Driver Response to Left Incurring Path Intrusions at Sign-Controlled Intersections

<div class="section abstract"><div class="htmlview paragraph">This paper compares the results from three human factors studies conducted in a motion-based simulator in 2008, 2014 and 2023, to highlight the trends in driver's response to Forward Collision Warning (FCW). The studies were motivated by the goal to develop an effective HMI (Human-Machine Interface) strategy that enables the required driver's response to FCW while minimizing the level of annoyance of the feature. All three studies evaluated driver response to a baseline-FCW and no-FCW conditions. Additionally, the 2023 study included two modified FCW chime variants: a softer FCW chime and a fading FCW chime. Sixteen (16) participants, balanced for gender and age, were tested for each group in all iterations of the studies. The participants drove in a high-fidelity simulator with a visual distraction task (number reading). After driving 15 minutes in a nighttime rural highway environment, a surprise forward collision threat arose during the distraction task. The response times from the FCW event were recorded and analyzed. The results indicated no statistically significant difference in driver response times between the baseline-FCW condition and the two new variants of the 2023 study. However, a trend of longer driver response times was seen when comparing the results from 2023 study to previous studies. First, the median response times for the baseline-FCW group increased from 2008 to 2023 by about 0.25s. Furthermore, in the 2008 study, a few cautious drivers in the control group had reacted even before the distraction task had finished. However, in the 2023 study, all participants only reacted after the distraction task had finished. Finally, there was a statistically significant difference between the 2023 fading-FCW chime variant and the 2008 baseline-FCW. All of this indicates that drivers are likely becoming more complacent to warnings and are less situationally aware due to distraction from non-driving activities.</div></div>

Driver Response Time of Queuing Vehicles at Urban Signalized Intersections

<div class="section abstract"><div class="htmlview paragraph">In 1993 new European legislation regarding side-markers for passenger cars became effective.</div><div class="htmlview paragraph">Volvo requested the TNO-Human Factors Research Institute (HFRI) to investigate the possible safety benefit of this European side-markers configuration. A test panel at TNO- HFRI was used to determine the difference in response time and detection error of drivers, confronted with slides of vehicles with and without the mentioned new vehicle side-marker configuration in several visibility conditions, crossing illumination and different vehicle approach angles. The investigation showed a significant faster vehicle recognition with less detection errors in case the approaching car was equipped with the bright amber side-markers. This improved vehicle conspicuity can be a benefit in crash avoidance, especially when the driver approaches a crossing with complex light environment and reduced visibility.</div><div class="htmlview paragraph">Allowing the bright amber European side-markers in US legislation could be the start of better crash avoidance worldwide.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The turn-across-path from opposite-direction [LTAP-OD] crash type contributes to one of the major fatal crash types in young drivers. Drivers responses in police reportable and severe crashes and near crashes involving an LTAP-OD scenario were evaluated from query of the Second Strategic Highway Research Program [SHRP-2]. This research examined the responses of through drivers. 122 such events were analyzed to extract driver braking behavior, secondary tasks, age, and perception-response times. All measures of through driver variables were compared with respect to turning driver behavior. The study aimed to identify the trigger event for drivers to respond to the left turning vehicle. Time to contact was a significant factor which affected driver response times. Drivers responded significantly faster when subjected to shorter time to contact events compared to longer ones. Other short time to contact events included when the turning vehicle did not stop before entering the intersection, or when the turning vehicle was visible for a short duration. Driver factors such as age, gender or secondary task engagement did not significantly influence response times.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Virtual simulation is a fundamental tool for the development of new vehicles, both for individual components and for complete subsystems and full vehicles. Many software tools exist in the automotive sector to assess full-vehicle behavior and performance, including multibody software and algorithms based on 14 (or more) degrees-of-freedom vehicle dynamics models. In order to reproduce the testing maneuvers and typical vehicle mission, a key part of such simulation tools is the virtual driver algorithm. It is essential to implement a control logic that reproduces the handling response of the driver, so that the closed-loop maneuvers can be evaluated. However, the response of typical virtual drivers is not always similar to the human driving characteristics. Virtual driver algorithms can perform very fast, precise, and smooth steering and pedal actions, while humans display a more variable, delayed and often not optimal actions.</div><div class="htmlview paragraph">The aim of this article is to describe the concept and implementation of a novel human-like path planning model. The algorithm is developed in MATLAB environment, creating a function that obtains a human-like path and vision logic by setting some key-parameters. They are: Distance Factor, Widening Factor, Cutting Factor, Inner Smoothing Factor and Outer Smoothing Factor.</div><div class="htmlview paragraph">The parameters - essential to alter the shape of the trajectory described in a track - have their values attributed by fitting experimental data gathered during test sessions in a driving simulator. The vehicle model used to implement the path planning system is based on the VI-Grade CarRealTime environment, in co-simulation with MATLAB/Simulink, and the results indicate that the novel algorithm has a closer correlation with the DiL tests than the original virtual driver. The stronger correlation is confirmed also in the comparison between different human drivers, showing that the proposed strategy is robust to driving styles.</div><div class="htmlview paragraph">Among the potential applications of this new “human-like virtual driver” approach is the ability to better predict human driver response during tuning and optimization of vehicles and control systems, apart from a further understanding of human driving behavior useful for tasks like ADAS and autonomous driving.</div></div>

A cut-in or cut-off scenario involves a vehicle intruding into the path of another vehicle traveling in the same direction. These lane changes can lead to potentially dangerous situations, either a sideswipe or a rear-end crash. In this study, 552 cut-in events were analyzed, including four crash and 548 near-crash events from the Second Strategic Highway Research Program (SHRP-2) data set. Video and onboard-data-recorder data from the responding vehicle were used to analyze various factors associated with drivers’ responses. Driver response times were measured from three different event onsets, and the effects of different factors on the respective response times were measured. These factors included the behavior of the subject driver, the behavior of the intruding vehicle/principal other vehicle (POV), and different environmental and infrastructural factors. The results showed that drivers responded more slowly when the POV took longer to move laterally to the subject driver’s lane edge and faster when this time was short. Similarly, drivers responded faster to merging vehicles that started from a stop. Yet, response times were no different when the POV utilized a directional signal. These results point to a kinematic threshold involving lateral distance and lateral speed that best describes how drivers were triggered to respond. Drivers also responded faster near intersections, and at night. The results can be utilized to design crash mitigation systems in autonomous vehicles, as well as non-automated vehicles, to supplement human responses where their abilities may be lacking.

<div class="page" title="Page 1"><div class="section"><div class="layoutArea"><div class="column"><p><span>The physical object of architecture is a manifestation of thoughtful concept of the architect. Philosophically, in vernacular architecture, the concept of thoughts is being revealed in the form of local wisdom. Kampung Naga, as one of the vernacular villages in West Java, maintains its traditional culture although the inhabitants have undergone modern thought. The modern era has developed immensely which could affect the decline in preserving the local wisdom. To anticipate the decline, it is necessary to make an effort to formulate the local wisdom which is still existed. This paper aims to explain the results of research in Kampung Naga which focusing on physical elements and accommodating the results of previous research concerning on local wisdom. Data and information as written materials were obtained through field survey, literature review, and previous research studies. The results of the study show that local wisdom in Kampung Naga has an effect on the aspects of life in terms of social interaction, land law, physical building ideas and its spatial order. The paper will be ended with the diagrammatic conceptual model of the aspects of the manifestation of local wisdom in Kampung Naga. </span></p><div class="page" title="Page 1"><div class="layoutArea"><div class="column"><p><span>Keywords: </span><span>manifestation, local wisdom, Kampung Naga </span></p></div></div></div></div></div></div></div>

Objective While numerous studies have reported that overconfidence affects young drivers’ crash risk, direct comparisons of hazard perception differences among overconfident, underconfident young drivers and their peers with relatively accurate self-rated confidence remain limited. This study addressed this gap by exploring the effects of hazard type and confidence level on the hazard perception of young drivers. Methods A total of 72 young drivers aged 18–25 years agreed to participate in this study. A 2 (hazard type: environmental prediction hazards/EP, behavioral prediction hazards/BP) × 4 (driver group: overconfident, very confident, moderately confident, underconfident) mixed experimental design was adopted. Twelve video clips with BP hazards and 12 with EP hazards were presented to the four groups of drivers. Response time and eye movement were recorded. Results Underconfident drivers had longer response times than very confident and moderately confident drivers did, regardless of hazard types. Overconfident drivers took longer to fixate the AOIs that contained EP hazards and responded slower to EP hazards than moderately confident drivers did. Although overconfident drivers responded slower to BP hazards compared to very confident and moderately confident drivers did, all three groups took similar times to fixate the AOIs that contained BP hazards. Additionally, compared to very confident drivers, overconfident drivers had a higher no-response rate and fewer fixations on the hazards. Conclusions These findings indicate that moderately confident drivers outperformed both overconfident and underconfident drivers in response times, highlighting how confidence level influences hazard perception and response efficiency depending on hazard type. The results provide valuable insights for hazard perception training programs tailored to young drivers, emphasizing the need to address both overconfidence and underconfidence in driver education.

In this paper, a test method of the forward collision warning (FCW) function is proposed and the forward collision risk factor is defined. Firstly, the concept of the minimum alarm distance is given according to the road scene and vehicle movement state, and then the calculation equation of the minimum alarm distance is derived by combining kinematics equation and driver's response time. We compare the actual vehicle distance and the minimum alarm distance to determine whether the FCW test is successful. The actual vehicle distance and the minimum alarm distance are used as the parameters to derive the calculation method of the vehicle's FCW risk factor. Finally, the test scenario is deployed in simulation software, and multiple test cases of FCW are established. By observing the simulation process and analyzing the experimental data, we found that the motion rule of the tested vehicle conforms to our theoretical analysis, and the experimental result is similar to the predicted result, so the conclusion is drawn: The FCW test method based on minimum alarm distance has confidence. At the same time, we conduct a comparative experiment on the hazard factor. The hazard factor we propose is applicable to more automatic driving conditions, and can be continuously output in the test process, which is more conducive to analysis.

<div class="section abstract"><div class="htmlview paragraph">Tread belt separation and detachment is a common failure mode of radial tires. The accident reconstructionist is frequently asked to evaluate the effect of tread belt separation and detachment relative to the occurrence of an accident. Publications have previously been directed toward defining the effects of rapid tire deflation on vehicle drag and handling. However, little has been written about the singular effect of the loss of the tire tread belt relative to vehicle handling. The loss of a tread belt from a tire may be followed by rapid deflation. The combined separation and detachment event may have similar effects on vehicle handling as a rapid deflation event.</div><div class="htmlview paragraph">To evaluate the effect of the loss of a tread belt without tire deflation, the authors tested tires prepared so that the tread belts could be intentionally separated while driving at speeds between 50 and 75 miles per hour. The initial phase of the test was conducted at the Transportation Research Center (TRC) in East Liberty, Ohio on the Vehicle Dynamics Area track. The track contains a <span class="xref">figure 8</span> with banked turns. The long straightaway in the center traverses a rectangular, level skid pad. The test vehicle was a 1993 Ford Taurus four door sedan. The tires were size P205/65R15. Twelve tires were tested on the TRC track. Three were tested at each wheel position. Nine tread belt detachments were produced on a straightaway. Three detachments were in curves or during a driver induced steering maneuver. The tread detachments occurred at speeds between 50 and 75 miles per hour. All tread belts separated in one continuous piece, with two or three small fragments in some cases.</div><div class="htmlview paragraph">All of the authors were involved as test drivers and passengers to introduce a range of driver skills and responses. The vehicle speed, forward and lateral acceleration rates, and the driver induced steering torque was measured and recorded. The tests were all videotaped with an in-vehicle camera. All but one of the tests was videotaped from a chase vehicle. The tests that occurred on the straightaway were also videotaped from a stationary camera.</div><div class="htmlview paragraph">Separate tests were conducted to obtain comparative drag and lateral steering effects for intact and inflated tires, and for deflated tires with the tread belt in place. The sequence was repeated for tires with the tread belt detached. These tests were conducted in accordance with the test protocol defined in SAE970954 “Drag and Steering Effects of Under Inflated and Deflated Tires”[<span class="xref">1</span>].</div></div>

Promotion of driver compliance with V2V information in car-following tasks via multimodal display

<div class="htmlview paragraph">A large percentage of on-highway tractors today have air suspensions. Air suspensions require some type of control system to adjust the ride height. This system is usually referred to as a Load Leveling System. These systems come in a variety of different configurations but all basically have the same functions. When designed correctly, the system can reduce driveline vibration, reduce air consumption (improving compressor life and fuel efficiency), provide an accurate 5<sup>th</sup> wheel height and improve the ride quality.</div> <div class="htmlview paragraph">This paper explores how the characteristics of the leveling system affect the roll stability. One and Two-valve systems are considered, as well as, the position of the valve, response times, valve deadband and the systems response to an off-center load.</div> <div class="htmlview paragraph">Notably not every conceivable condition has been considered. The situations chosen for analysis are meant to provide an overview of how the characteristics of the leveling system can have an influence on the rollover threashold. The fact that some of the situations may suggest one leveling system configuration has a better performance than another is not sufficient to conclude that that system is universally better than the other system in practical applications.</div> <div class="htmlview paragraph">With that said, the results of the analysis do suggest that under specific conditions, certain configurations may have some influence on the rollover threashold. When the vehicle is loaded correctly and the slow response of the valve and valve deadband are considered, the one-valve system used by most OEMs today results in slightly better rollover threashold than a two valve system. If the response times of the valves are ignored or the duration of the roll event lasts a substantial amount of time, the two-valve system provides a slightly better result.</div> <div class="htmlview paragraph">If the cargo is loaded significantly away from the center of the vehicle track, a two-valve system will provide a better rollover threashold. However, the two-valve system may hide the problem from the driver where a one-valve system would allow the initial roll angle of the chassis to be non-zero, increasing the odds that the off-center load will be detected and corrected. The lateral position of the leveling valve will very slightly have an influence on the system. A system that is design not to change the air volume during roll conditions would be preferred if packaging allows this configuration. Overall, the contribution of this parameter is minimal even ignoring the slow response of the leveling system.</div>

<div class="htmlview paragraph">This paper outlines a method for predicting the controllability of a given vehicle through the use of a dynamic model of that vehicle and the response characteristics of a driver, both of which have been developed by the author.</div> <div class="htmlview paragraph">The driver's response characteristics consist of his sensitivity to the degree of a vehicle's deviation from its course, its deviation velocity and deviation acceleration.</div> <div class="htmlview paragraph">This simulation model has proven to be appropriate by comparing the simulation computation results with actual test results of lane changing, slaloming and behavior against side wind.</div>

<div class="section abstract"><div class="htmlview paragraph">Recently, diesel engine manufacturers have been improving the tolerance of fuel injection quantity and timing in response to the strengthening of emissions regulations and the introduction of various kinds of diesel fuels. This paper describes the Intelligent Accuracy Refinement Technology (i-ART) system, which has been developed as a way of achieving substantially improved tolerances.</div><div class="htmlview paragraph">The i-ART system consists of a fuel pressure sensor installed in the injectors. It calculates the injection quantity and timing at high speed using a dedicated microcomputer designed for pressure waveform analysis. As the injector can directly measure the fuel injection pressure waveform for each injection, it can compensate the injection quantity and timing tolerance at any time.</div><div class="htmlview paragraph">Toyota Motor Corporation has introduced this system in Brazilian market vehicles. In Brazil, the PROCONVE L6 emissions regulations will be introduced in 2012, and the market also uses various kinds of diesel fuels. The i-ART system enables diesel engines to satisfy these new regulations, and drastically improves fuel consumption by adopting a low compression ratio and 3-pilot injection control. A cetane number detection control has also been developed using the i-ART system characteristics. As a result, even if a vehicle is driven using low or high cetane number diesel fuel, the same level of combustion noise is achieved by adjusting the engine calibration based on the detected cetane number. Engines equipped with this system have successfully passed the new emissions regulations and are compatible with the various kinds of diesel fuels used in Brazil.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The purchase of a new automobile is unquestionably a significant investment for most customers, and with this recognition, comes a correspondingly significant expectation for quality and reliability. Amongst automotive systems -when it comes to considerations of reliability - the brakes (perhaps along with the tires) occupy a rarified position of being located in a harsh environment, subjected to continuous wear throughout their use, and are critical to the safe performance of the vehicle. Maintenance of the brake system is therefore a fact of life for most drivers - something that almost everyone must do, yet given the potentially considerable expense, it is something that of great benefit to minimize. Additionally, the performance of the brake system (like the tires) can change over the useful life of the components, realized in the form of changing friction levels, fluid consumption, and drag at a brake corner level, and realized to the driver in the form of changing pedal effort, travel, response time, and fuel economy.</div><div class="htmlview paragraph">Most studies of brake system performance, and most regulatory requirements that affect the design of the brake system, focus on the “near-new” condition. This is not accidental, the simple fact is that it is extremely difficult, expensive, and time consuming to realistically accelerate wear of brake components so that performance can be assessed in a worn condition. On a well-designed brake system, components in the hands of an average customer can last 5-10 years before wear out occurs, meaning that any practical study of wear effects must be greatly accelerated to occur within a typical vehicle development timeline. Environmental exposure involves many complex and time-dependent chemical reactions, which puts an upper limit on how much simulated field exposure can be accelerated.</div><div class="htmlview paragraph">The present study is based primarily on evaluation of brake corner performance after vehicle-level durability test exposure. Brake corners from a diverse selection of vehicles (including two hybrid vehicle examples) were retrieved from end-of test vehicles that had received the structural equivalent of 160,000 km of test exposure, along with 10 years of simulated corrosion exposure, and then subjected to performance and residual drag tests. To supplement the findings, lab-based studies of brake hardware with simulated 50% worn use and corrosion exposure are also referenced. Brake corner performance including apparent friction level, fluid consumption, drag, torque variation, and torque hysteresis were studied and related to observations of the physical condition of the parts. The effect of the measured brake corner level performance was then accounted for at a vehicle level in the form of pedal feel, fuel economy, and lining life for representative case studies.</div></div>