedure implemented within the MATLAB® software. In addition, two procedures for the Bayesian model application are illustrated; namely Cascaded regression and Cholesky decomposition. Both procedures are demonstrated to produce replications that are consistent with the Bayesian model realizations, and capture the parameter correlations without the need to store the set of parameter realizations. The proposed Bayesian approach is ideal for modeling multi-agent systems in which each agent has its own unique set of parameters. Finally, the fourth part of the dissertation introduces and validates a state-of-the-art behavioral modeling framework that can be used as a tool to simulate driver behavior after the onset of a yellow indication until he/she reaches the intersection stop line. The behavioral model is able to track dilemma zone drivers and update the information available to them every time step until they reach a final decision. It is anticipated that this behavioral model will be implemented in microscopic traffic simulation software to enhance the modeling of driver behavior as they approach signalized intersections.
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Colella, Diogo Artur Tocacelli. "Comportamento dos motoristas em interseções semaforizadas." Universidade de São Paulo, 2008. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-07042008-085004/.

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Esta pesquisa caracterizou o comportamento de motoristas em interseções semaforizadas sob três aspectos: (1) reação frente à mudança do verde para o amarelo; (2) comportamento durante a desaceleração para parar; e (3) comportamento durante a saída do cruzamento semaforizado. Os dados foram coletados em uma interseção localizada em pista de testes no Virginia Tech Transportation Institute, nos EUA. A amostra foi composta por 60 motoristas voluntários igualmente divididos em função do gênero; dos quais 32 tinham idade inferior a 65 anos (\"jovens\"). Foram investigados efeitos da idade, do gênero e da declividade da via sobre as seguintes situações: tomada de decisão entre parar ou prosseguir no amarelo; posição de parada em relação à faixa de retenção; tempo de percepção e reação (TPR) para frenagem e partida do cruzamento; efeito de zonas de opção e de dilema; taxa de desaceleração para parada na interseção; e taxa de aceleração para partida da interseção. As análises indicaram que: (1) os motoristas mais jovens invadiram mais a faixa de retenção que os idosos; (2) mulheres apresentam maiores TPR para decidir partir da interseção; e (3) o TPR é menor no declive tanto para a decisão de frear quanto para a partida do cruzamento. As taxas de desaceleração não apresentaram influência dos fatores avaliados. Por outro lado, constatou-se que a aceleração foi afetada pelo fator declividade. Como resultado final da pesquisa, foram propostos modelos, em função do tempo, que exprimem a desaceleração/aceleração usada pelos motoristas ao frear/acelerar. Foram propostos modelos para o motorista médio e para motoristas desagregados em três grupos em função da agressividade.
The objective of this research was to characterize driver behavior at signalized intersections according to three aspects: (1) reaction at the onset of the amber phase; (2) behavior during the deceleration to stop at the signal; and (3) behavior during the acceleration to leave the intersection at the onset of the green. The data were collected at a signalized intersection on a private highway, at the Virginia Tech Transportation Institute, in the USA. The sample consisted of 60 volunteer drivers, equally divided by gender. The sample was divided into two age groups: younger drivers (age was less than 65) and older drivers. Effects of gender, age group and roadway grade were investigated for the following aspects: decision making at the onset of amber; final stopping position with relation to the stop line; perception/reaction times (PRT) at the onset of the amber and the green lights; effects of dilemma and option zones; and deceleration and acceleration rates used by the drivers. The analyses suggest that: (1) younger drivers tend to stop farther past the stop line, compared to older drivers; (2) women have longer PRT at the onset of the green; and (3) PRT are shorter on downgrade at the onset of both amber and green lights. The observed deceleration rates were not affected by gender, age group or roadway grade. Acceleration rates were found to be influenced by the grade. A set of models that express the acceleration/deceleration rates as a function of time were proposed to represent the average behavior observed for drivers in the sample. Specific models were also proposed for aggressive, non-aggressive and intermediate drivers.
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Ghasemi, Navid. "Improvement of the driving simulator control and comparison between driver-road-vehicule interaction in real and simulated environment." Thesis, Paris Est, 2020. http://www.theses.fr/2020PESC2010.

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Les activités de recherche ont été menées en collaboration avec l'Université de Bologne, l'Université Paris-Est et l'Université Gustave Eiffel sous la forme d'un doctorat cotutelle. Les activités sont divisées en deux macro-domaines ; les études de simulation de conduite réalisées à l'Université Gustave Eifel (IFSTTAR) et les expériences sur route organisées par l'Université de Bologne. La première partie de la recherche se concentre sur l'amélioration de la fidélité physique du simulateur de conduite à deux degrés de liberté avec une attention particulière aux signaux de mouvement et au modèle de dynamique du véhicule. Ce dernier a été développé dans MATLAB-Simulink et a la capacité de calculer en temps réel les états du véhicule et de contrôler la plateforme de mouvement. Au cours de cette phase de la recherche, des algorithmes de repères de mouvement ont été développés pour contrôler les mouvements du simulateur et l'effet des signaux de mouvement sur le comportement des conducteurs a été analysé par expérimentation. Les résultats de ces études sont discutés dans les cas d’études I et II. Dans la deuxième partie de la recherche, les performances du conducteur et le comportement visuel ont été étudiés sur la route sous différents scénarios. Le comportement visuel du conducteur a été enregistré à l'aide d'un dispositif de suivi oculaire monté sur la tête, tandis que la trajectoire du véhicule a été enregistrée avec un véhicule instrumenté équipé du système de positionnement mondial. Au cours de cette phase, plusieurs études de cas ont été développées pour surveiller le comportement des conducteurs en milieu naturaliste. La cas d'étude III vise à intégrer l'audit de sécurité routière traditionnel à un système innovant de surveillance du comportement des conducteurs. L’expérimentation sur route avec des conducteurs a été réalisée sur une artère urbaine afin d'évaluer l'approche proposée à travers des techniques innovantes de suivi des conducteurs. Ces mêmes instruments de surveillance de la conduite ont été utilisés pour évaluer l'amélioration d'un passage pour piétons au rond-point dans le cas d'étude IV. Les données de suivi oculaire ont été évaluées dans les deux études afin d'identifier un indicateur d'attention visuelle du conducteur en fonction de la position et de la durée du regard des participants. Une attention particulière est accordée à la sécurité des conducteurs vulnérables dans les zones urbaines lors de l'étude du comportement de conduite naturaliste. Le cas d'étude V a analysé le comportement de conduite du conducteur en phase d'approche d'un passage prioritaire à vélo à l'aide de mesures de sécurité de substitution. Les mesures de performance des conducteurs telles que le temps de réaction de la perception et le comportement du regard ont été utilisées pour évaluer le niveau de sécurité du passage à niveau, équipé de systèmes de signalisation standard et innovants. L’amélioration du comportement cédant du conducteur vers un passage à niveau non signalé pendant la nuit et sa réaction à un système d’alarme d’éclairage intégré ont été évaluées dans le cas d’étude VI. La dernière phase de la thèse est consacrée à l'étude du régulateur de vitesse adaptatif (ACC) avec expérimentation sur route et sur simulateur. L'expérimentation sur route a étudié l'influence du système d'aide à la conduite sur l'adaptation des conducteurs avec une évaluation objective et subjective, dans laquelle un instrument de suivi oculaire et un casque EEG ont été utilisés pour surveiller les conducteurs sur une autoroute. Les résultats sont présentés dans les cas d’études VII et VIII et l’attention visuelle des conducteurs a été réduite en raison de l’adaptation à l’ACC dans le scénario de suivi de véhicule. Les résultats de l'essai sur route ont ensuite été utilisés pour reproduire le même scénario dans le simulateur de conduite et l'adaptation du comportement des conducteurs avec l'utilisation de l'ACC a été confirmée par l'expérimentation
The related research activities were carried out in collaboration with the University of Bologna, Paris-Est University and Gustave Eiffel University (IFSTTAR) in the form of a cotutelle PhD. The activities are divided into two macro areas ; the driving simulation studies conducted in Gustave Eifel University (IFSTTAR) and on-road experiments organized by the University of Bologna. The first part of the research is focused on improving the physical fidelity of the two DOF driving simulator with particular attention to motion cueing and vehicle dynamics model. The vehicle dynamics model has been developed in MATLAB-Simulink and has the ability of real-time calculation of the vehicle states and control the motion platform. During this phase of the research, motion cueing algorithms were developed to control the simulator movements and the effect of the motion cues on drivers’ behaviour was analysed through experimentation. The results of these studies are discussed in the case studies I and II. In the second part of the research, the driver performance and visual behaviour were studied on the road under different scenarios. The driver visual behaviour was recorded with the use of a head mounted eye-tracking device, while the vehicle trajectory was registered with an instrumented vehicle equipped with Global Positioning System (GPS). During this phase, several case studies were developed to monitor drivers’ behaviour in the naturalistic environment. Case study III aims to integrate the traditional road safety auditing with an innovative driver behaviour monitoring system. The real road experiment with drivers was carried out in an urban arterial road in order to evaluate the proposed approach through innovative driver monitoring techniques. These same driving monitoring instruments were used for evaluating the improvement of a pedestrian crossing at the roundabout in case study IV. The eye-tracking data were evaluated in both studies in order to identify a driver visual attention indicator based on the participants gaze position and duration. Significant attention is given to the safety of vulnerable drivers in urban areas during the naturalistic driving behaviour study. Case study V analyzed the driver yielding behaviour in approach phase to a bicycle priority crossing with the use of surrogate safety measures. The drivers’ performance measures such as perception reaction time and gaze behaviour were used to assess the safety level of the crossing equipped with standard and innovative signalling systems. The improvement on the driver’s yielding behaviour towards an un-signalized crossing during night-time and their reaction to an integrated lighting-warning system was evaluated in the case study VI. The last phase of the thesis is dedicated to the study of Adaptive Cruise Control (ACC) with on-road and simulator experimentation. The on-road experimentation investigated the driver assistant system influence on the drivers' adaptation with objective and subjective assessment, in which an eye tracking instrument and EEG helmet were used to monitor the drivers on a highway. The results are presented in Case studies VII and VIII and drivers’s visual attention was reduced due to adaptation to the ACC in the car following scenario. The results of the on-road test were later used to reproduce to the same scenario in the driving simulator and the adaptation of drivers’ behaviour with the use of ACC was confirmed through experimentation
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Stavrou, Eftyhia P. "Vision, functional and cognitive determinants of motor vehicle incidents in older drivers." Queensland University of Technology, 2006. http://eprints.qut.edu.au/28503/.

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Background: The proportion of older individuals in the driving population is predicted to increase in the next 50 years. This has important implications for driving safety as abilities which are important for safe driving, such as vision (which accounts for the majority of the sensory input required for driving), processing ability and cognition have been shown to decline with age. The current methods employed for screening older drivers upon re-licensure are also vision based. This study, which investigated social, behavioural and professional aspects involved with older drivers, aimed to determine: (i) if the current visual standards in place for testing upon re-licensure are effective in reducing the older driver fatality rate in Australia; (ii) if the recommended visual standards are actually implemented as part of the testing procedures by Australian optometrists; and (iii) if there are other non-standardised tests which may be better at predicting the on-road incident-risk (including near misses and minor incidents) in older drivers than those tests recommended in the standards. Methods: For the first phase of the study, state-based age- and gender-stratified numbers of older driver fatalities for 2000-2003 were obtained from the Australian Transportation Safety Bureau database. Poisson regression analyses of fatality rates were considered by renewal frequency and jurisdiction (as separate models), adjusting for possible confounding variables of age, gender and year. For the second phase, all practising optometrists in Australia were surveyed on the vision tests they conduct in consultations relating to driving and their knowledge of vision requirements for older drivers. Finally, for the third phase of the study to investigate determinants of on-road incident risk, a stratified random sample of 600 Brisbane residents aged 60 years and were selected and invited to participate using an introductory letter explaining the project requirements. In order to capture the number and type of road incidents which occurred for each participant over 12 months (including near misses and minor incidents), an important component of the prospective research study was the development and validation of a driving diary. The diary was a tool in which incidents that occurred could be logged at that time (or very close in time to which they occurred) and thus, in comparison with relying on participant memory over time, recall bias of incident occurrence was minimised. Association between all visual tests, cognition and scores obtained for non-standard functional tests with retrospective and prospective incident occurrence was investigated. Results: In the first phase,rivers aged 60-69 years had a 33% lower fatality risk (Rate Ratio [RR] = 0.75, 95% CI 0.32-1.77) in states with vision testing upon re-licensure compared with states with no vision testing upon re-licensure, however, because the CIs are wide, crossing 1.00, this result should be regarded with caution. However, overall fatality rates and fatality rates for those aged 70 years and older (RR=1.17, CI 0.64-2.13) did not differ between states with and without license renewal procedures, indicating no apparent benefit in vision testing legislation. For the second phase of the study, nearly all optometrists measured visual acuity (VA) as part of a vision assessment for re-licensing, however, 20% of optometrists did not perform any visual field (VF) testing and only 20% routinely performed automated VF on older drivers, despite the standards for licensing advocating automated VF as part of the vision standard. This demonstrates the need for more effective communication between the policy makers and those responsible for carrying out the standards. It may also indicate that the overall higher driver fatality rate in jurisdictions with vision testing requirements is resultant as the tests recommended by the standards are only partially being conducted by optometrists. Hence a standardised protocol for the screening of older drivers for re-licensure across the nation must be established. The opinions of Australian optometrists with regard to the responsibility of reporting older drivers who fail to meet the licensing standards highlighted the conflict between maintaining patient confidentiality or upholding public safety. Mandatory reporting requirements of those drivers who fail to reach the standards necessary for driving would minimise potential conflict between the patient and their practitioner, and help maintain patient trust and goodwill. The final phase of the PhD program investigated the efficacy of vision, functional and cognitive tests to discriminate between at-risk and safe older drivers. Nearly 80% of the participants experienced an incident of some form over the prospective 12 months, with the total incident rate being 4.65/10 000 km. Sixty-three percent reported having a near miss and 28% had a minor incident. The results from the prospective diary study indicate that the current vision screening tests (VA and VF) used for re-licensure do not accurately predict older drivers who are at increased odds of having an on-road incident. However, the variation in visual measurements of the cohort was narrow, also affecting the results seen with the visual functon questionnaires. Hence a larger cohort with greater variability should be considered for a future study. A slightly lower cognitive level (as measured with the Mini-Mental State Examination [MMSE]) did show an association with incident involvement as did slower reaction time (RT), however the Useful-Field-of-View (UFOV) provided the most compelling results of the study. Cut-off values of UFOV processing (>23.3ms), divided attention (>113ms), selective attention (>258ms) and overall score (moderate/ high/ very high risk) were effective in determining older drivers at increased odds of having any on-road incident and the occurrence of minor incidents. Discussion: The results have shown that for the 60-69 year age-group, there is a potential benefit in testing vision upon licence renewal. However, overall fatality rates and fatality rates for those aged 70 years and older indicated no benefit in vision testing legislation and suggests a need for inclusion of screening tests which better predict on-road incidents. Although VA is routinely performed by Australian optometrists on older drivers renewing their licence, VF is not. Therefore there is a need for a protocol to be developed and administered which would result in standardised methods conducted throughout the nation for the screening of older drivers upon re-licensure. Communication between the community, policy makers and those conducting the protocol should be maximised. By implementing a standardised screening protocol which incorporates a level of mandatory reporting by the practitioner, the ethical dilemma of breaching patient confidentiality would also be resolved. The tests which should be included in this screening protocol, however, cannot solely be ones which have been implemented in the past. In this investigation, RT, MMSE and UFOV were shown to be better determinants of on-road incidents in older drivers than VA and VF, however, as previously mentioned, there was a lack of variability in visual status within the cohort. Nevertheless, it is the recommendation from this investigation, that subject to appropriate sensitivity and specificity being demonstrated in the future using a cohort with wider variation in vision, functional performance and cognition, these tests of cognition and information processing should be added to the current protocol for the screening of older drivers which may be conducted at licensing centres across the nation.
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Ali, Ahmed M. "DRIVING SIMULATION AND REACTION TIME INVESTIGATION ON DRIVER FOOTEDNESS." University of Akron / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=akron1561991269668204.

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Kirsch, Hiltz White Colleen M. "Reaction Time: Sports and Religion." TopSCHOLAR®, 2015. http://digitalcommons.wku.edu/theses/1542.

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Individuals attend to a variety of various stimuli on a daily basis and their brains decide what to attend to and what to tune out. How the brain chooses what is most important to pay attention to is decided with threat level, novelty, emotion, and other criteria. The current study looked at responses from 41 participants who identified high or low with University of Kentucky, Western Kentucky University, and/or Christianity. The participants where shown two images, the UK logo and either the WKU logo, an out-ofstate team logo, or a Christian symbol. Directly after the two images were presented, a dot appeared on the screen and the participants tapped a key on the keyboard to indicate on which side of the screen the dot was placed. The hypothesis stated that participants’ mean reaction time for identifying the side of the screen the dot was on when under a logo or a symbol with which the participants highly identify would be faster than the mean reaction time to a dot under logos or symbols with which the participant had low identification. However, results of this study did not show statistically significant differences in the mean reaction times of the participants.
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Eriksson, Gabriella. "On Physical Relations in Driving: Judgements, Cognition and Perception." Doctoral thesis, Stockholms universitet, Psykologiska institutionen, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:su:diva-100762.

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Drivers need to make judgements of physical relationships related to driving speed, such as mean speed, risks, travel time and fuel consumption, in order to make optimal choices of vehicle speed. This is also the case for the general public, politicians and other stakeholders who are engaged in traffic issues. This thesis investigates how drivers’ judgements of travel time (Study I and II), fuel consumption (Study III) and mean speed (Study IV) relate to actual physical measures. A cognitive time-saving bias has been found in judgements of travel time. The time saving bias implies that people overestimate the time saved when increasing speed from a high speed and underestimate the time saved when increasing speed from a low speed. Previous studies have mainly investigated the bias from a cognitive perspective in questionnaires. In Study I the bias was shown to be present when participants were engaged in a driving simulator task where participants primarily rely on perceptual cues. Study II showed that intuitive time saving judgements can be debiased by presenting drivers with an alternative speedometer that indicate the inverted speed in minutes per kilometre. In Study III, judgements of fuel consumption at increasing and decreasing speeds were examined, and the results showed systematic deviations from correct measures. In particular, professional truck drivers underestimated the fuel saving effect of a decrease in speed. Study IV showed that subjective mean speed judgements differed from objective mean speeds and could predict route choice better than objective mean speeds. The results indicate that biases in these judgements are robust and that they predict behaviour. The thesis concludes that judgements of mean speeds, time savings and fuel consumption systematically deviate from physical measures. The results have implications for predicting travel behaviour and the design of driver feedback systems.
Förare bör göra bedömningar som relaterar till hastighet, såsom bedömningar av medelhastighet, risk, restid och bränsleåtgång. Dessa bedömningar är nödvändiga för att föraren ska kunna välja en optimal hastighet, men också för att allmänheten, politiker och andra intressenter som är involverade i trafikfrågor ska kunna fatta välgrundade beslut. Denna avhandling består av fyra delstudier där förares bedömningar av restid (Studie I och II), bränsleåtgång (Studie III) och medelhastighet (Studie IV) studeras i relation till faktiska fysikaliska mått. Tidigare enkätstudier har påvisat ett kognitivt bias i tidsvinstbedömningar vid höga och låga hastigheter som påverkar mänskligt beteende. Studie I visade att detta bias också förekommer i en primärt perceptuell motorisk uppgift där förarna i studien kör i en körsimulator. Studie II visade att dessa intuitiva tidsbedömningar kan förbättras genom att köra med en alternativ hastighetsmätare i bilen som indikerar den inverterade hastigheten i minuter per kilometer istället för hastigheten i kilometer per timme. I Studie III undersöktes bedömningar av bränsleåtgång vid hastighetsökningar och hastighetssänkningar, och resultaten visar att bedömningarna systematiskt avviker från faktisk bränsleåtgång. Ett intressant resultat var att lastbilsförare i allmänhet underskattade bränslebesparingen som kan göras till följd av en hastighetssänkning. Studie IV visade att subjektiva bedömningar av medelhastighet som avviker från objektiva medelhastigheter kan predicera vägval, vilket tyder på att systematiska fel i dessa bedömningar är robusta och kan predicera vägval. Sammanfattningsvis visar avhandlingen hur bedömningar av medelhastighet, tidsvinst och bränsleåtgång systematiskt avviker från fysikaliska mått. Resultaten har betydelse för modellering av resebeteende och design av förarstödssystem.

At the time of the doctoral defense, the following papers were unpublished and had a status as follows: Paper 2: Submitted. Paper 3: Submitted.

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Geeseman, Joseph W. "The influence of auditory cues on visual spatial perception." OpenSIUC, 2010. https://opensiuc.lib.siu.edu/theses/286.

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Traditional psychophysical studies have been primarily unimodal experiments due to the ease in which a single sense can be isolated in a laboratory setting. This study, however, presents participants with auditory and visual stimuli to better understand the interaction of the two senses in visuospatial perception. Visual stimuli, presented as Gaussian distributed blobs, moved laterally across a computer monitor to a central location and "bounced" back to their starting position. During this passage across the screen, a brief auditory "click" was presented via headphones. Participants were asked to respond to the bounce of the ball, and response latency was recorded. Response latency to the bounce position varied as a function of baseline (no sound) and the varying sound offset locations.
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Barrett, Pauline R. "Interactions between moderate alcohol consumption and sleepiness : the effect on driver performance." Thesis, Loughborough University, 2005. https://dspace.lboro.ac.uk/2134/15748.

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Both alcohol and sleepiness are known to be major contnbutors to road traffic accidents m the UK. There has been much debate on whether the current legal blood alcohol concentration (BAC) limit for driving (008%) should be lowered to 005%, like several other countries in the European Union. The present limit may be sabsfactory when a driver IS fully alert, however the pressures of today's society mean that an mcreasmg number of people may be sleep deprived. The consequences of a sleepy person drivmg after drinking a current legally acceptable amount of alcohol have not been fully investigated. An initial literature review idenbfied specific areas that needed to be investigated throughout this programme of work The research took the form of a "hfelike" scenario, with only moderate sleep restnction (5h in bed at night) and moderate alcohol consumpbOn, producmg BACs of approximately half the UK legal driving limit The drive, on a Simulated dual carriageway, lasted for 2h and was very monotonous The research programme was split into four main areas (i) young men (the most at risk group of drivers for sleep related crashes) driving in the afternoon (a time when the number of sleep related crashes are known to increase), under a 2 x 2 experimental deSIgn, With and without alcohol at lunch-time and with and without the prior night's sleep restncted to 5h, (u) an identical gender comparison usmg young women, (hi) a time-of-day companson using young men, but with the drive and alcohol consumption takmg place m the early evening (a bme of day when we are naturally more alert); (iv) a near-zero BAC, when young men have the same alcohol intake as in (I) but earlier, such that their BACs have reduced to nearly zero before startIng the afternoon drive. Dunng the afternoon circadian trough the driving performance of both men and women is severely impaired when moderate sleep restriction and alcohol consumption are combined Of particular concern, is that men seem to be unable to perceive this greater impairment Women generally appear to have better perception of alcohol impairment, even without sleep loss. Unlike men, women's driving is less impaired by modest amounts of alcohol when they are alert, which seems to be because they know their performance IS affected and thus apply more compensatory effort. On the other hand, their rrnpamnent after alcohol when combmed WIth sleep loss is well in excess of any compensatory effort. Trrne of day also affects imp3lrment after alcohol and/or sleep loss. Driving performance IS generally better during the early evening holtrS, when we are nat\lfally more alert, compared with the afternoon, and for all conditions. Moderate alcohol intake does not impair drivmg performance during the early evening, unlike during the afternoon. However, if combined with sleepiness, mcreased driving impamnent does become apparent during the early evening, although, not to the extent that it does durmg the afternoon. BACs are not a good indicator of alcohol-related driving impairment, especially when combmed with sleepiness. During the afternoon, even when BACs fall almost to zero at the start of a drive, sleepy drivers are still more impaired for the first hour of the drive if they have consumed this modest amount of alcohol at lunchtime An unexpected rebound improvement m dnvmg performance is seen ID the second hour of the drive In non-sleep deprived, alert drivers, these same near zero BAC levels did not affect driving performance or significantly increase subjective sleepiness. Overall the results indicate that, combined WIth modest sleepiness, the current legal dnnk drive limtt (008%) is too htglt Thts outcome supports recent and extensIve findmgs WIth fatal and senous road crashes in France (Philip et al., 2001). During the afternoon, a time of day when people are nat\lfally less alert BACs of less than half this UK limit will impair driving even in non-sleep depnved people If drivers are also sleepy, this combmation produces dangerous levels of Impairment durmg the afternoon; the combination also leads to impairment (but to a lesser extent) in the early evening The research was carried out with only moderate levels of sleepiness and alcohol consumptIon, It is fair to conclude that driving impairment would be greater if the sleep loss was greater and/or BACs were htgher, but just under the legal liemt Greater public awareness is required on the knowledge that driving after consuming any alcohol when tired or sleepy is extremely dangerous.
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Usman, Muhammad Faisal. "Road safety investigation of the interaction between driver and cyclist." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2019. http://amslaurea.unibo.it/17401/.

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With growing global concern to reduce CO2 emissions, the transportation modal shift from car to bicycle is an encouraging alternative, which is getting more popular in Europe and North America, thanks to very low impact on the environment. On the other hand, the infrastructure for cyclist should be improved, since cyclists are vulnerable road users and with an increase in the number of cyclists the concern for their safety also gets increased. In this thesis, the analysis of accidents in which cyclists have been involved and understanding the reason for these accidents have been discussed, then the necessary requirements to design and implement a safe bicycle network is introduced. The study focuses on the drivers’ behavior in terms of interaction with cyclists when there is a presence of a cyclist crossing. Therefore the road safety investigation on cyclist infrastructure was made with observing drivers’interaction with cyclists. Then the time-based surrogacy measures used to investigate the safety level of the cylist, in particular PET (Post Encroachment Time) and TTC (Time to Collision) between driver and bicyclist were determing keeping in mind the right-angle collision. Furthermore we tried to find the reaction time of the drivers especially on signals and also with the presence of cyclist on the crossing to understand the time which is needed for the driver to stop the car. All of this data could be later useful for the reconstruction of the accidents. Understanding the instants at which driver applies the brakes was made possible by installing a V-Box device inside our test vehicle which also used to determine measures such as speed, distance and other important. Finally using mobile eye tracker the driver visual behavior when arriving the crossing point where observed and results showed that at number of situations driver’s gaze was distracted and only cyclist became an important focus only when he was at a considerable length from the crossing.
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Books on the topic "Driver perception/reaction time"

1

Koslow, Robert Edward. Peripheral reaction time and depth perception as related to ball color. Eugene: Microform Publications,College of Human Development and Performance, University of Oregon, 1985.

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Tucker, Lannie G. Fractionated reaction time and movement time in response to a visual stimulus. Eugene: Microform Publications, College of Human Development and Performance, University of Oregon, 1985.

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Müsseler, Jochen. Wahrnehmung und Handlungsplanung: Effekte kompatibler und inkompatibler Reize bei der Initiierung und Ausführung von Reaktionssequenzen. Aachen: Shaker, 1995.

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Intersensory facilitation: Race, superposition, and diffusion models for reaction time to multiple stimuli. Frankfurt am Main: Peter Lang, 1992.

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Baker, J. Stannard. Perception and reaction in traffic accidents: Topic 864 of the Traffic accident investigation manual. Evanston, Ill. (P.O. Box 1409, Evanston 60204): Northwestern University Traffic Institute, 1989.

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Tucker, Lannie G. Fractionated reaction time and movement time in response to a visual stimulus. 1985.

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Peripheral reaction time and depth perception as related to ball color. 1985.

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Blough, Donald S. Reaction-time Explorations of Visual Perception, Attention, and Decision in Pigeons. Oxford University Press, 2012. http://dx.doi.org/10.1093/oxfordhb/9780195392661.013.0006.

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Fractionated reaction time and movement time in response to a visual stimulus. 1985.

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Fractionated reaction time and movement time in response to a visual stimulus. 1985.

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Book chapters on the topic "Driver perception/reaction time"

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El-Shawarby, Ihab, Hesham Rakha, Ahmed Amer, and Catherine McGhee. "Characterization of Driver Perception Reaction Time at the Onset of a Yellow Indication." In Advances in Intelligent Systems and Computing, 371–82. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-41682-3_32.

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Acerra, Ennia, Margherita Pazzini, Navid Ghasemi, Valeria Vignali, Claudio Lantieri, Andrea Simone, Gianluca Di Flumeri, et al. "EEG-Based Mental Workload and Perception-Reaction Time of the Drivers While Using Adaptive Cruise Control." In Communications in Computer and Information Science, 226–39. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-32423-0_15.

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Sanders, David, Malik Haddad, Martin Langner, Peter Omoarebun, John Chiverton, Mohamed Hassan, Shikun Zhou, and Boriana Vatchova. "Introducing Time-Delays to Analyze Driver Reaction Times When Using a Powered Wheelchair." In Advances in Intelligent Systems and Computing, 559–70. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55190-2_41.

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Bhardwaj, Rahul, Sathish Kumar Sivasankaran, and Venkatesh Balasubramanian. "Assessment of Bus Driver Performance Based on Reaction Time on Simulator and On-Road Driving." In Design Science and Innovation, 573–79. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-15-9054-2_65.

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Wengel, Monika, and Natalia Okos. "The Influence of Countdown Timers on Safety and Driver Reaction Time at Intersections with Traffic Lights." In Lecture Notes in Networks and Systems, 306–15. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-44610-9_31.

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Elhenawy, Mohammed, Ihab El-Shawarby, and Hesham Rakha. "Modeling the Perception Reaction Time and Deceleration Level for Different Surface Conditions Using Machine Learning Techniques." In Advances in Intelligent Systems and Computing, 131–42. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-41627-4_13.

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Karam, Maria. "Evaluating Tactile-Acoustic Devices for Enhanced Driver Awareness and Safety: An Exploration of Tactile Perception and Response Time to Emergency Vehicle Sirens." In Universal Access in Human-Computer Interaction. Aging and Assistive Environments, 729–40. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-07446-7_69.

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"Driver Information Processing: Attention, Perception, Reaction Time and Comprehension." In Traffic Safety and Human Behavior, 131–78. Emerald Group Publishing Limited, 2007. http://dx.doi.org/10.1108/9780080555874-005.

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"Driver Information Processing: Attention, Perception, Reaction Time, and Comprehension." In Traffic Safety and Human Behavior, 189–256. Emerald Publishing Limited, 2017. http://dx.doi.org/10.1108/978-1-78635-221-720162005.

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Olson, Paul. "Driver Perception–Response Time." In International Encyclopedia of Ergonomics and Human Factors, Second Edition - 3 Volume Set. CRC Press, 2006. http://dx.doi.org/10.1201/9780849375477.ch141.

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Conference papers on the topic "Driver perception/reaction time"

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Uluer, Pınar, Can Göçmenoğlu, and Tankut Acarman. "Evaluation of Drivers Authority in a Structured Set of Driving Tasks and Decisions: Preliminary Results on Vehicle Simulator Study." In ASME 2012 11th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/esda2012-82675.

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One of the most challenging factors in the development of autonomous vehicles and advanced driver assistance systems is the imitation of an expert driver system which is the observer and interpreter of the technical system in the related driving scenario. To achieve an expert human-like situational understanding and decision making may be an important feature to fulfill the necessary active safety requirements. In this paper, an exploratory study on a multimodal adaptive driver assistance system is presented. The main goal is to determine the human driver’s attention and authority level in a cognitive model and to trigger the timely warnings according to his/her driving intents and driving skills with respect to the possible driving situation and hazard scenarios. In the previous studies, a fairly restrictive vision-based driver assistance system has been deployed to detect lane departure, blind-spot and to monitor following distance, headway time. This vision-based driver assistance system considers the driver’s driving performance metric sampled during the longitudinal and lateral vehicle control tasks as well as the processed information about the surrounding traffic environment consisting of the interactions with the other vehicles and the road situations. The presented active safety system models the driving task in a cognitive architecture and assesses the cognition of the human driver by modeling the situation awareness of the driver by using fuzzy sets. Each fuzzy set simply represents the expert driver’s perception in both of the longitudinal and lateral traffic. The presented system evaluates the driver’s driving skills and attention level by comparing the expert and human driver’s reactions suited in a finite set of decision and maneuvering task. In case of hazard analysis, the system triggers timely warnings pointing the driver’s attention at the lateral or longitudinal maneuvering tasks depending on the interpreted situation. Introductory experiments are performed with a limited number of participants, the test driving data including the driver’s perception and reaction to the surrounding vehicles and traffic situations are collected by the use of a vehicle simulator. And the presented multimodal adaptive driver assistance system is evaluated by the simulator. The preliminary results seem to be promising.
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Olson, Paul L. "Driver Perception Response Time." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1989. http://dx.doi.org/10.4271/890731.

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Sens, Michael J., Philip H. Cheng, John F. Wiechel, and Dennis A. Guenther. "Perception/Reaction Time Values for Accident Reconstruction." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1989. http://dx.doi.org/10.4271/890732.

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Sieber, Markus, and Berthold Farber. "Driver perception and reaction in collision avoidance: Implications for ADAS development and testing." In 2016 IEEE Intelligent Vehicles Symposium (IV). IEEE, 2016. http://dx.doi.org/10.1109/ivs.2016.7535392.

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Xia, Ruting, and Shun'ichi Doi. "Measuring of Driver Reaction Time with Color Detection Task." In 2010 International Conference on Measuring Technology and Mechatronics Automation (ICMTMA 2010). IEEE, 2010. http://dx.doi.org/10.1109/icmtma.2010.821.

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Cai, Xiaoyu, Ming Cai, Youjie Zhang, and Qishun Wu. "Driver Reaction Time in an Internet of Vehicles Environment." In 17th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784480915.083.

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Zhang, Zhong, Yuki Asakawa, Takashi Imamura, and Tetsuo Miyake. "Experiment Design for Measuring Driver Reaction Time in Driving Situation." In 2013 IEEE International Conference on Systems, Man and Cybernetics (SMC 2013). IEEE, 2013. http://dx.doi.org/10.1109/smc.2013.630.

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Woo, Hanwool, Hirokazu Madokoro, Kazuhito Sato, Yusuke Tamura, Atsushi Yamashita, and Hajime Asama. "Advanced Adaptive Cruise Control Considering Reaction Time of Following Driver." In 2019 IEEE 8th Global Conference on Consumer Electronics (GCCE). IEEE, 2019. http://dx.doi.org/10.1109/gcce46687.2019.9015420.

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Shi, Jianjun, and Shengqing Shi. "Various Degrees of Mental Workload and Its Effect on Driver Reaction Time." In Fourth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413159.041.

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Zhang, Zhiyong, and Jianlin Jia. "Impact Factor Investigations on Driver Reaction Time Based on Analytic Hierarchy Process." In 17th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784480915.473.

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