Showing papers by "Andras Kemeny published in 2011"

Eco-Driving Performance Assessment With in-Car Visual and Haptic Feedback Assistance

Abstract: Dans cette experimentation, 28 participants accomplissent une tâche de conduite dans le simulateur CARDS du Centre Technique de Simulation de Renault. Ce simulateur, equipe du logiciel de simulation SCANeR2 © , delivre un angle de vue de 150° dans un cockpit entierement in strumente. Deux interfaces d'assistance a l'eco-conduite completent le dispositif experimental: un ecran de 7 pouces sur la console centrale et un dispositif appliquant un retour d'effort a la pedale d'accelerateur. Le retour d'information est calcule en comparant l'acceleration instantanee du vehicule a un niveau d'acceleration optimal, d'apres un modele de consommation de moteur diesel Renault. La pratique de l'ecoconduite, comme le changement de rapport sous les 2000 Rpm, permet de reduire significativement les emissions polluantes. L'assistance des conducteurs avec des systemes d'aide visuel, haptique ou visuo-haptique, permet une reduction supplementaire significative des emissions polluantes. Aucune difference significative n'a ete constatee entre les differents modes d'assistance; ce qui laisse penser que l'assistance haptique engendre la meme ecoperformance que l'assistance visuelle. En particulier, les sujets font preuve d'une adaptation satisfaisante a la pedale haptique lors d'une premiere utilisation du systeme. Ils accordent apparemment plus de confiance a la modalite haptique pour accomplir leur tâche d'eco-conduite en presence d'une assistance visuo-haptique.

Visual Scale Factor for Speed Perception

Abstract: Speed perception is an important task depending mainly on optic flow that the driver must perform continuously to control his/her vehicle. Unfortunately it appears that in some driving simulators speed perception is under estimated, leading into speed production higher than in real conditions. Perceptual validity is then not good enough to study driver’s behavior. To solve this problem, a technique has recently seen the light, which consists of modifying the geometric field of view (GFOV) while keeping the real field of view (FOV) constant. We define our visual scale factor as the ratio between the GFOV and the FOV. The present study has been carried out on the SAAM dynamic driving simulator and aims at determining the precise effect of this visual scale factor on the speed perception. 20 subjects have reproduced 2 speeds (50 km/h and 90 km/h) without knowing the numerical values of these consigns, with 5 different visual scale factors: 0.70, 0.85, 1.00, 1.15 and 1.30. We show that speed perception significantly increases when the visual factor increases. A 0.15 modification of this factor is enough to obtain a significant effect. Furthermore, the relative variation of the speed perception is proportional to the visual scale factor. Besides, the modification of the geometric field of view remained unnoticed by all the subjects, which implies that this technique can be easily used to make drivers reduce their speed in driving simulation conditions. However, this technique may also modify perception of distances.

Study of the influence of different washout algorithms on simulator sickness for a driving simulation task

Abstract: This paper deals with the effects of different washout algorithms used for Stewart platforms on subjective and objective ratings. Washout algorithms are used to represent vehicle dynamics in a restricted spatial place. An adaptive washout algorithm was realized to control the hexapod platform, depending on the specific force error in longitudinal, lateral and vertical directions, in order to compare user‟s experience with those in the case of classical algorithm. In this study, the simulator sickness has been evaluated for three algorithms in dynamic driving simulator situation in objective and subjective way.

Drivers’ Perception of Loss of Adherence in Bends: Influence of Motion Rendering

Abstract: This paper investigated drivers’ perception during situations of loss of adherence (LOA) in static and dynamic driving simulators. The intensity and duration of the LOA were manipulated. Results show that drivers were able to correctly discriminate the different conditions of LOA in both simulators. They also highlight the importance of nonvisual information, with steering wheel haptic cues predominating for the static simulator and both the steering wheel and motion platform predominating for the dynamic simulator. This study is a first step in developing an evaluation method for electronic stability control (ESC) handling in high-performance simulator experiments. [DOI: 10.1115/1.3622752]

Lateral Control Assistance and Driver Behavior in Emergency Situations

Abstract: Advanced Driver Assistance Systems (ADAS) are designed to help drivers improve driving safety. However, automation modifying the way drivers interact with their vehicle, it is important to avoid negative safety impacts. In particular, the change in drivers’ behavior introduced by ADAS in situations they are not designed for, should be carefully examined. The authors carried out an experiment on a driving simulator to study drivers’ reaction in an obstacle avoidance situation, when using a lateral control assistance system. A detailed analysis of the avoidance maneuver is presented. Results show that assisted and non-assisted drivers equally succeeded in avoiding the obstacle. However, further analyses tend to show an influence of the assistance system on drivers’ first reaction.

Performance Identification and Compensation of Simulator Motion Cueing Delays

Abstract: The lag existing between the command and the resulting cockpit motion in a motion-based simulator, commonly referred to as “transport delay”, is actually the sum of a fixed delay and a frequency-dependent phase delay. A measurement procedure for the identification of the overall transfer function of a motion system is first presented, then is used to design a PID compensator to reduce the apparent simulator lag in usual driving maneuvers. This procedure is carried out on RENAULT’s ULTIMATE high-performance driving simulator. For the reference driving task considered (slalom driving), this filter is shown to bring a 100-200 ms reduction of the phase delay, which is quite perceivable and preferred by test drivers. Resume Le delai present entre les commandes et le mouvement resultant du cockpit dans les simulateurs a base mobile, qui est generalement designe comme "transport delay", est en realite la somme d’un delai fixe et d’un retard de phase dependant de la frequence. Une procedure d’identification de la fonction de transfert d’un systeme de mouvement est presentee, puis appliquee a la conception d’un compensateur PID permettant de reduire le delai apparent du simulateur lors de manœuvres de conduites usuelles. Cette procedure est mise en œuvre sur le simulateur de conduite a hautes performances ULTIMATE de RENAULT. Dans la tâche de conduite de reference (conduite en slalom), ce filtre montre une reduction du retard de phase apparent de l’ordre de 100-200 ms, ce qui est tout-a-fait perceptible et prefere par les conducteurs.