Excursions out-of-lane versus standard deviation of lateral position as outcome measure of the on-the-road driving test

2014 ◽  
Vol 29 (4) ◽  
pp. 322-329 ◽  
Author(s):  
Joris C. Verster ◽  
Thomas Roth
Keyword(s):  
Standard Deviation ◽  
Outcome Measure ◽  
Lateral Position ◽  
The Road ◽  
On The Road

scholarly journals Validating lane drifts as a predictive measure of drug or sleepiness induced driving impairment

2020 ◽  
Vol 237 (3) ◽  
pp. 877-886 ◽  
Author(s):  
F. R. J. Vinckenbosch ◽  
A. Vermeeren ◽  
J. C. Verster ◽  
J. G. Ramaekers ◽  
E. F. Vuurman
Keyword(s):  
Outcome Measure ◽  
Large Data ◽  
Lateral Position ◽  
The Road ◽  
Treatment Conditions ◽  
Driving Impairment ◽  
Reliable Parameter ◽  
On The Road ◽  
Induced Changes ◽  
The Impact

Abstract Background Standard deviation of lateral position (SDLP) has been accepted as a reliable parameter for measuring driving impairment due to lowered vigilance caused by sleepiness or the use of sedating drugs. Recently, lane drifts were proposed as an additional outcome measure quantifying momentary lapses of attention. The purpose of this study was to validate lane drifts as outcome measure of driver impairment in a large data pool from two independent research centers. Methods Data from 11 placebo-controlled studies that assessed the impact of alcohol, hypnotics, and sleep deprivation on actual driving performance were pooled. In total, 717 on-the-road tests performed by 315 drivers were subjected to an automated algorithm to detect occurrences of lane drifts. Lane drifts were defined as deviations > 100 cm from the mean (LDmlp) and from the absolute lateral position (LDalp) for 8 s. Results The number of LDmlp was low and did not differ between treatments and baseline, i.e., 14 vs. 3 events, respectively. LDalp were frequent and significantly higher during treatment relative to baseline, i.e., 1646 vs. 470 events. The correlation between LDalp and SDLP in the treatment conditions was very high (rs = 0.77). The frequency of the occurrence of treatment-induced lane drifts however depended on baseline SDLP of drivers, whereas treatment-induced changes in SDLP occurred independent of baseline SDLP. Conclusion LDmlp is not useful as an outcome measure of driver impairment due to its rare occurrence, even when treatment-induced increments in SDLP are evident. Treatment effects on LDalp and SDLP are closely related.

Lapses of attention as outcome measure of the on-the-road driving test

2013 ◽  
Vol 231 (1) ◽  
pp. 283-292 ◽  
Author(s):  
Joris C Verster ◽  
Adriana C Bervoets ◽  
Suzanne de Klerk ◽  
Thomas Roth
Keyword(s):  
Outcome Measure ◽  
The Road ◽  
On The Road

scholarly journals On-the-road driving performance the morning after bedtime administration of lemborexant in healthy adult and elderly volunteers

SLEEP ◽  
2018 ◽  
Vol 42 (4) ◽  
Author(s):  
Annemiek Vermeeren ◽  
Stefan Jongen ◽  
Patricia Murphy ◽  
Margaret Moline ◽  
Gleb Filippov ◽  
...  
Keyword(s):  
Healthy Volunteers ◽  
Lateral Position ◽  
Driving Performance ◽  
Symmetry Analysis ◽  
Double Blind ◽  
Clinical Trial Registration ◽  
Previous Night ◽  
The Road ◽  
On The Road ◽  
Mean Differences

Abstract Study Objectives To assess potential effects of lemborexant on next-morning driving performance in adult and elderly healthy volunteers. Methods Randomized, double-blind, double-dummy, placebo and active-controlled, four period incomplete crossover study in 48 healthy volunteers (22 females), 23–78 years old. Participants were treated at bedtime for eight consecutive nights with two of three dose levels of lemborexant (2.5, 5, or 10 mg), zopiclone 7.5 mg (on the first and last night with placebo on intervening nights), or placebo. Driving performance was assessed in the morning on days 2 and 9 using a standardized highway driving test in normal traffic, measuring standard deviation of lateral position (SDLP). Drug–placebo differences in SDLP >2.4 cm were considered to reflect clinically meaningful driving impairment. Results Mean drug–placebo differences in SDLP following lemborexant 2.5, 5, and 10 mg on days 2 and 9 were 0.74 cm or less. The upper bound of the 95% confidence intervals (CIs) for lemborexant treatment groups were all below 2.4 cm and the 95% CIs included zero, indicating that the effects were neither clinically meaningful nor statistically significant. Symmetry analysis further supported the lack of clinically meaningful impairment with lemborexant. Conclusions When assessed starting ~9 h after lemborexant administration at bedtime the previous night, there was no statistically significant or clinically meaningful effect on driving performance in healthy adults and elderly, as assessed by either mean differences in SDLP relative to placebo or symmetry analysis. In this study, lemborexant at doses up to 10 mg was well-tolerated. Clinical Trial Registration clinicaltrials.gov, NCT02583451. https://clinicaltrials.gov/ct2/show/NCT02583451.

Safety Aspects of Sophisticated In-Vehicle Information Displays and Controls

1986 ◽  
Vol 30 (3) ◽  
pp. 256-260 ◽  
Author(s):  
Helmut T. Zwahlen ◽  
David P. DeBald
Keyword(s):  
Standard Deviation ◽  
Occlusion Time ◽  
The Road ◽  
Safety Aspects ◽  
Eyes Closed ◽  
Starting Point ◽  
Reading Text ◽  
Standard Deviations ◽  
The Difference ◽  
On The Road

Two groups of six young and healthy subjects were used in this study to investigate the lateral path deviations when driving in a straight path with the eyes fixated on the road ahead, when driving while reading information inside of the automobile, and when driving with the eyes closed. Each group of subjects drove a typical large car and a typical small car at a fixed speed of 30 mph. An unused 2000 foot long and 75 foot wide, level, concrete airport runway was used to conduct the experiment. Each subject made three runs under each of the three conditions with the large car and with the small car (18 runs total). The lateral path deviations from the longitudinal centerline of the car to the centerline of the runway were measured every 15 feet for a distance of 705 feet. A device which dripped liquid dye was attached to the center of the rear bumper of the automobiles to indicate their paths. The results of this study show that the average lateral standard deviations for driving with the eyes fixated upon the road ahead were between 5.5″ and 11.3″. The difference in the lateral standard deviations for large and small automobiles was statistically not significant for distances between 100 and 500 feet from the starting point for the three conditions tested. The lateral standard deviation was smaller for reading text within the automobile than for driving with the eyes closed, and was statistically significant after an occlusion distance of 225 feet or an occlusion time of about 5 seconds. Using a constant of 0.041, the fundamental relationship between the lateral standard deviation, the speed, and the occlusion distance developed by Zwahlen and Balasubramanian (1974) fits the data for reading text inside of the automobile while driving fairly well. This constant is approximately one half of that which has been used for driving with the eyes closed (0.076) in this study. Based upon the results of this study, the development and introduction of sophisticated in-vehicle displays and/or touch panels should be halted and their safety aspects with regard to information aquisition, information processing, and driver control actions should be critically evaluated.

scholarly journals The effect of cellphone position on driving and gaze behaviour

2021 ◽  
Vol 11 (1) ◽  
Author(s):  
Philip R. K. Turnbull ◽  
Safal Khanal ◽  
Steven C. Dakin
Keyword(s):  
Virtual Reality ◽  
Standard Deviation ◽  
Eye Gaze ◽  
Text Message ◽  
Speed Limits ◽  
The Road ◽  
Increased Risk ◽  
Gaze Behaviour ◽  
On The Road ◽  
Lane Position

AbstractLegislation frequently restricts the use of cellphones while driving. Despite this, many people continue to interact with cellphones covertly while driving, typically by concealing their device in their lap. This strategy leads to frequent diversion of the drivers’ gaze from the road ahead, potentially reducing their driving performance. To evaluate the influence of cellphone use on driving, 30 participants took part in three randomly ordered 7-min virtual reality driving simulations. In each condition, drivers were presented with either (a) no cellphone, (b) a cellphone fixed to the windscreen, or (c) a cellphone positioned at lap level. Their task was to maintain road position and observe speed limits while answering maths problems (delivered intermittently via ‘text message’) and searching for external target objects. Outcome measures included speed, lane position standard deviation (LPSD), and fixation behaviour, which were compared between trials. In trials where a cellphone was present, participants shifted fixation more frequently, drove approximately 6 km/h faster, exhibited a lower LPSD and spent more time in the correct lane on the road (compared to the no-cellphone condition; all p < 0.001). Cellphone position influenced eye gaze behaviour, with drivers looking at the cellphone less frequently, and the speedometer more frequently. when the cellphone was in their lap compared to when the cellphone was positioned on the windscreen. Our results are consistent with participants driving more cautiously—checking speed and lane position more frequently—when they have a cellphone in the lap. Real-world driving data would be useful to determine whether this change in driving behaviour we observed is sufficient to offset the increased risk introduced by spending less time looking at the road ahead.

scholarly journals Towards a Decision-Making Algorithm for Automatic Lane Change Manoeuvre Considering Traffic Dynamics

2016 ◽  
Vol 28 (2) ◽  
pp. 91-103 ◽  
Author(s):  
Sajjad Samiee ◽  
Shahram Azadi ◽  
Reza Kazemi ◽  
Arno Eichberger
Keyword(s):  
Decision Making ◽  
Environmental Conditions ◽  
Lateral Position ◽  
Lane Change ◽  
Lateral Movement ◽  
Traffic Dynamics ◽  
The Road ◽  
Road Friction ◽  
On The Road ◽  
Novel Algorithm

This paper proposes a novel algorithm for decision-making on autonomous lane change manoeuvre in vehicles. The proposed approach defines a number of constraints, based on the vehicle’s dynamics and environmental conditions, which must be satisfied for a safe and comfortable lane change manoeuvre. Inclusion of the lateral position of other vehicles on the road and the tyre-road friction are the main advantages of the proposed algorithm. To develop the lane change manoeuvre decision-making algorithm, first, the equations for the lateral movement of the vehicle in terms of manoeuvre time are produced. Then, the critical manoeuvring time is calculated on the basis of the constraints. Finally, the decision is made on the feasibility of carrying out the manoeuvre by comparing the critical times. Numerous simulations, taking into account the tyre-road friction and vehicles’ inertia and velocity, are conducted to compute thecritical times and a model named TUG-LCA is presented based on the corresponding results.

scholarly journals Estimation of Average Car Speed Using the Haar-Like Feature and Correlation Tracker Method

2020 ◽  
Vol 14 (4) ◽  
pp. 353
Author(s):  
Muhammad Dzulfikar Fauzi ◽  
Agfianto Eko Putra ◽  
Wahyono Wahyono
Keyword(s):  
Standard Deviation ◽  
Closed Circuit ◽  
Closed Circuit Television ◽  
Average Speed ◽  
The Road ◽  
Correlation Tracker ◽  
On The Road

The speed of a car traveling on the road can generally be estimated by using a speed gun. Efforts are needed to use CCTV (closed circuit television) as a tool that can be used to estimate the speed of the car so as to ease the burden on the road operator to estimate the speed of the car. This study discusses the estimated average speed of the car with the Haar-like Feature method used to detect the car, then the detection results are tracked using Correlatin Tracker to track the movement of objects that have been detected and calculate the distance of movement from the car, so that the speed of the car detected in video can be estimated. The results of the estimated average speed compared with the results of taking speed with a speed gun so that an error is obtained by MAE testing of 5,55 km / hour and the resulting standard deviation is 4,61 km / hour, thus it can be concluded that the system is made valid and can be used by road organizers to monitor the average speed of a car.

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