Testing the role of expansion in the prospective control of locomotion

People learn a two-stage control for faster locomotor interception

People can use the constant target-heading (CTH) strategy or the constant bearing (CB) strategy to guide their locomotor interception. But it is still unclear whether people can learn new interception behavior. Here, we investigated how people learn to adjust their steering to intercept targets faster. Participants steered a car to intercept a moving target in a virtual environment similar to a natural open field. Their baseline interceptions were better accounted for by the CTH strategy. After five learning sessions across multiple days, in which participants received feedback about their interception durations, they adopted a two-stage control: a quick initial burst of turning accompanied by an increase of the target-heading angle during early interception was followed by significantly less turning with small changes in target-heading angle during late interception. The target's bearing angle did not only show this two-stage pattern but also changed comparatively little during late interception, leaving it unclear which strategy participants had adopted. In a following test session, the two-stage pattern of participants' turning adjustment and the target-heading angle transferred to new target conditions and a new environment without visual information about an allocentric reference frame, which should preclude participants from using the CB strategy. Indeed, the pattern of the target's bearing angle did not transfer to all the new conditions. These results suggest that participants learned a two-stage control for faster interception: they learned to quickly increase the target-heading angle during early interception and subsequently follow the CTH strategy during late interception.

Characterisation of visual guidance of steering to intercept targets following curving trajectories using Qualitative Inconsistency Detection

This study explored the informational variables guiding steering behaviour in a locomotor interception task with targets moving along circular trajectories. Using a new method of analysis focussing on the temporal co-evolution of steering behaviour and the potential information sources driving it, we set out to invalidate reliance on plausible informational candidates. Applied to individual trials rather than ensemble averages, this Qualitative Inconsistency Detection (QuID) method revealed that steering behaviour was not compatible with reliance on information grounded in any type of change in the agent-centred target-heading angle. First-order changes in the environment-centred target's bearing angle could also not adequately account for the variations in behaviour observed under the different experimental conditions. Capturing the observed timing of unfolding steering behaviour ultimately required a combination of (velocity-based) first-order and (acceleration-based) second-order changes in bearing angle. While this result may point to reliance on fractional-order based changes in bearing angle, the overall importance of the present findings resides in the demonstration of the necessity to break away from the existing practice of trying to fit behaviour into a priori postulated functional strategies based on categorical differences between operative heuristic rules or control laws.

Visual guidance of locomotor interception is based on nulling changes in target bearing (not egocentric target direction nor target-heading angle)

In two experiments we studied how participants steer to intercept uniformly moving targets in a virtual driving task under hypotheses-differentiating conditions of initial target eccentricity and target motion. In line with our re-analysis of findings from earlier studies, in both experiments the observed interception behavior could not be understood as resulting from reliance on (changes in) egocentric target direction nor from reliance on (changes in) target-heading angle. The overall pattern of results observed was however compatible with a control strategy based on nulling changes in the target's bearing angle. The presence of reversals in movement direction under specific combinations of target eccentricity and motion conditions indicated that the information used was not purely rate-of-change (i.e., first-order) based but carried traces of an influence of initial target position. In Experiment 2 we explicitly tested the potential role of early reliance on perceived egocentric target direction by examining the effects of a 10° rotation of the visual scene (i.e., of both target and environment). While such a rotation gave rise to minor changes in the moment of initiation of the first steering action, contrary to predictions it did not affect the characteristics of the direction-reversal phenomenon. We conclude that the visual guidance of locomotor interception is best understood as resulting from nulling changes in the target's bearing angle, with such nulling perhaps best conceived as being fractional-order (rather integer-order) driven.

Influence of path curvature on collision avoidance behaviour between two walkers

Navigating crowded community spaces requires interactions with pedestrians that follow rectilinear and curvilinear trajectories. In the case of rectilinear trajectories, it has been shown that the perceived action opportunities of the walkers might be afforded based on a future distance of closest approach. However, little is known about collision avoidance behaviours when avoiding walkers that follow curvilinear trajectories. Twenty-two participants were immersed in a virtual environment and avoided a virtual human (VH) that followed either a rectilinear path or a curvilinear path with a 5 m or 10 m radius curve at various distances of closest approach. Compared to a rectilinear path (control condition), the curvilinear path with a 5 m radius yielded more collisions when the VH approached from behind the participant and more inversions when the VH approached from in-front. During each trial, the evolution of the future distance of closest approach showed similarities between rectilinear paths and curvilinear paths with a 10 m radius curve. Overall, with few collisions and few inversions of crossing order, we can conclude that participants were capable of predicting future distance of closest approach of virtual walkers that followed curvilinear trajectories. The task was solved with similar avoidance adaptations to those observed for rectilinear interactions. These findings should inform future endeavors to further understand collision avoidance strategies and the role of-for example-non-constant velocities.

The visual control of interceptive steering: How do people steer a car to intercept a moving target?

The visually guided interception of a moving target is a fundamental visuomotor task that humans can do with ease. But how humans carry out this task is still unclear despite numerous empirical investigations. Measurements of angular variables during human interception have suggested three possible strategies: the pursuit strategy, the constant bearing angle strategy, and the constant target-heading strategy. Here, we review previous experimental paradigms and show that some of them do not allow one to distinguish among the three strategies. Based on this analysis, we devised a virtual driving task that allows investigating which of the three strategies best describes human interception. Crucially, we measured participants' steering, head, and gaze directions over time for three different target velocities. Subjects initially aligned head and gaze in the direction of the car's heading. When the target appeared, subjects centered their gaze on the target, pointed their head slightly off the heading direction toward the target, and maintained an approximately constant target-heading angle, whose magnitude varied across participants, while the target's bearing angle continuously changed. With a second condition, in which the target was partially occluded, we investigated several alternative hypotheses about participants' visual strategies. Overall, the results suggest that interceptive steering is best described by the constant target-heading strategy and that gaze and head are coordinated to continuously acquire visual information to achieve successful interception.

Intercepting a moving target: On-line or model-based control?

When walking to intercept a moving target, people take an interception path that appears to anticipate the target's trajectory. According to the constant bearing strategy, the observer holds the bearing direction of the target constant based on current visual information, consistent with on-line control. Alternatively, the interception path might be based on an internal model of the target's motion, known as model-based control. To investigate these two accounts, participants walked to intercept a moving target in a virtual environment. We degraded the target's visibility by blurring the target to varying degrees in the midst of a trial, in order to influence its perceived speed and position. Reduced levels of visibility progressively impaired interception accuracy and precision; total occlusion impaired performance most and yielded nonadaptive heading adjustments. Thus, performance strongly depended on current visual information and deteriorated qualitatively when it was withdrawn. The results imply that locomotor interception is normally guided by current information rather than an internal model of target motion, consistent with on-line control.

Intercepting a moving traffic gap while avoiding collision with lead and trail vehicles: gap-related and boundary-related influences on drivers' speed regulations during approach to an intersection

Using a fixed-base driving simulator, 15 participants actively drove their vehicle across a rural road toward an intersection. Their task was to safely cross the intersection, passing through a gap in the train of incoming traffic. Spatiotemporal task constraints were manipulated by varying the initial conditions (offsets) with respect to the time of arrival of the traffic gap at the intersection. Orthogonally manipulating the motion characteristics of the lead and trail vehicles forming the traffic gap allowed evaluating the influences of the global (gap-related) and local (lead/trail-vehicle-related) aspects of the inter-vehicular interval. The results revealed that the different initial offsets gave rise to functional, continuous and gradual adjustments in approach speed, initiated early on during approach to the intersection. Drivers systematically accelerated during the final stages of approach, on average crossing the gap slightly ahead of the center of the traffic gap. A special-purpose ANOVA demonstrated an influence of (global) gap characteristics such as gap size and speed. Further analyses demonstrated that the motion characteristics of the lead vehicle exerted a stronger influence on approach behavior than the motion characteristics of the trail vehicle. The results are interpreted as signing the online regulation of approach speed, concurrently based on intercepting the (center of the) traffic gap and avoiding collision with the lead and trail vehicles.

Intersection crossing considered as intercepting a moving traffic gap: effects of task and environmental constraints

Safely crossing an intersection requires that drivers actively control their approach to the intersection with respect to characteristics of the flow of incoming traffic. To further our understanding of the perceptual-motor processes involved in this demanding manoeuvre, we designed a driving simulator experiment in which 13 participants actively negotiated intersections by passing through a gap in the train of incoming traffic. Task constraints were manipulated by varying the size of the traffic gap and the initial conditions with respect to the time of arrival of the traffic gap at the intersection. Environment constraints were manipulated by varying the intersection geometry through changes in the angle formed by the crossroads. The results revealed that the task constraints systematically gave rise to continuous and gradual adjustments in approach velocity, initiated well before arriving at the intersection. These functionally appropriate adjustments allowed the drivers to safely cross the intersection, generally just slightly ahead of the center of the traffic gap. Notwithstanding the fact that the geometry of the intersection did not affect the spatiotemporal constraints of the crossing task, approach behavior varied systematically over geometries, suggesting that drivers rely on the traffic gap's bearing angle. Overall, the pattern of results is indicative of a continuous coupling between perception and action, analogous to that observed in locomotor interception tasks.

Environmental constraints modify the way an interceptive action is controlled

This study concerns the process by which agents select control laws. Participants adjusted their walking speed in a virtual environment in order to intercept approaching targets. Successful interception can be achieved with a constant bearing angle (CBA) strategy that relies on prospective information, or with a modified required velocity (MRV) strategy, which also includes predictive information. We manipulated the curvature of the target paths and the display condition of these paths. The curvature manipulation had large effects on the walking kinematics when the target paths were not displayed (informationally poor display). In contrast, the walking kinematics were less affected by the curvature manipulation when the target paths were displayed (informationally rich display). This indicates that participants used an MRV strategy in the informationally rich display and a CBA strategy in the informationally poor display. Quantitative fits of the respective models confirm this information-driven switch between the use of a strategy that relies on prospective information and a strategy that includes predictive information. We conclude that agents are able of taking advantage of available information by selecting a suitable control law.