Driver Path Research Articles

Implementasi Canny Edge Detection Pada Aplikasi Pendeteksi Jalur Lalu Lintas

Based on the traffic accident report, it was found that there were 41,771 (Forty-one thousand seven hundred and seventy-one) incidents caused by disorderly drivers. (POLRI, 2018). One of these disorders is by driving a motorized vehicle outside the traffic lane. In this study, researchers developed computer vision using sensor methods and image processing. The stages in computer vision are the image acquisition process, the image segmentation process, and the image understanding process. This study aims to develop an application using computer vision to warn drivers of disorderly traffic or to increase the alertness of motorized vehicle drivers by detecting the condition of the driver's path. It is hoped that this research will provide a sense of security for motorized vehicle drivers, as well as provide applications that are expected to increase driver awareness to avoid traffic accidents

PILOT RESULTS ON FORWARD COLLISION WARNING SYSTEM EFFECTIVENESS IN OLDER DRIVERS.

Advanced Driver Assistance Systems (ADAS) have largely been developed with a "one-size-fits-all" approach. This approach neglects the large inter-individual variability in perceptual and cognitive abilities that affect aging ADAS users. We investigated the effectiveness of a forward collision warning (FCW) with fixed response parameters in young and older drivers with differing levels of cognitive functioning. Drivers responded to a pedestrian stepping into the driver's path on a simulated urban road. Behavioral metrics included response times (RT) for pedal controls and two indices of risk penetration (e.g., maximum deceleration and minimum time-to-collision (TTC)). Older drivers showed significantly slower responses at several time points compared to younger drivers. The FCW facilitated response times (RTs) for older and younger drivers. However, older drivers still showed smaller safety gains compared to younger drivers at accelerator pedal release and initial brake application when the FCW was active. No significant differences in risk metrics were observed within the condition studied. The results demonstrate older drivers likely differ from younger drivers using a FCW with a fixed parameter set. Finally, we briefly discuss how future research should examine predictive relationships between domains of cognitive functioning and ADAS responses to develop parameter sets to fit the individual.

진화 게임을 이용한 VMS 정보에 따른 운전자의 행태 연구

VMS의 운영적인 제공 목표는 운전자들의 경로선택을 통한 효율적인 시스템을 운영하는 것이다. VMS 정보 제공문제를 포함한 교통문제들은 게임이론을 통해 모형화 될 수 있지만 대다수의 연구들은 게임이론을 통하여 동일한 정보를 제공받더라도 운전자의 반응이 다양하게 나타나는 점을 반영하지 못하였다. 본 연구는 VMS교통정보에 대한 운전자들의 정보에 대한 반응을 진화적 게임모형을 활용하여 분석하고자 하였다. 실제 소통정보 및 VMS 정보 제공이력을 기초로 VMS정보에 따른 운전자들의 행동특성을 진화 게임이론에 적용해보았다. 분석결과 운전자들의 경로선택 비율은 VMS정보를 통한 기대통행시간과 진입교통량에 따라 달라지는 보수에 의해 결정되었다. VMS 정보는 진화적 게임의 보수에 영향을 미친다. 운전자들이 최초 어떠한 비율로 경로를 선택하더라도, 주기가 지남에 따라 진화적으로 안정한 상태로 수렴될 수 있는 것을 확인하였다. 또한 VMS정보가 과도한 통행시간이나 과소 통행시간을 제공할 경우 진화적으로 안정화되지 못하여 혼란이 가중될 수 있는 것으로 분석되었다. 결론적으로 교통문제와 같이 다른 운전자의 전략을 정확히 예측할 수 없고, 운전자 집단 간의 반복, 경험에 의해 합리적인 정보판단을 수행하는 경우, 진화 게임이론을 통해 전략적인 VMS 정보를 제공할 수 있을 것이라 기대할 수 있을 것이다. An objective of VMS(Variable Message Signs) is to make transportation system effective specifically for driver's path selection. The traffic solutions including a VMS problem can be modeled through Game Theory, however, the majority of the studies can not model various driver's response according to VMS information in game theory. So, this paper tries to analyze a driver's response according to VMS traffic informations through evolutionary game theory. We apply a behavior characteristics of driver to evolutionary game theory, then finds drivers are only accepting in case of the biggest pay-off, and if a traffic flow finds a balance over time, ratio of accepting information is converged as an evolutionary stable state gradually. Consequently, the strategy of the other drivers such as traffic problems can not be predicted accurately. In case, drivers repeat between groups and reasonable judgment by the experience, we expect that VMS can provide strategic information through evolutionary game theory.

Effects of Roadway Visibility on Steering Errors While Driving in Blowing Snow

Simulations of driving over a randomly-textured ground plane produce systematic steering errors when falling snow moves orthogonally to the driver's path (Dyre & Lew, 2005). Here, we examined whether these errors are mitigated by either high- or low-visibility roadways. Drivers viewed simulations of driving across a ground plane while snow moved at different speeds orthogonal to the initial direction of movement, which varies the angular distance between the focus of expansion (FOE) defined by the snow and the FOE defined by the environment. Drivers were instructed to steer such that they maintained a straight path relative to the ground. Three roadway visibility conditions were examined: no visible roadway, low-visibility roadway, and high-visibility roadway. Errors in steering and maintenance of lane position were related to the angular distance between the FOE for all roadway visibility conditions, although the magnitude of the errors lessened when low- and high-visibility roadways were present.

Motorized cart driver safety in assisted living.

When a group of residents at a life care facility purchased motorized carts to move around the 350,000-square-foot facility, staff members were faced with the need to ensure the safety of both drivers and pedestrians. This article describes a safety assessment procedure developed for cart drivers who lived in the assisted living area of the community. Five performance criteria were selected for the safety assessment: the ability to safely moving into and out of the vehicle, demonstrate safe reaction times, take appropriate evasive action to sudden obstructions in the driver's path, turn the vehicle around safely, and park the vehicle without hitting walls or other objects.

"How Long Does It Take to Stop?" Methodological Analysis of Driver Perception-Brake Times

Human perception-brake reaction time (RT) studies have reported a wide variety of results. By analyzing a large number of data sets, however, it is possible to estimate times under specific conditions. The most important variable is driver expectation, which affects RTs by a factor of 2. When fully aware of the time and location of the brake signal, drivers can detect a signal and move the foot from accelerator to brake pedal in about 0.70 to 0.75 sec. Response to unexpected, but common signals, such as a lead car's brake lights, is about 1.25 sec, whereas RTs for surprise events, such as an object suddenly moving into the driver's path, is roughly 1.5 sec. These times are modulated somewhat by other factors, including driver age and gender, cognitive load, and urgency.

Brake Perception-Reaction Times of Older and Younger Drivers

The time drivers require to react in braking situations underlies many practices in highway design and operations. There is concern whether the perception-reaction time (PRT) values used in current practice adequately meet the requirements of many older drivers. This study compared on-the-road brake PRTs for unsuspecting drivers in three age groups: 20–40, 65–69, and 70-plus years old. The method included features to enhance the ecological validity of the observed reactions: subjects drove their own vehicles in their normal manner; driving was on actual roadways; extended preliminary driving put the driver at ease and without expectation of unusual events at the time of the braking incident; the incident occurred at a location lacking features that might enhance alertness (e.g., curves, crests, driveways). Subjects drove an extended route, under the guise that they were making periodic judgments about “road quality.” At one point, a large crash barrel was remotely released from behind brush on a berm and rolled toward the driver's path. Although most of the fastest observed PRTs were from the young group, there were no differences in central tendency (mean = 1.5 s) or upper percentile values (85th percentile = 1.9 s) among the age groups. Furthermore, the current highway design value of 2.5 seconds for brake PRT appears adequate to cover the full range of drivers.