Disengagement from driving when using automation during a 4-week field trial

IntroductionA small body of research on the real-world use of commercially available partial driving automation suggests that drivers may struggle with or otherwise lapse in adequately monitoring the system and highway environment, and little is known about key issues such as how behavior associated with system use changes over time. The current study assessed how driver disengagement, defined as visual-manual interaction with electronics or removal of hands from the wheel, differed as drivers became more accustomed to partial automation over a 4-week trial.MethodsTen volunteers drove a Volvo S90 with adaptive cruise control (ACC), which automates speed and headway, and Pilot Assist, which combines ACC and continuous lane centering. Instrumentation captured automation use, secondary task activity, hands-on-wheel status, vehicle speed, and GPS location during all trips.ResultsThe longer drivers used the Pilot Assist partial automation system, the more likely they were to become disengaged, with a significant increase in the odds of observing participants with both hands off the steering wheel or manipulating a cell phone relative to manual control. Results associated with use of ACC found comparable or lower levels of disengagement compared to manual driving as the study progressed.DiscussionThis study highlights concerns about vehicle control and the degree to which drivers remain actively in the loop when using automation. Calls for implementing more robust driver monitoring with partial automation appear warranted—particularly those that track head or eye position.     

Difficulties experienced by older drivers during their regular driving and their expectations towards Advanced Driving Aid Systems and vehicle automation

The aim of this study was to analyse the difficulties experienced by older drivers during their regular driving, and to identify their needs and their expectations regarding Advanced Driving Aid Systems (ADAS) and vehicle automation. More than 100 items were investigated by using a Focus Group method based on a Collective Questionnaire (named FoG-CoQS). Thirty elderly drivers, 15 females and 15 males aged from 70 to 81 years (mean age of 73.3; S.D. = 3.18) were recruited among a representative sample of 76 older drivers living in the Rhône area and having previously participated to an on-road experiment, in order to collect from this Focus Group method further information about the driving difficulties they experienced in their everyday life and their expectations towards driving aids. Seven main topics were more particularly investigated, recovering at last all the main dimensions of the driving task (from navigation to speed control, through intersection crossing).Regarding driving difficulties, one of the most interesting result collected is the high contrast between the literature review, identifying Left Turn (LT) manoeuvres at crossroads as a risky driving situation for elderly drivers, and the relatively low values of perceived difficulties (i.e. compared to other driving sub-tasks) collected during this Focus Group among our sample of older drivers. Regarding the driving aid functions investigated, 10 of them obtained high scores of “perceived utility” (i.e. overpassing 60% on scales ranging from 0% [no utility] to 100% [high utility]), and they concerned assistances liable to support all the main components of the driving task investigated in this study.Additional results are related to the differences between the elderly female and male drivers. Several driving situations were assessed as significantly more difficult to perform by the older female than by the older male drivers, like intersection crossing, entering expressways, or implementing a lane change manoeuver. By contrast, this gender effect is more limited regarding driving aids: synthetically, men and women have a positive attitude towards driving aid systems and their expectations for future ADAS are quite similar (for instance, “informative systems” are preferred than driving aids based on “vehicle automation”).Finally, from two transversal items (i.e. “difficulties” to perform a driving sub-task and “perceived utility” of ADAS), it was possible to rank older drivers’ difficulties experienced during their everyday life (from lowest difficulties to “navigate on a familiar itinerary” to highest when “interacting with bicyclists”) and their expectations towards driving aids (from lowest utility score given to “Automatic Lane Change systems” to highest utility value provided to “Speed Informer systems”). At last, older drivers’ acceptance and expectations towards highly automated cars was also investigated: full automation was assessed as an interesting solution to ensure the self-mobility of elderly peoples in their circle, but also for themselves in the future, in case of impairments of their own cognitive or physical capacities.     

The Impact of Commercial Parking Utilization on Cyclist Behavior in Urban Environments

With growing freight operations within the United States, there continues to be a push for urban streets to accommodate trucks during loading and unloading operations. Currently, many urban locations do not provide loading and unloading zones, which results in trucks parking in places that can obstruct roadway infrastructure designated to vulnerable road users (e.g., pedestrians and cyclists). In an effort to understand the implications of these truck operations, a bicycle simulation experiment was designed to evaluate the impact of commercial vehicle loading and unloading activities on safe and efficient bicycle operations in a shared urban roadway environment. A counter-balanced, factorial design was chosen to explore three independent variables: commercial vehicle loading zone (CVLZ) sizes with three levels (no CVLZ, Min CVLZ, and Max CVLZ), courier position with also three levels (No courier, behind the truck, beside the truck), and loading accessories (Acc) with two levels (no Acc, and with Acc). Cyclist’s velocity and lateral position were used as performance measures. Data were obtained from 48 participants (24 women) resulting in 864 observations in 18 experimental scenarios. Linear Mixed-Effects Models (LMM) were developed to examine the effect of each independent variable level on bicyclist performance.Results from LMM model suggest that loading zone size had the greatest effect on cyclist’s divergence. Additionally, when the courier was walking beside the truck, cyclist’s velocity significantly dropped to almost one m/sec in compared when the courier located behind the truck. The presence of accessories had the lowest influence on both velocity and lateral positions of cyclists. In the no CVLZ scenarios, the delivery vehicle was parked at the bike lane, therefore; cyclists had to choose between using the travel lane or the sidewalk. About one-third of participants decided to use the sidewalk. These findings could support better roadway and CVLZ design guidelines, which will allow our urban street system to operate more efficiently, safely, and reliably for all users.     

The effects of instruction and environmental demand on state anxiety,driving performance and autonomic activity: Are ego-threatening manipulations effective?

A small yet emerging body of research on the relationship between anxiety and driving suggests that higher levels of state anxiety may lead to more dangerous driving behaviours. The aim of the current research was to investigate the effects of increased state anxiety on driving behaviours within a simulated environment using instructional sets to manipulate anxiety levels. In Study One, whilst a set of safety-related instructions were able to increase state anxiety, this did not result in changes to driving behaviours. In Study Two, ego-threatening instructions were not able to successfully increase state anxiety. This has implications regarding instructional sets in research, including their task relevance and the necessity for a motivational incentive. However, when changes in anxiety were considered regardless of instruction group, Study Two found changes in SDLP and skin conductance levels related to state anxiety increases. As these effects were context specific, it is argued that some of these changes may be due to poorer processing efficiency, leading to suggestions about the types of behaviours that may need to be trained in potential therapies for those who show high state anxiety levels whilst driving.     

System-Wide versus Component-Specific Trust Using Multiple Aids

Previous research in operator trust toward automated aids has focused primarily on single aids. The current study focuses on how operator trust is affected by the presence of multiple aids. Two competing theories of multiple-trust are presented. A component-specific trust theory predicts that operators will differentially place their trust in automated aids that vary in reliability. A system-wide trust theory predicts that operators will treat multiple imperfect aids as one “system” and merge their trust across aids despite differences in the aids’ reliability. A simulated flight task was used to test these theories, whereby operators performed a pursuit tracking task while concurrently monitoring multiple system gauges that were augmented with perfect or imperfect automated aids. The data revealed that a system-wide trust theory best predicted the data; operators merged their trust across both aids, behaving toward a perfectly reliable aid in the same manner as they did towards unreliable aids.     

Snoddy (1926) Revisited: Time Scales of Motor Learning

A new 3-stage model based on neuroimaging evidence is proposed by Chein and Schneider (2012). Each stage is associated with different brain regions, and draws on cognitive abilities: the first stage on creativity, the second on selective attention, and the third on automatic processing. The purpose of the present study was to scrutinize the validity of this model for 1 popular learning paradigm, visuomotor adaptation. Participants completed tests for creativity, selective attention and automated processing before attending in a pointing task with adaptation to a 60° rotation of visual feedback. To examine the relationship between cognitive abilities and motor learning at different times of practice, associations between cognitive and adaptation scores were calculated repeatedly throughout adaptation. The authors found no benefit of high creativity for adaptive performance. High levels of selective attention were positively associated with early adaptation, but hardly with late adaptation and de-adaptation. High levels of automated execution were beneficial for late adaptation, but hardly for early and de-adaptation. From this we conclude that Chein and Schneider's first learning stage is difficult to confirm by research on visuomotor adaptation, and that the other 2 learning stages rather relate to workaround strategies than to actual adaptive recalibration.     

Bears in our midst: Familiarity with Level 2 driving automation and attending to surprise on-road events

This study presents an on-road paradigm to measure the effect of Level 2 (L2) system familiarity on attention strategies to salient, but non-hazardous, driving-related events when using the driving automation. A vehicle with an oversized pink teddy bear on the back overtook participants three times while they drove a 2019 Mercedes-Benz C300 equipped with a L2 system for 1 h. This L2 system requires drivers to keep their hands on the wheel while activated. The L2 system was turned on or off, depending on the assigned condition, and participants varied in their familiarity with L2 systems. Cameras recorded participant eye glance behavior. After the drive, participants were asked to recall the bear and the number of times their mind had wandered from the driving task during the drive. Results show that the driving automation support gave only participants familiar with L2 systems an advantage for greater bear recall. Unfamiliar participants were at a relative disadvantage when assisted by the L2 system, with generally poorer bear recall than unfamiliar participants who drove with the system off. Better bear recall corresponded with wider on-road gaze dispersion and more instances of mind wandering. Our findings support the effectiveness of this paradigm to measure driver attention when using a L2 system under real-world conditions and highlight the need to consider the role of driving automation familiarity in future research.     

Driving without awareness: The effects of practice and automaticity on attention and driving

This research examined the development of proceduralised “driving without awareness” in a driving simulator by paying participants to drive a simulated road regularly over 12 weeks of testing. This longitudinal research paradigm is a significant departure from previous studies which have examined drivers in a conscious attentional mode using short experimental sessions or cross-sectional designs comparing expert and novice performance. During each session, participants took two “trips” on the simulated road; sometimes travelling on a “to and from” journey on one half of the road, sometimes traversing the entire road in one direction. A range of measures, including driving performance, vehicle detection, perceptual speed regulation, and hazard reactions were collected. The results showed the development of driving patterns and changes in object detection performance indicative of proceduralised driving. Speed and lane position variability quickly decreased with practice, as did participants’ subjective experiences of driving difficulty. Performance on an embedded detection task appeared to become a proceduralised part of the driving task, becoming highly efficient in later stages of the experiment. The changes in attentional focus and driving performance over time provide new light on previous research findings and allow us to critically re-examine several established models of driver behaviour.     

一种对动物学习记忆能力突变筛查的新途径

本文详细描述了一种全自动化的行为检测方案.在自然饲养环境/检测环境(24/7)中,我们测量了小鼠针对两个给食器中获得食物的比例与它们在相应给食器停留时长的比例进行匹配的精确性与准确性.该方案是对传统条件性习得(trials-to-acquisition)行为测验设备的改进,可以检测动物时间间隔能力的精确性与准确性,对定时目标选择的相关概率的效果,以及记忆一天中从不同给食器中获得食物次数的精确性与准确性.该压缩系统避免了在整个实验过程中对小鼠的持握操作,可忽略实验者/技术员的实验操作时间,而且可以递送小鼠置入实验环境后,7～9个实验日中全部3组实验流程产生的大量结果.其中,第一个实验流程为单个24小时周期内完成的时间匹配能力的筛查,它对动物的时间、空间估计能力的记忆机制进行精确检测.因此,该系统允许在有限的实验空间、较短的实验周期内,对大量的实验小鼠进行有可能存在的学习记忆能力缺陷进行大规模筛查.此外,该系统运行所依赖的软件可以在公共开放平台获得.