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1
Johansson, Joel. "Why does a sleepy driver continue to drive?" Thesis, Department of computer and information science, Linköping University, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-596.
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Inom trafikforskningen är det allmänt känt att sömnighet är en starkt bidragande faktor vid trafikolyckor. Tidigare forskning har visat att sömnighet hos förare är närvarande i 16-23 procent av alla bilolyckor. Inom flyg- och järnvägsdomänen har en metod, med en stark influens från human factors-området, kallad Fatigue risk management (FRM) använts för att undersöka hur sociala och organisatoriska faktorer påverkar personalens sömnighetsnivå. Dock har denna metod inte använts för att undersöka lastbilsförares sömnighetsnivå i någon större utsträckning. Studiens syfte var att undersöka hur lastbilsförare upplever, motarbetar och motverkar sömnighet i deras dagliga arbetssituation. Resultaten visar att lastbilsförare i sitt arbete möter en stor mängd trötthetsbidragande faktorer, som kan härledas både till organisatoriska faktorer och individuellt beteende. Möjliga sätt att motverka sömnighet bland lastbilsförare, riktade mot både individen och organisationen, föreslås.In the traffic domain it is commonly known that sleepiness is a highly contributing factor in traffic accidents. Research has shown that sleepiness among drivers is present in about 16-23 per cent of all car accidents. In the aviation and railway industry a method or framework with some shared influences from the Human Factors approach, called Fatigue Risk Management (FRM) has been used to investigate how social and organisational factors affect the personnels level of sleepiness. The overall aims of this study are to investigate how truck drivers experience, fight and counteract sleepiness in their daily work environment. The results show that drivers face a wide variety of sleep contributing factors, stemming from both organisational factors and individual behaviour. Possible ways of counteracting truck driver sleepiness, concerning both the individual and the organisation, are also suggested.
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de, Souza Lamas Jose Raphael. "An investigation into a driver-to-driver communication device to manage and improve the interaction between drivers." Thesis, University of Nottingham, 2018. http://eprints.nottingham.ac.uk/51362/.
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Drivers must communicate with other road users to make their intentions clear, thereby enhancing the quality of the driving experience, improving safety on the roads and avoiding accidents. This interaction can be made either formally using legal signals approved by legislative bodies (e.g. use of indicators), or informally (e.g. hand gestures). However, this informal interaction may not be clearly understood by all drivers, and may lead to stress, strong emotional responses or aggressive driving behaviour. Moreover, a single informal interaction, e.g. flashing the headlights, can have several different meanings such as “Your headlights are on”, “Thank you”, or “I want to overtake you”, depending on the situation. Driver interaction could be enhanced by an electronic driver-to-driver communication device (DDCD), which would allow motorists to exchange messages with each other. The technology associated with connected vehicles could be used for the design of this communication device. For example, wireless devices and sensors already allow vehicles to exchange information with other vehicles (V2V) and road infrastructure (V2I) at any time. This PhD research initially introduces a driver-to-driver communication framework depicting a set of variables or factors that have a decisive effect on the communication process. The framework is also comprised of a task analysis for the DDCD. The framework is later expanded to include a specific set of design recommendations linked back to the variables that affect the communication process. These recommendations are specifically related to the DDCD and are based on a review of the literature and results from empirical studies conducted as part of the PhD. A mixed-methods approach was adopted in this research to elicit opinions and attitudes of drivers, including interviews, observations, a workshop with academic experts and questionnaires. In total, five studies are described in the thesis, with STUDY A being an exploratory investigation on the feasibility of the DDCD. The second and third studies focused specifically on the task of receiving messages, with academic experts (STUDY B) and with regular drivers (STUDY C). A fourth study (STUDY D) involved on-road trials to investigate how drivers would identify a vehicle to send a message to. The final experiment (STUDY E) consisted of an evaluation in a driving simulator of a low-fidelity prototype of the communication device to send messages. The studies were based on a set of driving communication scenarios, which facilitated the exploration of potential issues with the use of a proposed technology before implementation. The scenarios represented different examples of how, why and when drivers might communicate with one another, and were used as the focal point with study participants. The findings from this research indicate that drivers would be willing to use an electronic communication device in situations directly related to the road context in which there is a decisive effect on their safety or that may alter their driving behaviour, such as a problem with their vehicle or a hazard on the road. There are many factors investigated in this research that have a significant effect on drivers’ communication process. These factors include, but are not limited to, time criticality, trust issues in message content, the effect of passengers, sender anonymity and the general purpose of communication. These research findings will significantly contribute to the limited academic research currently available on social and connected vehicles and can also provide invaluable information for the automotive industry.
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Karl, Charles A. "The learning driver meeting traveller information needs /." Swinburne Research Bank, 2003. http://adt.lib.swin.edu.au/public/adt-VSWT20060906.102946.
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Thesis (DBA) -- Swinburne University of Technology, Graduate School of Entrepreneurship, 2003.Submitted for the degree of Doctor of Business Administration, Graduate School of Entrepreneurship, 2003. Typescript. Includes bibliographical references (p. 212-224).
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Karacik, Burak. "Driver Management for Less-than-Truckload Carriers." Diss., Georgia Institute of Technology, 2007. http://hdl.handle.net/1853/14465.
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The trucking industry is vitally important to the economy, providing an essential service by transporting goods between businesses and consumers. The less-than-truckload (LTL) industry is an important segment, serving businesses that ship quantities between 150 lbs and 10,000 lbs.
Large LTL carriers use thousands of drivers to move loads between terminals in their network, and each driver may be used for multiple dispatches between rest periods. Driver wages are a major component of transportation costs. Consequently, cost-effective driver management is of crucial importance for the profitability of LTL carriers. This thesis investigates a variety of issues related to driver management.
In this thesis, we describe a dynamic driver scheduling scheme developed for a large U.S. LTL carrier. Dynamic driver scheduling is challenging because drivers must abide by a complex set of rules, including government and union regulations, and trucking moves are not pre-scheduled. The technology developed combines greedy search with enumeration of time-feasible driver duties, and is capable of generating cost-effective schedules covering 15,000 20,000 loads in minutes.
One of the key tactical questions faced by an LTL carrier is how many drivers to locate at each terminal. Unionized carriers have bid drivers that can only move loads between their domicile and a designated region. The developed allocation technology determines the number of drivers to allocate to each terminal as well as the designated region for bid drivers. Computational experiments based on real-life dispatch data demonstrate the effectiveness of our domiciling methodology, and show that union rules may result in substantially larger driver fleets, in some cases up to 50% larger.
Finally, we investigate a fundamental question related to driver management in order to obtain some fundamental insights: determining the minimum number of drivers required to cover a set of loaded moves. The problem is shown to be polynomially solvable without any restrictions on driver schedules. For variants with restrictions, several easily computable lower bounds are derived, integer programming formulations are presented, and fast heuristics are designed and analyzed. A computational study provides insights into the quality of the lower bounds and heuristic solutions.
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Kusano, Stephanie Marie. "Feasibility of Restricted Driver Licenses for Suspended New Jersey Drivers." Thesis, Virginia Tech, 2012. http://hdl.handle.net/10919/76857.
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In 2010, there were 6,714,288 total registered drivers in New Jersey. Approximately 4% (267,485) of these drivers had a suspended driver's license. The intent of suspending a driver's license is to keep hazardous drivers off of the roads, in hopes of having a safer driving environment for others on the road. Drivers in New Jersey can have their driver's license suspended for a number of reasons. These include dangerous driving behaviors such as reckless driving and driving under the influence of alcohol or drugs. However, there are also reasons for suspension that have little or nothing to do with driver behavior, such as failure to pay child support, failure to pay MVC insurance surcharge, or failure to appear in court. While these offenses are all due of consequence, they have little or nothing to do with driver behavior. This research program will conduct an analysis of the issues and implications of implementing a restricted-use license program for suspended New Jersey drivers, detailing key issues associated with restricted-use license programs. It was found that over two-thirds of suspended drivers in New Jersey receive driver's license suspensions for both driving and non-driving-related offenses, whereas only about four-percent of suspended drivers in New Jersey receive a driver's license suspension for driving-related reasons only. It was also found that drivers suspended for non-driving related reasons have different driver behavior than drivers suspended for driving related reasons. Surveying both New Jersey police chiefs, as well as U.S. state motor vehicle agencies, it was found that there is a generally positive perception of restricted driver's license programs. Overall, it is recommended that the New Jersey Motor Vehicle Commission implement a restricted driver's license program in New Jersey.Master of Science
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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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Ribak, Judith H. "Characteristics of Older and Oldest Adult Drivers: Understanding Risky Driving." University of Cincinnati / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1211932852.
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Mottaghi, Yashar, and Gabriel Adel. "Triac Driver Platform." Thesis, Linköpings universitet, Institutionen för systemteknik, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-77806.
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In the electronic industrials, power control of AC motors is commonly used. For example power control of a washing machine motor, a vacuum cleaner motor or a coffee machine motor. The company Rejlers Ingenjörer AB has many projects where power control of AC motors is included. A prototype card for this task can save time and money for the company in the future and this is the reason for this thesis. The motors are power controlled by a TRIAC and control of the trigging pulses to the TRIAC. This card is modularly built and can easily be adapted for future projects where the power control of AC motors are included. The prototype card can be used as a subsystem in a larger electronics projects or as it is in lab environment for testing and evaluating new motors.Inom elektronikbranschen, exempelvis vitvarutillverkare är effektstyrning av ACmotorer vanligt förekommande. Det kan handla om effektstyrning av en diskmaskinsmotor, en dammsugarmotor eller en tvättmaskinsmotor. Företaget Rejlers ingenjörer AB har flera gånger fått uppdrag där effektstyrning av AC-motorer ingått och har behov av ett prototypkort för detta som ska kunna återanvändas i framtida projekt för att spara tid och pengar. Effektstyrningen av motorerna sker med hjälp av en triac och styrning av tändpulserna till denna triac. Detta kort är modulärt uppbyggd så att det enkelt kan anpassas till framtida projekt där effektstyrning av AC-motorer ingår. Prototypkortet kan användas som ett delsystem i ett större elektronikprojekt eller i labbmiljö för test och utvärdering av nya motorer.
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Chatterjee, Prateek. "Classic Driver VR." Digital WPI, 2018. https://digitalcommons.wpi.edu/etd-theses/1251.
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A VR car-driving simulator for evaluating the user experience of new drivers by helping them to learn driving rules and regulations.
The Classic VR Driver helps new drivers to learn driving rules and regulations using various audio and visual feedback. The simulator helps them to get acquainted with the risks and mistakes associated with real life driving. In addition, the users have to play the game in an immersive environment using a Virtual Reality system.
This project attempts to fulfill two important goals. The major goal is to evaluate whether the user can learn driving rules and regulations of the road. The game allows the users to take a road test. The road test determines the type of mistakes the user makes and it also determines if they passed or failed in it. I have conducted A/B testing and let the testers participate in user-interviews and user-survey. The testing procedure allowed me to analyze the effectiveness of learning driving rules from the simulator as compared to learning rules from the RMV (Registry of Motor Vehicles) manual.
Secondly, the user experience was evaluated by allowing users to participate in user-interviews and user-surveys. It helped me to understand the positives and drawbacks of the game. These feedback are taken into consideration for future improvement.
All these factors were considered to make the game as enjoyable and useful in terms of skill training.
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Li, Anying M. Eng Massachusetts Institute of Technology. "Learning driver gaze." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/119533.
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Thesis: M. Eng., Massachusetts Institute of Technology, Department of Electrical Engineering and Computer Science, 2017.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 65-69).
Driving is a singularly complex task that humans manage to perform successfully day in and day out, guided only by what their eyes can see. Given how prevalent, complex, and not to mention dangerous driving is, it's surprising that we don't really understand how drivers actually use vision to drive. The release of a large scale driving dataset with eye tracking data, DrEyeVe [1], makes analyzing the role of vision feasible. In this thesis, we 1) study the impact of various external features on driver attention, and 2) present a two-path deep-learning model that exploits both static and dynamic information for modeling driver gaze. Our model shows promising results against state-of-the-art saliency models, especially on sequences when the driver is not just looking straight ahead on the road. This model enables us to estimate important regions that the driver should be aware of, and potentially allows an automatic driving assistant to alert drivers of hazards on the road they haven't seen yet.
by Anying Li.
M. Eng.
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Liang, Yulan. "Detecting driver distraction." Diss., University of Iowa, 2009. https://ir.uiowa.edu/etd/248.
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The increasing use of in-vehicle information systems (IVISs), such as navigation devices and MP3 players, can jeopardize safety by introducing distraction into driving. One way to address this problem is to develop distraction mitigation systems, which adapt IVIS functions according to driver state. In such a system, correctly identifying driver distraction is critical, which is the focus of this dissertation. Visual and cognitive distractions are two major types of distraction that interfere with driving most compared with other types. Visual and cognitive distraction can occur individually or in combination. The research gaps in detecting driver distraction are that the interactions of visual and cognitive distractions have not been well studied and that no accurate algorithm/strategy has been developed to detect visual, cognitive, or combined distraction.
To bridge these gaps, the dissertation fulfilled three specific aims. The first aim demonstrated the layered algorithm developed based on data mining methods could improve the detection of cognitive distraction from my previous studies. The second aim developed estimation algorithms for visual distraction and demonstrated a strong relationship of the estimated distraction with the increased risk of real crashes using the naturalistic data. The third objective examined the interaction of visual and cognitive distractions and developed an effective strategy to identify combined distraction. Together these aims suggest that driver distraction can be detected from performance indicators using appropriate quantitative methods. Data mining techniques represent a promising category of methods to construct such detection algorithms. When combined in a sequential way, visual distraction dominates the effects of distraction while cognitive distraction reduces the overall impairments of distraction on driver performance. Therefore, it is not necessary to detect cognitive distraction if visual distraction is present. These approaches to detecting distraction can be also generalized to estimate other performance impairments, such as driver fatigue.
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Davidsson, Staffan. "Adaptive Driver Information." Doctoral thesis, Luleå tekniska universitet, Arbetsvetenskap, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-25850.
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New societal requirements and functional growth put new demand on future driver information. Simultaneously, new technology and IT capabilities makes it possible to constantly adapt the information given to the driver for different reasons. Therefore, the aim of this thesis was to obtain an improved understanding, strengthen knowledge of the adaptive control of driver information to understand if, for what reason, when and where to use adaptive driver information (ADI). Also some possible new means to support drivers were suggested.The main purpose of driver information is to support the driver in achieving goals such as a safer, more environmentally friendly, more efficient, legal and enjoyable transportation by providing correct information and feedback.ADI can support the driver throughout development of skill and when performing operational, tactical, and strategic level tasks. Also tasks related to setting goals for the driving task and encouraging good driving behaviour can be supported. ADI can, furthermore help drivers to stay within their comfort zone by visualizing risk or certainty, identify and thereafter adapt how a message is communicated to different personalities, maintain the driver’s mental workload within the safe task load area by reducing demand when it is too high, increase mental workload by extra stimulating task during too low a mental demand, and minimize the risk for mismatches between effort and real demand.ADI changes automatically that may cause new and unpredictable issues reducing the purpose of driver information. These may include: mode confusion, function allocation, over and under trust, locus of control issues, skill degeneration and too low/high mental workload. Research has suggested that the most efficient way to reduce these issues is to make the driver and the automation (the agents) get along together and become team players. The team players should share goals, show intention, show limits of performance, state etcetera. However, for cars, a consumer product, in which visual demand is high, an approach can be where information vanishes when agents have become a “team”. This approach may be called “team building”.Research and industrial contributions has been presented. Several examples of how ADI can be carried out have been suggested and some even illustrated.Godkänd; 2014; 20141006 (stadav); Nedanstående person kommer att disputera för avläggande av teknologie doktorsexamen. Namn: Staffan Davidsson Ämne: Teknisk Psykologi/Engineering Psychology Avhandling: Adaptive Driver Information Opponent: Docent Forskningsledare Björn Peters, Statens väg- och transportforskningsinstitut, Linköping Ordförande: Professor Håkan Alm, Institutionen för ekonomi, teknik och samhälle, Luleå Tekniska Universitet Tid: Tisdag 11 november 2014, kl. 10.00 Plats: E243, Luleå tekniska universitet
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Bottomley, David M. "Observed and reported driver behaviour at junctions : implications for driver training." Thesis, Cranfield University, 1991. http://hdl.handle.net/1826/4473.
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Over half of the accidents on British roads occur
at junctions and it was the primary goal of this research
to develop an increased understanding of the underlying
factors behind these accidents. The vast majority of all
road accidents are attributable to human error and the
research investigated junction negotiation with respect to
drivers' perceptions of the social and environmental
components of driving.
The first part of the research, an observation
study, gathered basic information about actual driver
behaviour at junctions. The progress of over 3600
vehicles at four junctions of differing styles was
recorded and analysed with the aid of a timebase video
facility. It was found that approximately 7% of all
drivers were involved in some form of near-miss for which
evasive action was necessary. In addition to basic
descriptive information, inferential statistical
techniques were used to identify factors contributing to
near-miss incidents in addition to signalling, tracking
and approach speed behaviours. The information derived
from this first study was used, in conjunction with that
obtained from group discussions, to develop a
questionnaire.
Using a postal distribution technique, the
questionnaire was distributed to a random sample of
British full driving licence obtained from the records of
the Driver and Vehicle Licensing Authority. An additional
sample was obtained from the Thames Valley Police accident
records at Milton Keynes to ensure that a suitably-sized
accident-involved sample was available for analysis.
The various sections of the questionnaire were
designed to reflect different aspects of driving at
junctions. In addition, respondents were asked to provide
details of the most recent accident, if any, which they
had been involved in. Just over half of the 740
respondents to the questionnaire reported such accidents,
and the information provided was used to establish factors
implicated in accident-involvement, and particularly
accident culpability, at junctions.
In addition to sex and exposure factors, it was
found that self-descriptive metavariables were the most
effective at predicting aspects of involvement in
accidents at junctions. In particular, those deemed to be
accident-liable were more likely to describe themselves as
self-centred and ill-mannered. Other metavariables,
particularly those recording the subjective riskiness of
various manoeuvres, were also found to be useful
discriminators between various sub-groups of accident-
involved drivers. Finally, the differences in responses made by
drivers who had been trained by a variety of methods, or
combination of methods, were investigated. It was
discovered that those drivers initially trained by a
qualified instructor were more likely to respond in
similar ways to accident-involved drivers. In contrast,
those who had taken some form of advanced tuition were
more likely to report more considerate, attentive traits.
Several suggestions for further research were
made, particularly recommending the adoption of a
longitudinal research design to enable causal
relationships between accident-involvement and responses
to questionnaire items to be determined.
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Freeman, Roderick G. N. "The role of impulsivity and new-driver restrictions on driver risk." Thesis, University of Reading, 2008. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.515746.
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Amadio, Anthony. "DRIVER-GAS TAILORING FOR TEST-TIME EXTENSION USING UNCONVENTIONAL DRIVER MIXTURES." Master's thesis, University of Central Florida, 2006. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2923.
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To study combustion chemistry at low temperatures in a shock tube, it is of great importance to increase experimental test times, and this can be done by tailoring the interface between the driver and driven gases. Using unconventional driver-gas tailoring with the assistance of tailoring curves, shock-tube test times were increased from 1 to 15 ms for reflected-shock temperatures below 1000 K. Provided in this thesis is the introduction of tailoring curves, produced from a 1-D perfect gas model for a wide range of driver gases and the production and demonstration of successful driver mixtures containing helium combined with either propane or carbon dioxide. The He/CO2 and He/C3H8 driver mixtures provide a unique way to produce a tailored interface and, hence, longer test times, when facility modification is not an option. The tailoring curves can be used to guide future applications of this technique to other configurations. Nonreacting validation experiments using driver mixtures identified from the tailoring curves were performed over a range of reflected-shock temperatures from approximately 800 to 1400 K, and some examples of ignition-time experiments that could not have otherwise been performed are presented.M.S.M.E.
Department of Mechanical, Materials and Aerospace Engineering;
Engineering and Computer Science
Mechanical Engineering
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Nyberg, Anders. "The Potential of Driver Education to Reduce Traffic Crashes Involving Young Drivers." Doctoral thesis, Linköping : Univ, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-8424.
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Rolls, Geoffrey W. P. "Social psychological aspects of driver behaviour and accident potential in younger drivers." Thesis, University of Southampton, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.315437.
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Guillen, Pablo Puente, and Irene Gohl. "Forward collision warning based on a driver model to increase drivers’ acceptance." Taylor & Francis, 2019. https://publish.fid-move.qucosa.de/id/qucosa%3A72239.
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Objective: Systems that can warn the driver of a possible collision with a vulnerable road user (VRU) have significant safety benefits. However, incorrect warning times can have adverse effects on the driver. If the warning is too late, drivers might not be able to react; if the warning is too early, drivers can become annoyed and might turn off the system. Currently, there are no methods to determine the right timing for a warning to achieve high effectiveness and acceptance by the driver. This study aims to validate a driver model as the basis for selecting appropriate warning times. The timing of the forward collision warnings (FCWs) selected for the current study was based on the comfort boundary (CB) model developed during a previous project, which describes the moment a driver would brake. Drivers’ acceptance toward these warnings was analyzed. The present study was conducted as part of the European research project PROSPECT (“Proactive Safety for Pedestrians and Cyclists”).
Methods: Two warnings were selected: One inside the CB and one outside the CB. The scenario tested was a cyclist crossing scenario with time to arrival (TTA) of 4 s (it takes the cyclist 4 s to reach the intersection). The timing of the warning inside the CB was at a time to collision (TTC) of 2.6 s (asymptotic value of the model at TTA = 4 s) and the warning outside the CB was at TTC = 1.7 s (below the lower 95% value at TTA = 4 s). Thirty-one participants took part in the test track study (between-subjects design where warning time was the independent variable). Participants were informed that they could brake any moment after the warning was issued. After the experiment, participants completed an acceptance survey.
Results: Participants reacted faster to the warning outside the CB compared to the warning inside the CB. This confirms that the CB model represents the criticality felt by the driver. Participants also rated the warning inside the CB as more disturbing, and they had a higher acceptance of the system with the warning outside the CB. The above results confirm the possibility of developing wellsaccepted warnings based on driver models.
Conclusions: Similar to other studies’ results, drivers prefer warning times that compare with their driving behavior. It is important to consider that the study tested only one scenario. In addition, in this study, participants were aware of the appearance of the cyclist and the warning. A further investigation should be conducted to determine the acceptance of distracted drivers.
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Lii, Neal Yi-Sheng. "Fault-tolerant multi-sensor fusion for drive-by-wire driver interface design." Thesis, University of Cambridge, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.611434.
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Miyajima, Chiyomi, Yoshihiro Nishiwaki, Koji Ozawa, Toshihiro Wakita, Katsunobu Itou, Kazuya Takeda, and Fumitada Itakura. "Driver Modeling Based on Driving Behavior and Its Evaluation in Driver Identification." IEEE, 2007. http://hdl.handle.net/2237/9623.
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Mann, Helen. "Predicting young driver behaviour from pre-driver attitudes, intentions and road behaviour." Thesis, Heriot-Watt University, 2010. http://hdl.handle.net/10399/2396.
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Drivers under 25 years are over-represented in global road accident statistics. The Theory of Planned Behaviour (TPB) has been used to identify individuals who are likely to engage in behaviours, such as speeding, which are associated with increased accident involvement. In an attempt to investigate adolescents‟ attitudes and behaviours from pre- to post-driver training, the studies presented incorporate past behaviour into the TPB. Three questionnaire-based studies were conducted in Scotland and New Zealand. The first study explored adolescent pre-drivers‟ road behaviour, driving attitudes and speeding intentions. Adolescents‟ with the greatest speeding intentions frequently engaged in high-risk road behaviour and had more accepting attitudes towards driving violations. The second study explored the development of attitudes and intentions from pre- to post-driver training. Drivers who frequently violated reported more accepting attitudes towards violations and engagement in frequent high-risk road behaviours as pre-drivers. The third study assessed the stability of pre-drivers‟ driving attitudes and speeding intentions. Adolescents‟ attitudes and intentions fluctuated significantly; however, males reported riskier driving attitudes and greater speeding intentions. This research suggests that the role of road safety education and pre-driver interventions on future driving behaviour has been under-estimated. Interventions that simultaneously reinforce safe road practices and motivate the reduction of dangerous practices will influence the future of adolescents as safe drivers.
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Cassel, Shirley T. (Shirley Tamsen). "Validation of a Test Battery for the Selection of Driver Managers in a Trucking Organization." Thesis, University of North Texas, 1990. https://digital.library.unt.edu/ark:/67531/metadc500800/.
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This study was a concurrent validation of a paper and pencil test battery used at a national trucking company. Forty-eight driver managers were rated by their immediate supervisors with the performance appraisal covering 12 dimensions of job behavior that was developed by the experimenter. The driver managers were also administered the Wesman Personnel Classification Test, the Watson-Glaser Critical Thinking Appraisal, and the California Psychological Inventory (CPI). A biographical information blank was also developed and validated. Most validity correlations were nonsignificant, with the exception of the Dominance scale r = .25 (p < .05), the Self-control scale r = -.25 (p < .05), the Communanlity scale r = .29 (p < .05), and the Flexibility scale r = -.39 (p < .05), with overall performance.
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Lehmann, Thomas. "Towards device driver synthesis." [S.l.] : [s.n.], 2002. http://deposit.ddb.de/cgi-bin/dokserv?idn=968551009.
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Karlsson, Rikard. "Evaluating driver distraction countermeasures." Thesis, Linköping University, Department of Computer and Information Science, 2004. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-2456.
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Statistics showing that in-vehicle driver distraction is a major contributing cause in road accidents is presented. Driver distraction is defined building on the driving theory by Gibson and Crooks. The idea to use driver distraction countermeasures as a way of mitigating the effects of the driver distraction problem is then introduced. A requirement list is formulated with ten requirements that distraction countermeasures should meet. A simplification of regarding distraction as a gaze direction problem makes way for designing an experiment to evaluate two driver distraction countermeasures in which new eye- tracking technology plays a key role. The experiment also makes use of a simulator, a surrogate in-vehicle information system as a distractor, and thirty subjects. The most important dependent measures were in-vehicle glance time and a steering wheel reaction time measure. The evaluated countermeasures – a blue flash at middle of the road position and a kinesthetic brake pulse – could, however, not be shown to meet the most important of the requirements formulated. The lack of effect of the countermeasures in the experiment may either depend on their actual inefficiency or on methodological shortcomings of the experiment. These alternatives are discussed. It is speculated that the biggest problems with the possible lack of actual efficiency have to do with that the theoretical basis for using a flash did not transfer to the driving setting, and that the brake pulse used was too weak. The methodological problems have to do with the non-validated dependent measures used, missing data, nuisance warnings, insufficient distractors, non-precise hypotheses, and difficulties with separating the effect of the countermeasures from the psychological force to look on the road.
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Cherrett, Thomas James. "Congestion and driver response." Thesis, University of Southampton, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.244976.
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Mao, Huiying. "Optimal Driver Risk Modeling." Diss., Virginia Tech, 2019. http://hdl.handle.net/10919/93211.
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The importance of traffic safety has prompted considerable research on predicting driver risk and evaluating the impact of risk factors. Driver risk modeling is challenging due to the rarity of motor vehicle crashes and heterogeneity in individual driver risk. Statistical modeling and analysis of such driver data are often associated with Big Data, considerable noise, and lacking informative predictors. This dissertation aims to develop several systematic techniques for traffic safety modeling, including finite sample bias correction, decision-adjusted modeling, and effective risk factor construction.
Poisson and negative binomial regression models are primary statistical analysis tools for traffic safety evaluation. The regression parameter estimation could suffer from the finite sample bias when the event frequency (e.g., the total number of crashes) is low, which is commonly observed in safety research. Through comprehensive simulation and two case studies, it is found that bias adjustment can provide more accurate estimation when evaluating the impacts of crash risk factors.
I also propose a decision-adjusted approach to construct an optimal kinematic-based driver risk prediction model. Decision-adjusted modeling fills the gap between conventional modeling methods and the decision-making perspective, i.e., on how the estimated model will be used. The key of the proposed method is to enable a decision-oriented objective function to properly adjust model estimation by selecting the optimal threshold for kinematic signatures and other model parameters. The decision-adjusted driver-risk prediction framework can outperform a general model selection rule such as the area under the curve (AUC), especially when predicting a small percentage of high-risk drivers.
For the third part, I develop a Multi-stratum Iterative Central Composite Design (miCCD) approach to effectively search for the optimal solution of any "black box" function in high dimensional space. Here the "black box" means that the specific formulation of the objective function is unknown or is complicated. The miCCD approach has two major parts: a multi-start scheme and local optimization. The multi-start scheme finds multiple adequate points to start with using space-filling designs (e.g. Latin hypercube sampling).
For each adequate starting point, iterative CCD converges to the local optimum. The miCCD is able to determine the optimal threshold of the kinematic signature as a function of the driving speed.Doctor of Philosophy
When riding in a vehicle, it is common to have personal judgement about whether the driver is safe or risky. The drivers’ behavior may affect your opinion, for example, you may think a driver who frequently hard brakes during one trip is a risky driver, or perhaps a driver who almost took a turn too tightly may be deemed unsafe, but you do not know how much riskier these drivers are compared to an experienced driver. The goal of this dissertation is to show that it is possible to quantify driver risk using data and statistical methods. Risk quantification is not an easy task as crashes are rare and random events. The wildest driver may have no crashes involved in his/her driving history. The rareness and randomness of crash occurrence pose great challenges for driver risk modeling. The second chapter of this dissertation deals with the rare-event issue and provides more accurate estimation. Hard braking, rapid starts, and sharp turns are signs of risky driving behavior. How often these signals occur in a driver’s day-to-day driving reflects their driving habits, which is helpful in modeling driver risk. What magnitude of deceleration would be counted as a hard brake? How hard of a corner would be useful in predicting high-risk drivers? The third and fourth chapter of this dissertation attempt to find the optimal threshold and quantify how much these signals contribute to the assessment of the driver risk. In Chapter 3, I propose to choose the threshold based on the specific application scenario. In Chapter 4, I consider the threshold under different speed limit conditions. The modeling and results of this dissertation will be beneficial for driver fleet safety management, insurance services, and driver education programs.
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Ogle, Jennifer Harper. "Quantitative assessment of driver speeding behavior using instrumented vehicles." Diss., Georgia Institute of Technology, 2005. http://etd.gatech.edu/theses/available/etd-04182005-034536/unrestricted/ogle%5Fjennifer%5Fh%5F200505%5Fphd.pdf.
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Thesis (Ph. D.)--Civil and Environmental Engineering, Georgia Institute of Technology, 2005.Includes bibliographical references (p. 310-316). Also available online via the Georgia Institute of Technology, website (http://etd.gatech.edu/).
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Desai, Anup Vijayendra. "Obstructive sleep apnoea and driver performance: prevalence, correlates and implications for driver fatigue." University of Sydney. Medicine, 2003. http://hdl.handle.net/2123/589.
Full textAbstract:
Obstructive sleep apnoea (OSA) is characterised by repetitive reductions or pauses in breathing during sleep due to upper airway narrowing or closure. Due to disruption to normal sleep patterns, many patients with OSA suffer from increased daytime sleepiness. Epidemiological studies have established a link between OSA and driver fatigue and accidents, generally showing a two to seven times increased risk of road traffic accidents in non-commercial drivers with OSA. There is emerging evidence that commercial drivers have a higher prevalence of OSA than the general population, being predominately male, middle-aged and overweight, three important risk factors for OSA. However, little is known about the relationship between OSA and driver sleepiness in commercial drivers, whether road accidents are increased in commercial drivers with OSA, and whether OSA interacts with other fatigue promoting factors, such as sleep deprivation, to further escalate road accident risk. One thousand randomly selected commercial drivers were surveyed in the field. In addition, 61 randomly selected NSW commercial drivers had in hospital sleep studies and daytime performance testing, including a PC based driving simulator task. The prevalence of OSA, defined as Respiratory Disturbance Index (RDI) < 10, was approximately 50% in NSW commercial drivers. Approximately one quarter of the drivers reported pathological daytime sleepiness, and 12-14% had both OSA and pathological daytime sleepiness. A diagnosis of OSA was the most important factor predicting excessive daytime sleepiness in these drivers: OSA was more important than 15 other work-related, lifestyle and medical factors that could be expected to promote, or be associated with, daytime sleepiness. Drivers with sleep apnoea syndrome (both OSA and pathological daytime sleepiness) had an increased driving accident risk, using driving simulator and daytime performance testing as proxy measures for accident risk. These results demonstrate the importance of OSA as a cause of driver fatigue in commercial drivers and suggest that all commercial drivers should be screened for the presence of sleep apnoea syndrome in order to potentially reduce road accident risk through treatment. A separate, but related body of work examined the combined effects of mild OSA and other fatigue promoting factors (sleep deprivation and circadian influences) on driving performance. Twenty nine subjects, consisting of a group with mild OSA and a group of non-OSA controls, were tested on several occasions throughout the night and day using an intensive performance battery, under both baseline conditions and after a period of 36 hours of total sleep deprivation. The results suggest that drivers with mild OSA are not different to the control group in their response to sleep deprivation or time of day influences. However, the subjects with mild OSA were less aware of their impairment due to sleep deprivation, which is of concern if drivers with OSA are relying on their subjective awareness of fatigue to make decisions about when to stop driving. A final perspective on OSA and driver fatigue is provided through a clinical case series of seven fall-asleep fatality associated MVA�s associated with unrecognised or under-treated sleep disorders. As well as demonstrating the day to day potential for devastating road accidents due, at least in part, to un-recognised or untreated sleep disorders, these cases also serve to highlight some of the current medico-legal controversies and difficulties in this area of driver fatigue. In conclusion, this body of work has provided novel information about the epidemiology and implications of OSA in commercial drivers, and about how OSA interacts with other fatigue promoting factors. Finally, it has explored some of the medico-legal issues that relate to sleep disorders and driver fatigue. As well as providing much needed information in the area of driver fatigue, at the same time this work raises many more questions and suggests areas of future research. For instance, such research should examine the relationship between objective accident rates and OSA/sleep apnoea syndrome in commercial drivers, the interaction between mild sleep apnoea syndrome and other fatigue risk factors, and driver perception of sleepiness prior to sleep onset in drivers with sleep disorders.
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Hibberd, Daryl Liam. "Driver distraction : managing the timing of in-vehicle tasks to improve driver safety." Thesis, University of Leeds, 2012. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.589028.
Full textAbstract:
Distracted driving can impair driving performance and increase the likelihood of a collision. Driver interaction with in-vehicle distractions can be highly damaging to driver safety and there is the potential for this threat to increase in future vehicles. The research reported in this thesis considers how to prevent in-vehicle distractions from producing a negative driver safety outcome. This thesis informs on a series of driving simulator studies in which driver responses to lead vehicle braking events are assessed in the presence of surrogate in-vehicle distracter tasks. The design of these studies was informed by previous research using the psychological refractory period paradigm, with each study focusing on a different aspect of in-vehicle task presentation. In summary, the results demonstrate that drivers are slower to respond to a lead vehicle braking event when an in-vehicle task is presented in the period immediately before or after it occurs. The absolute magnitudes of the distracting effects of an in- vehicle task vary with the number of concurrent distracter tasks and the stimulus and response modalities involved in the task. These results were observed with highly expected braking events. The expectancy of a braking effect appears to modulate the impact of a distracter task on braking performance, such that unexpected braking events are less affected by concurrent distractions. This thesis offers a novel and potentially valuable contribution to the management of in-vehicle task presentation so as to reduce the frequency of distracted driving and to mitigate its impacts when it occurs. The results of these studies are used to develop recommendations for an in-vehicle task presentation strategy, which could inform the design of future driver workload management systems. The barriers to implementation of these suggestions are discussed, followed by a summary of further study that could increase the utility of this work.
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Adell, Emeli. "Driver experience and acceptance of driver support systems : a case of speed adaptation /." Lund : Lund University, 2009. http://www.lu.se/o.o.i.s?id=12588&postid=1504012.
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Desai, Anup. "Obstructive sleep apnoea and driver performance prevalence, correlates, and implications for driver fatigue /." Connect to full text, 2002. http://hdl.handle.net/2123/589.
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Thesis (Ph. D.)--University of Sydney, 2003.Includes tables and questionnaires. Title from title screen (viewed Apr. 29, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Faculty of Medicine. Degree awarded 2003; thesis submitted 2002. Includes bibliography. Also available in print form.
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Sutherland, Fritz. "Driver traffic violation detection and driver risk calculation through real-time image processing." Diss., University of Pretoria, 2005. http://hdl.handle.net/2263/66246.
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Road safety is a serious problem in many countries and affects the lives of many people. Improving road safety starts with the drivers, and the best way to make them change their habits is to offer incentives for better, safer driving styles. This project aims to make that possible by offering a means to calculate a quantified indicator of how safe a driver's habits are. This is done by developing an on-board, visual road-sign recognition system that can be coupled with a vehicle tracking system to determine how often a driver violates the rules of the road. The system detects stop signs, red traffic lights and speed limit signs, and outputs this data in a format that can be read by a vehicle tracking system, where it can be combined with speed information and sent to a central database where the driver safety rating can be calculated. Input to the system comes from a simple, standard dashboard mounted camera within the vehicle, which generates a continuous stream of images of the scene directly in front of the vehicle. The images are subjected to a number of cascaded detection sub-systems to determine if any of the target objects (road signs) appear within that video frame. The detection system software had to be optimized for minimum false positive detections, since those will unfairly punish the driver, and it also had to be optimized for speed to run on small hardware that can be installed in the vehicle. The first stage of the cascaded system consists of an image detector that detects circles within the image, since traffic lights and speed signs are circular and a stop sign can be approximated by a circle when the image is blurred or the resolution is lowered. The second stage is a neural network that is trained to recognize the target road sign in order to determine which road sign was found, or to eliminate other circular objects found in the image frame. The output of the neural network is then sent through an iterative filter with a majority voted output to eliminate detection 'jitter' and the occasional incorrect classifier output. Object tracking is applied to the 'good' detection outputs and used as an additional input for the detection phase on the next frame. In this way the continuity and robustness of the image detector are improved, since the object tracker indicates to it where the target object is most likely to appear in the next frame, based on the track it has been following through previous frames. In the final stage the detection system output is written to the chosen pins of the hardware output port, from where the detection output can be indicated to the user and also used as an input to the vehicle tracking system. To find the best detection approach, some methods found in literature were studied and the most likely candidates compared. The scale invariant feature transform (SIFT) and speeded up robust features (SURF) algorithms are too slow compared to the cascaded approach to be used for real-time detection on an in-vehicle hardware platform. In the cascaded approach used, different detection stage algorithms are tested and compared. The Hough circle transform is measured against blob detection on stop signs and speed limit signs. On traffic light state detection two approaches are tested and compared, one based on colour information and the other on direct neural network classification. To run the software in the user's vehicle, an appropriate hardware platform is chosen. A number of promising hardware platforms were studied and their specifications compared before the best candidate was selected and purchased for the project. The developed software was tested on the selected hardware in a vehicle during real public road driving for extended periods and under various conditions.Dissertation (MEng)--University of Pretoria, 2017.
Electrical, Electronic and Computer Engineering
MEng
Unrestricted
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Darnell, Richard. "Young drivers and the efficacy of the Texas drug and alcohol driving awareness program." Thesis, [College Station, Tex. : Texas A&M University, 2007. http://hdl.handle.net/1969.1/ETD-TAMU-1528.
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Morris, Steven Michael. "Truck Dispatching and Fixed Driver Rest Locations." Diss., Georgia Institute of Technology, 2007. http://hdl.handle.net/1853/19745.
Full textAbstract:
This thesis sets out to analyze how restricting rest (sleep) locations for long-haul truckers may impact operational productivity, given hours-of-service regulations. Productivity in this thesis is measured by the minimum number of unique drivers required to feasibly execute a set of load requests over a known planning horizon. When drivers may stop for rest at any location, they may maximize utilization under regulated
driving hours. When drivers may only rest at certain discrete locations, their productivity may be diminished since they may no longer be able to fully utilize available service hours. These productivity losses may require trucking firms to operate larger driver fleets.
This thesis addresses two specific challenges presented by this scenario; first, understanding how a given discrete set of rest locations may affect driver fleet size requirements; and second, how to determine optimal discrete locations for a fixed number of rest facilities and the potential negative impact on fleet size of non-optimally located facilities. The minimum fleet size problem for a single origin-destination leg with fixed possible rest locations is formulated as a minimum cost network flow with additional bundling constraints. A mixed integer program is developed for solving the single-leg rest facility location problem. Tractable adaptations of the basic models to handle problems with multiple lanes are also presented.
This thesis demonstrates that for typical long-haul lane lengths the effects of restricting rest to a relatively few fixed rest locations has minimal impact on fleet size. For an 18-hour lane with two rest facilities, no increase in fleet size was observed for any test load set instances with exponentially distributed interdeparture times. For test sets with uniformly distributed interdeparture times, additional required fleet sizes ranged from 0 to 11 percent.
The developed framework and results should be useful in the analysis of truck transportation of security-sensitive commodities, such as food products and hazardous materials, where there may exist strong external pressure to ensure that drivers rest only in secure locations to reduce risks of tampering.
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Frid, Alexandra, and Fredrik Åström. "Impaired Driver Performance Detection Identifying driver-independent signs of inattention via in-vehicle sensors." Thesis, KTH, Maskinkonstruktion (Inst.), 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-49625.
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Detta examensarbete är utfört på Scania CV i Södertälje. Det är den avslutande delen av civilingenjörsprogrammet Design och produktframtagning vid Institutionen för maskinkonstruktion på KTH i Stockholm. Mer än 80 procent av alla trafikolyckor som involverar tunga fordon är relaterade till ouppmärksamt förarbeteende. Ouppmärksamhet kan orsakas av antingen trötthet eller distraktioner. Målet med detta examensarbete är att försöka hitta ett sätt att prediktera och detektera den här typen av beteende med hjälp av fordonssignaler. Grunden för analysen är data från SeMiFOT-projektet, ett naturalistiskt fältprov, utfört av gemensamma krafter inom svensk fordonsindustri, forskningsinstitut och University of Michigan. Datat inkluderar videofilm, blickriktnings- och ögonrörelsemönster, samt CAN signaler. De CAN-signaler som använts för analysen inkluderar till exempel styrvinkel och lateral acceleration. För att möjliggöra uppskattning av förarnas trötthetsnivå har en modell som kallas Sleep/Wake Predictor (SWP) använts. Resultatet av arbetet är en modell som består av en riskbedömning kopplad till trötthetsnivån och en algoritm för distraktionsdetektion. Trötthetsdelen använder SWP:n och den välkända KSS skalan för att approximera förarens nuvarande och förväntade trötthetsnivå och riskerna det medför. Distraktionsalgoritmen använder styrvinkelhastigheten som insignal och genererar en distraktionsflagga. De typer av distraktionsmoment som kan detekteras är exempelvis telefonanvändning och justering av utrustning i hytten. Utvariablerna från modellen skickas på fordonets CAN-nätverk. Hur den här informationen bäst skulle kunna presenteras till föraren har inte undersökts i det här projektet. Slutsatsen från projektet är att det faktum att distraktionsbeteende, som är en bidragande orsak till nedsatt förarförmåga, kan detekteras är positivt. Detta i kombination med uppskattningen av trötthet utgör en bra grund för att reducera riskerna för olyckor orsakade av ouppmärksamhet. Detta kan utvecklas till en värdefull produkt som Scania kan erbjuda sina kunder.This thesis work is conducted at Scania CV in Södertälje. It is the final part of the M.Sc program Design & Product Development at the Institution for Machine Design at KTH, Stockholm. More than 80 percent of all traffic accidents involving heavy trucks are caused by inattentive driver behaviour. Inattention can be caused by either drowsiness or distractions. The aim with this thesis work is to try to find a way to predict and detect such behaviour using vehicle sensors. The basis for the analysis is data from the SeMiFOT project, a naturalistic field operating test, conducted by joint forces between Swedish vehicle manufacturers, research institutes and the University of Michigan. The data includes video footage, gaze direction and eye closure measures, as well as CAN signals. The CAN signals used for analysis are for example steering wheel angle and lateral acceleration. To be able to assess the drivers’ level of sleepiness, a model called the Sleep/Wake Predictor (SWP) has been used. The result of this thesis is a model consisting of a risk level due to sleepiness assessment and a distraction detection algorithm. The sleepiness part uses the SWP and the well known Karolinska Sleepiness Scale (KSS) to approximate the drivers’ current and expected sleepiness level and the risks associated with this. The distraction detection uses the steering wheel angle velocity as input, processes the signal and outputs a distraction warning flag. The type of distractions thatare detectable are for example using a mobile phone and adjusting equipment in the cab. The model output is sent out on the Controller Area Network (CAN) of the vehicle. How the information from the model can be best presented to the driver has not been examined. The conclusion from the project is that the fact that distractive behaviour, which is a contributor to impaired driver performance, can be detected is positive. This, in combination with the assessment of sleepiness, constitutes a good base for reducing the risks of accidents caused by inattention. This can be developed into a valuable product for Scania to offer their customers.
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Fitch, Gregory M. "Driver Comprehension of Integrated Collision Avoidance System Alerts Presented through a Haptic Driver Seat." Diss., Virginia Tech, 2008. http://hdl.handle.net/10919/26281.
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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. Driversâ 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. Driversâ 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 driversâ response performance. The second experiment investigated whether presenting haptic alerts through unique versus common locations in the driver seat affects driversâ 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 seatâ 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.Ph. D.
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D'Angio, Paul Christopher. "Adaptive and Passive Non-Visual Driver Assistance Technologies for the Blind Driver Challenge®." Diss., Virginia Tech, 2012. http://hdl.handle.net/10919/27582.
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This work proposes a series of driver assistance technologies that enable blind persons to safely and independently operate an automobile on standard public roads. Such technology could additionally benefit sighted drivers by augmenting vision with suggestive cues during normal and low-visibility driving conditions. This work presents a non-visual human-computer interface system with passive and adaptive controlling software to realize this type of driver assistance technology. The research and development behind this work was made possible through the Blind Driver Challenge® initiative taken by the National Federation of the Blind.
The instructional technologies proposed in this work enable blind drivers to operate an automobile through the provision of steering wheel angle and speed cues to the driver in a non-visual method. This paradigm imposes four principal functionality requirements: Perception, Motion Planning, Reference Transformations, and Communication. The Reference Transformation and Communication requirements are the focus of this work and convert motion planning trajectories into a series of non-visual stimuli that can be communicated to the human driver.
This work proposes two separate algorithms to perform the necessary reference transformations described above. The first algorithm, called the Passive Non-Visual Interface Driver, converts the planned trajectory data into a form that can be understood and reliably interacted with by the blind driver. This passive algorithm performs the transformations through a method that is independent of the driver. The second algorithm, called the Adaptive Non-Visual Interface Driver, performs similar trajectory data conversions through methods that adapt to each particular driver. This algorithm uses Model Predictive Control supplemented with Artificial Neural Network driver models to generate non-visual stimuli that are predicted to induce optimal performance from the driver. The driver models are trained online and in real-time with a rapid training approach to continually adapt to changes in the driver's dynamics over time.
The communication of calculated non-visual stimuli is subsequently performed through a Non-Visual Interface System proposed by this work. This system is comprised of two non-visual human computer interfaces that communicate driving information through haptic stimuli. The DriveGrip interface is pair of vibro-tactile gloves that communicate steering information through the driverâ s hands and fingers. The SpeedStrip interface is a vibro-tactile cushion fitted on the driverâ s seat that communicates speed information through the driver's legs and back. The two interfaces work simultaneously to provide a continuous stream of directions to the driver as he or she navigates the vehicle.Ph. D.
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Aziz, Tabinda. "Empirical Analyses of Human-Machine Interactions focusing on Driver and Advanced Driver Assistance Systems." 京都大学 (Kyoto University), 2015. http://hdl.handle.net/2433/195975.
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Almén, Marcus. "Driver Model for Mission-Based Driving Cycles." Thesis, Linköpings universitet, Fordonssystem, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-140158.
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When further demands are placed on emissions and performance of cars, trucks and busses, the vehicle manufacturers are looking to have cheap ways to evaluate their products for specific customers' needs. Using simulation tools to quickly compare use cases instead of manually recording data is a possible way forward. However, existing traffic simulation tools do not provide enough detail in each vehicle for the driving to represent real life driving patterns with regards to road features. For the purpose of this thesis data has been recorded by having different people drive a specific route featuring highway driving, traffic lights and many curves. Using this data, models have then been estimated that describe how human drivers adjust their speed through curves, how long braking distances typically are with respect to the driving speed, and the varying deceleration during braking sequences. An additional model has also been created that produces a speed variation when driving on highways. In the end all models are implemented in Matlab using a traffic control interface to interact with the traffic simulation tool SUMO. The results of this work are promising with the improved simulation being able to replicate the most significant characteristics seen from human drivers when approaching curves, traffic lights and intersections.
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Stinchcombe, Arne. "Understanding the Challenges of the Older Driver: Attention, Road Complexity and Assessment." Thèse, Université d'Ottawa / University of Ottawa, 2011. http://hdl.handle.net/10393/20464.
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Older adults are at an increased risk for motor-vehicle collisions (MVCs) once distance driven is considered, a finding that is partly attributed to a decline in attention related processes associated with age. MVCs typically occur in highly specific areas, suggesting a role of the complexity of the driving environment contributing to the occurrence of MVCs. The goal of this thesis was to explore the attentional demands of simulated driving events of varying complexity among young, mature and older drivers. In the present studies, attentional demand associated with driving was assessed through the peripheral detection task (PDT), a method in which a stimulus unrelated to the driving task is presented and drivers manually respond immediately upon its detection; latency to respond is recorded. The complexity of the driving environment was operationalized in terms of vehicle handling and of information processing elements. In the first study, inexperienced drivers completed a series simulated driving scenarios that varied according to their information processing and vehicle handling demands. The results showed a reduction in PDT performance at intersections where information processing is increased as well as when handling maneuvers behind a lead vehicle were required. Building on these findings, the second study employed the identical protocol as the first but examined differences in attentional demand between mid-aged and older drivers. The results indicated that when information processing demands were increased through the addition of traffic, and buildings, all participants exhibited greater workload regardless of age. The third study presented young, mid-aged, and older drivers with a simulated driving assessment course and administered several cognitive tasks. The results of the third study supported the hypothesis in that complex driving situations elicited greater attentional demand among drivers of all ages. Older adults showed greater attentional demand in comparison to young and mid-aged adults even after controlling for baseline response time. Older drivers also scored poorer on a global measure of driving safety. The results of this thesis highlight the roles of intrinsic and extrinsic factors involved in safe driving and are discussed in terms of appropriate interventions to improve road safety.
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To, Duc Ngoc. "Circuit de pilotage intégré pour transistor de puissance." Thesis, Université Grenoble Alpes (ComUE), 2015. http://www.theses.fr/2015GRENT017/document.
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Ces travaux de thèse s’inscrivent dans le cadre d’une collaboration entre les laboratoires G2ELAB et IMEP-LAHC en lien avec le projet BQR WiSiTUDe (Grenoble-INP). Le but de cette thèse concerne la conception, modélisation et caractérisation du gate driver intégré pour transistors de puissance à base d’un transformateur sans noyau pour le transfert isolé d'ordres de commutation. La thèse est composée de deux grandes parties : - Une partie de la conception, la modélisation et la caractérisation du transformateur intégré dans deux technologies CMOS 0.35 µm bulk et CMOS 0.18 µm SOI. - Une partie de la conception, la simulation et la mise en œuvre de deux circuits de commande intégrée dans ces deux technologies. Ainsi, l’aspect du système du convertisseur de puissance sera étudié en proposant une nouvelle conception couplée commande/puissance à faible charge. Les résultats de ce travail de thèse ont permis de valider les approches proposées. Deux modèles fiables (électrique 2D et électromagnétique 3D) du transformateur ont été établis et validés via une réalisation CMOS 0.35 µm standard. De plus, un driver CMOS bulk, intégrant l’ensemble du transformateur sans noyau avec plusieurs fonctions de pilotage de la commande rapprochée a été caractérisé et validé. Finalement, un gate driver générique a été conçu en technologie CMOS SOI, intégrant dans une seule puce les étages de commande éloignée, l’isolation galvanique et la commande rapprochée pour transistors de puissance. Ce gate driver présente nombre d’avantages en termes d’interconnexion, de la consommation de la surface de silicium, de la consommation énergétique du driver et de CEM. Les perspectives du travail de thèse sont multiples, à savoir d’une part l’assemblage 3D entre le gate driver et le composant de puissance et d’autre part les convertisseurs de multi-transistorsThis thesis work focuses on the design, modelling and the implementation of integrated gate drivers for power transistors based on CMOS coreless transformer. The main objectives of thesis are the design, modeling and characterization of coreless transformer in two technologies CMOS 0.35 µm bulk and CMOS 0.18 µm SOI, as well as the design and the characterization of two integrated gate drivers in these two technologies. The results of thesis allow us to validate our proposal models for coreless transformer: 2D electrical model and 3D electromagnetic model. Moreover, one CMOS bulk isolated gate driver which monolithically integrates the coreless transformer, the secondary side control circuit for power transistors has been fabricated and validated for both high side and low side configuration in a Buck converter. Finally, a CMOS SOI isolated gate driver is designed; integrates in one single chip the external control, the coreless transformer and the close gate driver circuit for power transistors. This one-chip solution presents a numerous advantages in term of interconnect parasitic, energy consumption, silicon surface consumption, and EMI with a high level of galvanic isolation. The perspectives of this SOI gate driver are multiple, on the one hand, are the 3D assemblies between gate driver/power transistors and on the other hand, are the multiple-switch converter
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Le, Thanh Long. "Isolation galvanique intégrée pour nouveaux transitors de puissance." Thesis, Université Grenoble Alpes (ComUE), 2015. http://www.theses.fr/2015GREAT105/document.
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Ces travaux de thèse proposent une approche de réalisation d'intégration d'isolation galvanique optique plus performante entre la partie de commande éloignée et la partie de puissance d'un convertisseur d'énergie. Ce mémoire de thèse est composé de trois chapitres. Après une étude bibliographique et un positionnement de l'approche dans le premier chapitre, la conception de la puce de commande, les différentes fonctions développées seront vus en détail, et les résultats pratiques et les performances des réalisations effectuées seront présentés, avec plusieurs études de photodétecteurs et circuits de traitement intégrés en technologie CMOS. Dans le dernier chapitre de la thèse, un autre aspect sera abordé, en intégrant une alimentation flottante isolée générée par voie optique. Les avantages résultant de cette approche seront également discutés. Les puces de commande sont fabriquées en technologie CMOS standard C35 AMS pour les premiers prototypes et transférées en technologie CMOS SOI Xfab 018 afin de tester nos fonctions à haute température. La mise en œuvre du circuit de commande par voie optique dans un convertisseur de puissance sera réalisée afin de valider le fonctionnement de notre « gate driver »This works proposes an approach of optical galvanic isolation between the control parts on one side and the power transistors and their associated drivers on the other side. This thesis consists of three chapters. After a literature review and the proposition of our approach in the first chapter, the design of the control chip and the different developed functions will be seen in detail in the second chapter. The practical results and performance achievements will be presented with several integrated photodetectors and signal processing circuit in CMOS technology. In the last chapter of the thesis, an integrated optically floating power supply will be investigated. The benefits of this approach will be discussed. These fabricated chips are manufactured in standard CMOS AMS C35 technology for first prototypes and transferred in SOI Xfab 018 CMOS technology to test these functions at high temperature. The implementation of the optically control circuit in a power converter will be presented to validate the operation of our "gate driver"
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Chucray, Ashley N. "Comparison Between Familiar and Unfamiliar Driver Performance in a Multi-Lane Roundabout: A Case Study in Athens, Ohio." Ohio University / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1375115354.
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Cho, Gyuchoon. "Real Time Driver Safety System." TopSCHOLAR®, 2009. http://digitalcommons.wku.edu/theses/63.
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The technology for driver safety has been developed in many fields such as airbag system, Anti-lock Braking System or ABS, ultrasonic warning system, and others. Recently, some of the automobile companies have introduced a new feature of driver safety systems. This new system is to make the car slower if it finds a driver’s drowsy eyes. For instance, Toyota Motor Corporation announced that it has given its pre-crash safety system the ability to determine whether a driver’s eyes are properly open with an eye monitor. This paper is focusing on finding a driver’s drowsy eyes by using face detection technology.
The human face is a dynamic object and has a high degree of variability; that is why face detection is considered a difficult problem in computer vision. Even with the difficulty of this problem, scientists and computer programmers have developed and improved the face detection technologies. This paper also introduces some algorithms to find faces or eyes and compares algorithm’s characteristics.
Once we find a face in a sequence of images, the matter is to find drowsy eyes in the driver safety system. This system can slow a car or alert the user not to sleep; that is the purpose of the pre-crash safety system. This paper introduces the VeriLook SDK, which is used for finding a driver’s face in the real time driver safety system. With several experiments, this paper also introduces a new way to find drowsy eyes by AOI,Area of Interest. This algorithm improves the speed of finding drowsy eyes and the consumption of memory use without using any object classification methods or matching eye templates. Moreover, this system has a higher accuracy of classification than others.
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Stribeck, Robert. "Driver training with look ahead." Thesis, Linköping University, Department of Electrical Engineering, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-53899.
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The ambition to lower fuel consumption has been a goal for the vehicle industrysince many years. During the first oil crisis in the seventies this first came intolight and it has become more relevant during the last years climate change debate.Fuel costs are also an issue. Reducing lifetime costs, in which fuel is 30 %, givesa competitive advantage to the vehicle producer. Over the years the drive trainhas been made efficient to the point where a reduction in fuel consumption due toimprovements in the drive train is highly expensive to develop. The fact that thedriver behavior is a big factor in the vehicle’s fuel consumption has recently comeinto attention. This master thesis has been performed at Scania in Södertälje andpresents a way to give the driver advice in advance of difficult road segments. Theadvice will help the driver drive in a fuel efficient manner. Focus is put on a specificcase where the vehicle approaches a downhill and advice is given for the driver tolet the vehicle coast up to the start of the downhill so that the vehicle can regainits speed in the downhill. The detection of the downhill is made with look-aheadtechnology where a GPS and a digital 3D road map makes the topography of theroad segment ahead available.
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Nilsson, Rickard. "Safety margins in the driver." Doctoral thesis, Uppsala : Acta Universitatis Upsaliensis : Univ.-bibl. [distributör], 2001. http://publications.uu.se/theses/91-554-5163-2/.
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Agebro, Markus. "Driver preferences of steering characteristics /." Stockholm, : Farkost och flyg, Kungliga Tekniska högskolan, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4525.
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Wong, Yiik Diew. "Driver behaviour at horizontal curves." Thesis, University of Canterbury. Civil Engineering, 1989. http://hdl.handle.net/10092/7596.
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Studies relating accident occurrence to horizontal curve geometry indicate a strong association between the radius of horizontal curves and accident occurrence, but the individual effect of horizontal curvature on safety is still uncertain. The preponderance of human error as a contributory cause of accidents has led to a growing interest in research on driver behaviour. The human factor in road safety is discussed and literature on driver behaviour on horizontal curves is reviewed.
A study involving unobtrusive observation of driver behaviour at two curves (an isolated curve and a reverse curve) before and after realignment was carried out. Data on driver behaviour was collected by continuous video-recording of each subject vehicle as it moved through each curve. Lateral placement and speed data along the curve were extracted from the video record, and the path radius and sideway force coefficient at the mid-point of the curve were estimated. The observed driver behaviour is discussed.
The results of the study were checked against the underlying design assumptions, which are shown not to be completely and universally valid. The evaluation of the realignment, based on driver behaviour and the sideway force coefficient, and the accident records show that there was an overall improvement in the margin of safety at all the curves (except one). The results do not support the concept of risk homeostasis, although there is evidence of risk compensation.
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Bergendahl, Robin. "Vad driver de svenska småhuspriserna?" Thesis, Högskolan Väst, Avd för juridik, ekonomi, statistik och politik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:hv:diva-6771.
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Syftet med denna uppsats är att utreda vilka faktorer som påverkar de svenska småhuspriserna, och i så fall hur och i vilken utsträckning. Med stöd av tidigare studier som enhetlig pekar ut bolåneräntan och disponibel inkomst som de faktorer vilka har tydligast inverkan på fastighetspriserna i Sverige, utökas de förklarande variablerna i denna studie med hjälp av en stock-flow modell. Tidsseriedata från 1993-2013 behandlas för enhetsrötter och kointegration för att skattas i en regressionsanalys i form en "Error Correction Model", med avsikten att utreda både ett kort- och långsiktigt samband. Resultatet bekräftar reporäntan och disponibel inkomst som två viktiga faktorer för att förklara det långsiktiga sambandet med priserna på småhus i Sverige, tillsammans med ytterligare faktorer såsom BNP, hushållens skuldsättning och arbetslösheten. På kort sikt är dels den historiska utvecklingen av huspriserna en nyckelfaktor, men faktorer som disponibel inkomst, ränta, BNP och hushållens skuldsättning är också viktiga krafter för att förklara småhuspriserna. En slutsats som kan dras är att hushållens förmåga till ökad konsumtion, när inkomsterna ökar, avspeglas i småhuspriserna. En låg ränta gör samtidigt att fler än någonsin har råd att låna på en marknad med ett redan mycket begränsat bostadsutbudThe purpose of this study is to investigate which factors affect the Swedish real estate prices of small house dwellings, and if so, how and to what extent. With the use of earlier studies, that coherently claims mortgage rate and household disposable income to be the most valuable factors to explain the Swedish real estate prices, this study will consider additional determinant factors with the respect to a stock-flow model. 1993-2013 time series data will be tested for unit roots and cointegration before its run in a regression as an "Error Correction Model", which considers both long- and short run equilibrium. The result confirms the short run rate and disposable income as two determinant key factors when it comes to explaining the long run Swedish housing prices, together with other factors such as GDP, household debt and unemployment rate. In the short run, the historical development of housing prices act as a key determinant, but disposable income, short term rate, GDP and household debt are also important explanatory factors. The study shows that the increased income, and the ability to increase household spending, will be reflected in the housing prices. A low loan rate will concurrently make it possible for more households than ever to loan at a market with an already very restricted housing supply
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Seco, Alvaro Jorge da Maia. "Driver behaviour at uncontrolled junctions." Thesis, University of Leeds, 1991. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.293702.
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