Calibration, Information, and Control Strategies for Braking to Avoid a Collision

Approaching Process in Walking through an Aperture for Individuals with Stroke

Muroi et al. show that individuals with stroke have improved collision avoidance behavior when passing through an aperture while entering from the paretic-side of the body. However, the underlying mechanism remains unknown. We reanalyzed Muroi et al.'s data to reveal how individuals with stroke walk through an aperture by examining changes in walking velocity and behavioral complexity (i.e., sample entropy, an index of (ir)regularity of time series, regarded lower entropy as more regular and less complex) by focusing on the approaching process. The results showed that individuals with stroke reduced their walking velocity and behavioral complexity before passing through the narrow aperture when approaching from the paretic side. We interpreted that the improved obstacle avoidance when penetrating from the paretic side may be due to careful body rotation and adjusting the walking velocity in advance.

Targeted reaching with monocular depth information and haptic feedback: Comparing between monocular patients and normally sighted observers

Monocular blindness impairs visual depth perception, yet patients seldom report difficulties in targeted actions like reaching, walking, or driving. We hypothesized that by utilizing monocular depth information and calibrating actions with haptic feedback, monocular patients can perceive egocentric distance and perform targeted actions. We compared targeted reaching in monocular patients, monocular-viewing, and binocular-viewing normal controls. Sixty observers reached either a far or a near target, calibrating reaches to the near target with accurate or false feedback while leaving reaches to the far target uncalibrated. Reaching accuracy and precision were analyzed. Results indicated no difference in reaching accuracy between monocular patients and normal controls; all groups initially underestimated distances before until calibration. Monocular patients responded to calibration sensitively, achieving accuracy in calibrated reaches and generalizing this effect to uncalibrated distances. Thus, with monocular depth information and haptic feedback, monocular patients could perceive distance and accomplish targeted reaching.

Visual augmentation of deck-landing-ability improves helicopter ship landing decisions

When attempting to land on a ship deck tossed by the sea, helicopter pilots must make sure that the helicopter can develop sufficient lift to be able to safely touchdown. This reminder of affordance theory led us to model and study the affordance of deck-landing-ability, which defines whether it is possible to land safely on a ship deck depending on the helicopter's available lift and the ship's deck heave movements. Two groups of participants with no piloting experience using a laptop helicopter simulator attempted to land either a low-lifter or a heavy-lifter helicopter on a virtual ship deck by either triggering a pre-programmed lift serving as the descent law if it was deemed possible to land, or aborting the deck-landing maneuver. The deck-landing-ability was manipulated by varying the helicopter's initial altitude and the ship's heave phase between trials. We designed a visual augmentation making visible the deck-landing-ability, and thus enabling participants to maximize the safety of their deck-landing attempts and reduce the number of unsafe deck-landing. The visual augmentation presented here was perceived by participants as a means of facilitating this decision-making process. The benefits were found to have originated from the clear-cut distinction it helped them to make between safe and unsafe deck-landing windows and the display of the optimal time for initiating the landing.

Repeated conditionally automated driving on the road: How do drivers leave the loop over time?

The goal of this on the road driving study was to investigate how drivers adapt their behavior when driving with conditional vehicle automation (SAE L3) on different occasions. Specifically, we focused on changes in how fast drivers took over control from automation and how their gaze off the road changed over time. On each of three consecutive days, 21 participants drove for 50 min, in a conditionally automated vehicle (Wizard of Oz methodology), on a typical German commuting highway. Over these rides the take-over behavior and gaze behavior were analyzed. The data show that drivers' reactions to non-critical, system initiated, take-overs took about 5.62 s and did not change within individual rides, but on average became 0.72 s faster over the three rides. After these self-paced take-over requests a final urgent take-over request was issued at the end of the third ride. In this scenario participants took over rapidly with an average of 5.28 s. This urgent take-over time was not found to be different from the self-paced take-over requests in the same ride. Regarding gaze behavior, participants' overall longest glance off the road and the percentage of time looked off the road increased within each ride, but stayed stable over the three rides. Taken together, our results suggest that drivers regularly leave the loop by gazing off the road, but multiple exposures to take-over situations in automated driving allow drivers to come back into loop faster.

Cognitive control, intentions, and problem solving in skill learning

We investigate flexibility and problem solving in skilled action. We conducted a field study of mountain bike riding that required a learner rider to cope with major changes in technique and equipment. Our results indicate that relatively inexperienced individuals can be capable of fairly complex 'on-the-fly' problem solving which allows them to cope with new conditions. This problem solving is hard to explain for classical theories of skill because the adjustments are too large to be achieved by automatic mechanisms and too complex and rapid to be achieved by cognitive processes as they are usually understood. A recent theory, Mesh, can explain these results because it posits that skill-specific cognitive abilities develop during skill learning and that control typically involves an interplay between cognitive and automatic mechanisms. Here we develop Mesh further, providing a detailed explanation for these problem solving abilities. We argue that causal representation, metacognitive awareness and other forms of performance awareness combine in the formulation and control of action strategies. We also argue that the structure of control present in this case is inconsistent with Bratman's model of intentions, and that, in the face of high uncertainty and risk, intentions can be much more labile than Bratman recognises. In addition, we found limitations and flaws in problem solving which illuminate the representations involved. Finally, we highlight the crucial role of social and cultural learning in the development of complex skills.

Visual art history and the psychology of perception: Perspectivism and its 20th century abandonment in the visual arts and in Gibson's ecological psychology

The development of linear perspective in the early 15th century and the discovery of the retinal image two centuries later became cornerstones of an approach to visual perception theory that eventually took shape primarily in the hands of British Empiricist philosophers. Even as this approach has dominated perceptual theory to the present day, the perspectivist influence on pictorial representation within the visual arts steadily diminished over time. Its decisive break with perspectivism came in the early 20th century with transformative 19th century changes in the sciences and technology. Collectively, these events elevated process and change over fixity and stasis, and ultimately led to the collapse of the distinction between space and time in the physical sciences. Even so, approaches to visual perception in psychology remained remarkably untouched by these occurrences until the 1960s when the experimental psychologist James Gibson drew upon them to challenge the legacy of perspectivism and the visual image and their effect on perceptual theory. His ecological approach to perception recognizes animacy as the essential functional property of living things, and in doing so, conceptualizes seeing as a perception-action process. From this stance, Gibson like the visual artists earlier in the century rejected the assumption that visual perception is best characterized as the capturing of static images. Jointly and yet independently, both efforts loosened the grip that perspectivism and the visual image have maintained on the arts and on visual perception theory, respectively, bringing 19th century scientific advances into 20th century psychological thought.

Computational modeling of driver pre-crash brake response, with and without off-road glances: Parameterization using real-world crashes and near-crashes

When faced with an imminent collision threat, human vehicle drivers respond with braking in a manner which is stereotypical, yet modulated in complex ways by many factors, including the specific traffic situation and past driver eye movements. A computational model capturing these phenomena would have high applied value, for example in virtual vehicle safety testing methods, but existing models are either simplistic or not sufficiently validated. This paper extends an existing quantitative driver model for initiation and modulation of pre-crash brake response, to handle off-road glance behavior. The resulting models are fitted to time-series data from real-world naturalistic rear-end crashes and near-crashes. A stringent parameterization and model selection procedure is presented, based on particle swarm optimization and maximum likelihood estimation. A major contribution of this paper is the resulting first-ever fit of a computational model of human braking to real near-crash and crash behavior data. The model selection results also permit novel conclusions regarding behavior and accident causation: Firstly, the results indicate that drivers have partial visual looming perception during off-road glances; that is, evidence for braking is collected, albeit at a slower pace, while the driver is looking away from the forward roadway. Secondly, the results suggest that an important causation factor in crashes without off-road glances may be a reduced responsiveness to visual looming, possibly associated with cognitive driver state (e.g., drowsiness or erroneous driver expectations). It is also demonstrated that a model parameterized on less-critical data, such as near-crashes, may also accurately reproduce driver behavior in highly critical situations, such as crashes.

Time for Space and the Stability of Prospective Control: Reaching-to-Grasp Gibson

Gibson formulated an approach to goal-directed behavior using prospective information in the context of visually guided locomotion and manual behavior. The former was Gibson's paradigm case, but it is the rapidity of targeted reaching that has provided the special challenge for stable control. Recent treatments of visually guided reaching assume that internal forward models are required to generate stable behavior given delays caused by neural transmission times. Internal models are representations of the sort eschewed by Gibson in favor of prospective information. Reaching is usually described as guided using relative distances of hand and target, but prospective information is usually temporal rather than spatial. We describe proportional rate control models that incorporate time dimensioned prospective information and show they remain stable in the face of delays. The use of time-dimensioned prospective information removes the need for internal models for stable behavior despite neural transmission delays and allows Gibson's approach to prevail.

Gravity and Known Size Calibrate Visual Information to Time Parabolic Trajectories

Catching a ball in a parabolic flight is a complex task in which the time and area of interception are strongly coupled, making interception possible for a short period. Although this makes the estimation of time-to-contact (TTC) from visual information in parabolic trajectories very useful, previous attempts to explain our precision in interceptive tasks circumvent the need to estimate TTC to guide our action. Obtaining TTC from optical variables alone in parabolic trajectories would imply very complex transformations from 2D retinal images to a 3D layout. We propose based on previous work and show by using simulations that exploiting prior distributions of gravity and known physical size makes these transformations much simpler, enabling predictive capacities from minimal early visual information. Optical information is inherently ambiguous, and therefore, it is necessary to explain how these prior distributions generate predictions. Here is where the role of prior information comes into play: it could help to interpret and calibrate visual information to yield meaningful predictions of the remaining TTC. The objective of this work is: (1) to describe the primary sources of information available to the observer in parabolic trajectories; (2) unveil how prior information can be used to disambiguate the sources of visual information within a Bayesian encoding-decoding framework; (3) show that such predictions might be robust against complex dynamic environments; and (4) indicate future lines of research to scrutinize the role of prior knowledge calibrating visual information and prediction for action control.

Quantifying effects of reverse linear perspective as a visual cue on vehicle and platoon crash risk variations in car-following using path analysis

Road markings are prevalent in practice as perceptual countermeasures to crashes, and a great deal of them have been used for speed reduction. However, there is rare seen any equivalent measures especially for distance control. More importantly, the visual perceptual mechanism of road markings on driving behaviors and crash risk is still blur. Given this, in the present study, we comprehensively quantified the effects of reverse linear perspective (RLP) from its origin as a visual cue, produced by a kind of transverse line markings on road, and explored the effects on car-following behaviors and crash risk variations by path analyses imbedded in a structural equations model, which was approximated with naturalistic driving and traffic flow data. In the model, multiple sources of observed factors in visual perception, driver behaviors, and traffic flow characteristics, and exogenous unobserved factors of distance risk perception, speed risk perception, and platoon risk status were comprehensively structured to explain the vehicle crash risk variation and the platoon crash risk variation. The results indicate that (1) distance risk perception, speed risk perception, and platoon risk status were well explanatory and predictive to vehicle crash risk variation and platoon crash risk variation; (2) the effects of reverse linear perspective as a visual cue on driving behaviors and crash risk variations in car-following were adequately quantified by its geometrical characteristics concerning distance perception; (3) the visual cue of reverse linear perspective in addition with initial distance, stopping sight distance, and the type of leading vehicles explained 33 % of the variance in distance risk perception; the temporal frequency, initial speed, and the type of following vehicles explained 23 % of the variance in speed risk perception; distance risk perception, speed risk perception, and platoon risk status combinedly explained 25 % and 22 % of the total variance in vehicle crash risk variation and platoon crash risk variation, respectively; (4) vehicle crash risk variation and platoon crash risk variation were equivalently specified by those observed explanatory factors. The findings of this study suggest the usefulness and importance of understanding the contribution of psychological factors on crash risk, and emphasize that the road markings can be an effective and readily practical countermeasure in easing traffic safety issues.

Hazard Perception, Presence, and Simulation Sickness-A Comparison of Desktop and Head-Mounted Display for Driving Simulation

Driving simulators are becoming increasingly common in driver training and assessment. Since virtual reality is generally regarded as an appropriate environment for measuring risk behavior, simulators are also used to assess hazard perception, which is considered to be one of the most important skills for safe driving. Simulators, which offer challenges that are indeed comparable to driving in real traffic, but at a very low risk of physical injury, have the potential to complement theoretical and practical driver trainings and tests. Although configurations and fidelity differ considerably between driving simulators, studies comparing the impact of their distinct features on driving performance and test validity remain rare. In this context, prior research demonstrated that a wider field of view (three monitors compared to a single monitor) led to earlier speed adjustments in response to potential hazards-especially for experienced drivers. The wider field of view was assumed to cause the drivers to be more present in the virtual world, which in turn provoked more natural scanning of the road and therefore, earlier hazard detection in experienced drivers. Research on spatial presence in other contexts support this assumption. The present experiment investigated whether this effect could be enhanced by an even more immersive presentation technique for driving simulation: a head-mounted display (HMD). Moreover, we studied the interplay between display mode, sense of presence and simulation sickness. Eighty experienced and less experienced drivers completed six simulation-based hazard perception scenarios, which were displayed either via a triple-monitor set-up or an HMD. Results indicate that the experienced drivers showed very similar driving and risk behavior as the inexperienced drivers in both experimental conditions. However, there were significant differences between the two display conditions. The use of an HMD resulted in a clearer and more abrupt speed reduction, more virtual presence, and a higher degree of simulation sickness. However, the interrelation between these three variables could not be conclusively clarified in the present study and thus represents a research aim that could be addressed in future studies.

Detection and response to critical lead vehicle deceleration events with peripheral vision: Glance response times are independent of visual eccentricity

Studies show high correlations between drivers' off-road glance duration or pattern and the frequency of crashes. Understanding drivers' use of peripheral vision to detect and react to threats is essential to modelling driver behavior and, eventually, preventing crashes caused by visual distraction. A between-group experiment with 83 participants was conducted in a high-fidelity driving simulator. Each driver in the experiment was exposed to an unexpected, critical, lead vehicle deceleration, when performing a self-paced, visual-manual, tracking task at different horizontal visual eccentricity angles (12°, 40° and 60°). The effect of visual eccentricity on threat detection, glance and brake response times was analyzed. Contrary to expectations, the driver glance response time was found to be independent of the eccentricity angle of the secondary task. However, the brake response time increased with increasing task eccentricity, when measured from the driver's gaze redirection to the forward roadway. High secondary task eccentricity was also associated with a low threat detection rate and drivers were predisposed to perform frequent on-road check glances while executing the task. These observations indicate that drivers use peripheral vision to collect evidence for braking during off-road glances. The insights will be used in extensions of existing driver models for virtual testing of critical longitudinal situations, to improve the representativeness of the simulation results.

Control of visually guided braking using constant-[Formula: see text] and proportional rate

This study investigated the optical information and control strategies used in visually guided braking. In such tasks, drivers exhibit two different braking behaviors: impulsive braking and continuously regulated braking. We designed two experiments involving a simulated braking task to investigate these two behaviors. Participants viewed computer displays simulating an approach along a linear path over a textured ground surface toward a set of road signs. The task was to use a joystick as a brake to stop as close as possible to the road signs. Our results showed that participants relied on a weak constant-[Formula: see text] strategy (Bingham 1995) when regulating the brake impulsively. They used discrete [Formula: see text] values as critical values and they regulated the brake so as not to let [Formula: see text] fall below these values. Our results also showed that proportional rate control (Anderson and Bingham 2010, 2011) is used in continuously regulated braking. Participants initiated braking at a certain proportional rate value and controlled braking so as to maintain that value constant during the approach. Proportional rate control is robust because the value can fluctuate within a range to yield good performance. We argue that proportional rate control unifies the information-based approach and affordance-based approach to visually guided braking.

Increased Risk of Musculoskeletal Injury Following Sport-Related Concussion: A Perception-Action Coupling Approach

Recent studies have concluded that athletes have increased risk of musculoskeletal injury following sport-related concussion. While an underlying explanation is still unknown, perceptual-motor control may be implicated in this increased risk. Some authors have purported that indirect perception (i.e., a "top-down" view of neuromuscular control) may be disrupted following sport-related concussion. Direct perception theory states that the athlete and environment are inextricably linked in a continuous perception-action coupling loop. That is, the athlete is able to directly perceive opportunities for action (e.g., "affordances") in the environment. Based on these notions, the aim of the current paper was to introduce a theoretical model that argues that sport-related concussion may dysregulate the direct perception process, potentially increasing behavioral risk of musculoskeletal injury during sport. Our model is integrated with a sport-related concussion clinical treatment model, which highlights individualized profiles that characterize the heterogeneous response to sport-related concussion. These profiles have a typical constellation of symptoms (e.g., anxiety, fatigue, ocular dysfunction, etc.), which themselves have been associated with disrupted perception-action coupling, independent of sport-related concussion. Therefore, we argue that athletes who have not re-established perception-action coupling loops following sport-related concussion may be at increased risk of subsequent musculoskeletal injury.

Multisensory Influences on Driver Steering During Curve Navigation

OBJECTIVE

The effects of inertial (vestibular and somatosensory) information on driver steering during curve navigation were investigated, using an electric four-wheel mobility vehicle outfitted with a steering wheel and a portable virtual reality system.

BACKGROUND

When driving, multiple sources of perceptual information are available. Researchers have focused on visual information, which plays a critical role in steering control. However, it is not yet well established how inertial information might contribute.

METHODS

I biased inertial cues by varying visual/inertial gains (doubled, halved, reversed), as drivers negotiated curving paths, and measured steering accuracy and efficiency. I also assessed whether being exposed to inertial biases had an impact on postbias steering by comparing pre- and posttest session performance measures.

RESULTS

Doubling or halving inertial cues had little effect on steering performance. Inertial information only disrupted steering when it was reversed with respect to visual information. Over time, the influence of this extreme inertial bias was reduced though not eliminated. Postbias curve navigation performance was not impacted, likely because participants had learned to disregard, rather than integrate, biased inertial cues.

CONCLUSION

Results suggest that biased inertial information has little influence on curve navigation performance when visual information is available.

APPLICATION

Though inertial cues may be important for open-loop steering, when visual cues are unavailable, their role in closed-loop steering seems less influential. This has implications for driving simulation and suggests that inertial discrepancies due to limitations in motion-cuing capabilities may not be all that problematic for the simulation of closed-loop curve steering tasks.

Using perceptual cues for brake response to a lead vehicle: Comparing threshold and accumulator models of visual looming

Previous studies have shown the effect of a lead vehicle's speed, deceleration rate and headway distance on drivers' brake response times. However, how drivers perceive this information and use it to determine when to apply braking is still not quite clear. To better understand the underlying mechanisms, a driving simulator experiment was performed where each participant experienced nine deceleration scenarios. Previously reported effects of the lead vehicle's speed, deceleration rate and headway distance on brake response time were firstly verified in this paper, using a multilevel model. Then, as an alternative to measures of speed, deceleration rate and distance, two visual looming-based metrics (angular expansion rate θ˙ of the lead vehicle on the driver's retina, and inverse tau τ^-1, the ratio between θ˙ and the optical size θ), considered to be more in line with typical human psycho-perceptual responses, were adopted to quantify situation urgency. These metrics were used in two previously proposed mechanistic models predicting brake onset: either when looming surpasses a threshold, or when the accumulated evidence (looming and other cues) reaches a threshold. Results showed that the looming threshold model did not capture the distribution of brake response time. However, regardless of looming metric, the accumulator models fitted the distribution of brake response times better than the pure threshold models. Accumulator models, including brake lights, provided a better model fit than looming-only versions. For all versions of the mechanistic models, models using τ^-1 as the measure of looming fitted better than those using θ˙, indicating that the visual cues drivers used during rear-end collision avoidance may be more close to τ^-1.

Anxiety Influences the Perceptual-Motor Calibration of Visually Guided Braking to Avoid Collisions

We investigated whether anxiety influences perceptual-motor calibration in a braking to avoid a collision task. Participants performed either a discrete braking task (Experiment 1) or a continuous braking task (Experiment 2), with the goal of stopping before colliding with a stop sign. Half of participants performed the braking task after an anxiety induction. We investigated whether anxiety reduced the frequency of crashing and if it influenced the calibration of perception (visual information) and action (brake pressure) dynamically between-trials in Experiment 1 and within-trials in Experiment 2. In the discrete braking task, anxious participants crashed less often and made larger corrective adjustments trial-to-trial after crashing, suggesting that the influence of anxiety on behavior did not occur uniformly, but rather dynamically with anxiety amplifying the reaction to previous crashes. However, when performing continuous braking, anxious participants crashed more often, and their within-trial adjustments of deceleration were less related to visual information compared to controls. Taken together, these findings suggest that the timescale and nature of the task mediates the influence of anxiety on the performance of goal-directed actions.

The influence of visual flow and perceptual load on locomotion speed

Visual flow is used to perceive and regulate movement speed during locomotion. We assessed the extent to which variation in flow from the ground plane, arising from static visual textures, influences locomotion speed under conditions of concurrent perceptual load. In two experiments, participants walked over a 12-m projected walkway that consisted of stripes that were oriented orthogonal to the walking direction. In the critical conditions, the frequency of the stripes increased or decreased. We observed small, but consistent effects on walking speed, so that participants were walking slower when the frequency increased compared to when the frequency decreased. This basic effect suggests that participants interpreted the change in visual flow in these conditions as at least partly due to a change in their own movement speed, and counteracted such a change by speeding up or slowing down. Critically, these effects were magnified under conditions of low perceptual load and a locus of attention near the ground plane. Our findings suggest that the contribution of vision in the control of ongoing locomotion is relatively fluid and dependent on ongoing perceptual (and perhaps more generally cognitive) task demands.

When a Fly Ball Is Out of Reach: Catchability Judgments Are Not Based on Optical Acceleration Cancelation

The optical acceleration cancelation (OAC) strategy, based on Chapman's (1968) analysis of the outfielder problem, has been the dominant account for the control of running to intercept fly balls approaching head on. According to the OAC strategy, outfielders will arrive at the interception location just in time to catch the ball when they keep optical acceleration zero. However, the affordance aspect of this task, that is, whether or not an approaching fly ball is catchable, is not part of this account. The present contribution examines whether the scope of the OAC strategy can be extended to also include the affordance aspect of running to catch a fly ball. This is done by considering a fielder's action boundaries (i.e., maximum running velocity and -acceleration) in the context of the OAC strategy. From this, only when running velocity is maximal and optical acceleration is non-zero, a fielder would use OAC to perceive a fly ball as uncatchable. The present contribution puts this hypothesis to the test. Participants were required to try to intercept fly balls projected along their sagittal plane. Some fly balls were catchable whereas others were not. Participants were required to catch as many fly balls as possible and to call 'no' when they perceived a fly ball to be uncatchable. Participants' running velocity and -acceleration at the moment of calling 'no' were examined. Results showed that participants' running velocity was submaximal before or while calling 'no'. Also running acceleration was often submaximal. These results cannot be explained by the use of OAC in judging catchability and ultimately call for a new strategy of locomotor control in running to catch a fly ball.

A Direct-Learning Approach to Acquiring a Bimanual Tapping Skill

The theory of direct learning (D. M. Jacobs & C. F. Michaels, 2007 ) has proven useful in understanding improvement in perception and exploratory action. Here the authors assess its usefulness for understanding the learning of a motor skill, bimanual tapping at a difficult phase relation. Twenty participants attempted to learn to tap with 2 index fingers at 2 Hz with a phase lag of 90° (i.e., with a right-right period of 500 ms and a right-left period of 125 ms). There were 30 trials, each with 50 tapping cycles. Computer-screen feedback informed of errors in both period and phase for each pair of taps. Participants differed dramatically in their success. Learning was assessed by identifying the succession of attractors capturing tapping over the experiment. A few participants' attractors migrated from antiphase to 90° with an appropriate period; others became attracted to a fixed right-left interval, rather than phase, with or without attraction to period. Changes in attractor loci were explained with mixed success by direct learning, inviting elaboration of the theory. The transition to interval attractors was understood as a change in intention, and was remarkable for its indifference to typical bimanual interactions.

A farewell to brake reaction times? Kinematics-dependent brake response in naturalistic rear-end emergencies

Driver braking behavior was analyzed using time-series recordings from naturalistic rear-end conflicts (116 crashes and 241 near-crashes), including events with and without visual distraction among drivers of cars, heavy trucks, and buses. A simple piecewise linear model could be successfully fitted, per event, to the observed driver decelerations, allowing a detailed elucidation of when drivers initiated braking and how they controlled it. Most notably, it was found that, across vehicle types, driver braking behavior was strongly dependent on the urgency of the given rear-end scenario's kinematics, quantified in terms of visual looming of the lead vehicle on the driver's retina. In contrast with previous suggestions of brake reaction times (BRTs) of 1.5s or more after onset of an unexpected hazard (e.g., brake light onset), it was found here that braking could be described as typically starting less than a second after the kinematic urgency reached certain threshold levels, with even faster reactions at higher urgencies. The rate at which drivers then increased their deceleration (towards a maximum) was also highly dependent on urgency. Probability distributions are provided that quantitatively capture these various patterns of kinematics-dependent behavioral response. Possible underlying mechanisms are suggested, including looming response thresholds and neural evidence accumulation. These accounts argue that a naturalistic braking response should not be thought of as a slow reaction to some single, researcher-defined "hazard onset", but instead as a relatively fast response to the visual looming cues that build up later on in the evolving traffic scenario.

Perceiving Possibilities for Action: On the Necessity of Calibration and Perceptual Learning for the Visual Guidance of Action

Tasks such as steering, braking, and intercepting moving objects constitute a class of behaviors, known as visually guided actions, which are typically carried out under continuous control on the basis of visual information. Several decades of research on visually guided action have resulted in an inventory of control laws that describe for each task how information about the sufficiency of one's current state is used to make ongoing adjustments. Although a considerable amount of important research has been generated within this framework, several aspects of these tasks that are essential for successful performance cannot be captured. The purpose of this paper is to provide an overview of the existing framework, discuss its limitations, and introduce a new framework that emphasizes the necessity of calibration and perceptual learning. Within the proposed framework, successful human performance on these tasks is a matter of learning to detect and calibrate optical information about the boundaries that separate possible from impossible actions. This resolves a long-lasting incompatibility between theories of visually guided action and the concept of an affordance. The implications of adopting this framework for the design of experiments and models of visually guided action are discussed.

Drivers' decision-making when attempting to cross an intersection results from choice between affordances

In theory, a safe approach to an intersection implies that drivers can simultaneously manage two scenarios: they either choose to cross or to give way to an oncoming vehicle. In this article we formalize the critical time for safe crossing (CT_cross) and the critical time for safe stopping (CT_stop) to represent crossing and stopping possibilities, respectively. We describe these critical times in terms of affordances and empirically test their respective contribution to the driver's decision-making process. Using a driving simulator, three groups of participants drove cars with identical acceleration capabilities and different braking capabilities. They were asked to try to cross an intersection where there was an oncoming vehicle, if they deemed the maneuver to be safe. If not, they could decide to stop or, as a last resort, make an emergency exit. The intersections were identical among groups. Results showed that although the crossing possibilities (CT_cross) were the same for all groups, there were between-group differences in crossing frequency. This suggests that stopping possibilities (CT_stop) play a role in the driver's decision-making process, in addition to the crossing possibilities. These results can be accounted for by a behavioral model of decision making, and provide support for the hypothesis of choice between affordances.

Is perception of self-motion speed a necessary condition for intercepting a moving target while walking?

While it has been shown that the Global Optic Flow Rate (GOFR) is used in the control of self-motion speed, this study examined its relevance in the control of interceptive actions while walking. We asked participants to intercept approaching targets by adjusting their walking speed in a virtual environment, and predicted that the influence of the GOFR depended on their interception strategy. Indeed, unlike the Constant Bearing Angle (CBA), the Modified Required Velocity (MRV) strategy relies on the perception of self-displacement speed. On the other hand, the CBA strategy involves specific speed adjustments depending on the curvature of the target's trajectory, whereas the MRV does not. We hypothesized that one strategy is selected among the two depending on the informational content of the environment. We thus manipulated the curvature and display of the target's trajectory, and the relationship between physical walking speed and the GOFR (through eye height manipulations). Our results showed that when the target trajectory was not displayed, walking speed profiles were affected by curvature manipulations. Otherwise, walking speed profiles were less affected by curvature manipulations and were affected by the GOFR manipulations. Taken together, these results show that the use of the GOFR for intercepting a moving target while walking depends on the informational content of the environment. Finally we discuss the complementary roles of these two perceptual-motor strategies.

Gaze movements and spatial working memory in collision avoidance: a traffic intersection task

Street crossing under traffic is an everyday activity including collision detection as well as avoidance of objects in the path of motion. Such tasks demand extraction and representation of spatio-temporal information about relevant obstacles in an optimized format. Relevant task information is extracted visually by the use of gaze movements and represented in spatial working memory. In a virtual reality traffic intersection task, subjects are confronted with a two-lane intersection where cars are appearing with different frequencies, corresponding to high and low traffic densities. Under free observation and exploration of the scenery (using unrestricted eye and head movements) the overall task for the subjects was to predict the potential-of-collision (POC) of the cars or to adjust an adequate driving speed in order to cross the intersection without collision (i.e., to find the free space for crossing). In a series of experiments, gaze movement parameters, task performance, and the representation of car positions within working memory at distinct time points were assessed in normal subjects as well as in neurological patients suffering from homonymous hemianopia. In the following, we review the findings of these experiments together with other studies and provide a new perspective of the role of gaze behavior and spatial memory in collision detection and avoidance, focusing on the following questions: (1) which sensory variables can be identified supporting adequate collision detection? (2) How do gaze movements and working memory contribute to collision avoidance when multiple moving objects are present and (3) how do they correlate with task performance? (4) How do patients with homonymous visual field defects (HVFDs) use gaze movements and working memory to compensate for visual field loss? In conclusion, we extend the theory of collision detection and avoidance in the case of multiple moving objects and provide a new perspective on the combined operation of external (bottom-up) and internal (top-down) cues in a traffic intersection task.

Visual cues for manual control of headway

The ability to maintain appropriate gaps to objects in one's environment is important when navigating through a three-dimensional world. Previous research has shown that the visual angle subtended by a lead/approaching object and its rate of change are important variables for timing interceptions, collision avoidance, continuous regulation of braking, and manual control of headway. However, investigations of headway maintenance have required participants to maintain a fixed distance headway and have not investigated how information about own-speed is taken into account. In the following experiment, we asked participants to use a joystick to follow computer-simulated lead objects. The results showed that ground texture, following speed, and the size of the lead object had significant effects on both mean following distances and following distance variance. Furthermore, models of the participants' joystick responses provided better fits when it was assumed that the desired visual extent of the lead object would vary over time. Taken together, the results indicate that while information about own-speed is used by controllers to set the desired headway to a lead object, the continuous regulation of headway is influenced primarily by the visual angle of the lead object and its rate of change. The reliance on visual angle, its rate of change, and/or own-speed information also varied depending on the control dynamics of the system. Such findings are consistent with an optimal control criterion that reflects a differential weighting on different sources of information depending on the plant dynamics. As in other judgements of motion in depth, the information used for controlling headway to other objects in the environment varies depending on the constraints of the task and different strategies of control.

A review of near-collision driver behavior models

OBJECTIVE

This article provides a review of recent models of driver behavior in on-road collision situations.

BACKGROUND

In efforts to improve traffic safety, computer simulation of accident situations holds promise as a valuable tool, for both academia and industry. However, to ensure the validity of simulations, models are needed that accurately capture near-crash driver behavior, as observed in real traffic or driving experiments.

METHOD

Scientific articles were identified by a systematic approach, including extensive database searches. Criteria for inclusion were defined and applied, including the requirement that models should have been previously applied to simulate on-road collision avoidance behavior. Several selected models were implemented and tested in selected scenarios.

RESULTS

The reviewed articles were grouped according to a rough taxonomy based on main emphasis, namely avoidance by braking, avoidance by steering, avoidance by a combination of braking and steering, effects of driver states and characteristics on avoidance, and simulation platforms.

CONCLUSION

A large number of near-collision driver behavior models have been proposed. Validation using human driving data has often been limited, but exceptions exist. The research field appears fragmented, but simulation-based comparison indicates that there may be more similarity between models than what is apparent from the model equations. Further comparison of models is recommended.

APPLICATION

This review provides traffic safety researchers with an overview of the field of driver models for collision situations. Specifically, researchers aiming to develop simulations of on-road collision accident situations can use this review to find suitable starting points for their work

Direct perception of action-scaled affordances: the shrinking gap problem

The aim of this study was to investigate the perception of possibilities for action (i.e., affordances) that depend on one's movement capabilities, and more specifically, the passability of a shrinking gap between converging obstacles. We introduce a new optical invariant that specifies in intrinsic units the minimum locomotor speed needed to safely pass through a shrinking gap. Detecting this information during self-motion requires recovering the component of the obstacles' local optical expansion attributable to obstacle motion, independent of self-motion. In principle, recovering the obstacle motion component could involve either visual or non-visual self-motion information. We investigated the visual and non-visual contributions in two experiments in which subjects walked through a virtual environment and made judgments about whether it was possible to pass through a shrinking gap. On a small percentage of trials, visual and non-visual self-motion information were independently manipulated by varying the speed with which subjects moved through the virtual environment. Comparisons of judgments on such catch trials with judgments on normal trials revealed both visual and non-visual contributions to the detection of information about minimum walking speed.

Locomoting-to-reach: information variables and control strategies for nested actions

Locomoting-to-reach is a basic perception/action behavior that requires visual information for the control of both locomotion and reaching components. We investigated the visual information and the control strategies used to guide both the head and the hand on approach to a target in a locomotion-to-reach task. In this study, participants were required to locomote in the dark to a lit target in three different conditions: monocular vision/target with image size, binocular vision/target with image size, and binocular vision/point-light target (without image size). In task one, participants brought their eyes to the target. In task two, participants brought their outstretched hand to the target. Movement trajectories for both tasks were analyzed. Results show that participants were significantly more accurate when binocular information was present. In both tasks, participants were found to use a proportional rate control strategy rather than a constant τ strategy. In the walk-to-reach task, they used monocular and/or binocular τ information to guide the head and then switched to using relative disparity τ to guide the hand to final target acquisition, switching when the hand centric τ became less than the head centric τ. Dynamical models of the information and control strategies were used to perform simulations that were found to fit the data well. The conclusion is that proportional rate control is used sequentially with head centric, then hand-centric τ-based information, using at each moment the τ with the smallest value.

Reconsidering the role of movement in perceiving action-scaled affordances

Many locomotor tasks require actors to choose among different categories of action, such as when deciding whether to cross the street in front of an approaching vehicle or wait until it passes. In such cases, the actor's locomotor capabilities partly determine which actions are possible, and therefore must be taken into account. The present study was designed to re-evaluate the claim that people do not know their locomotor capabilities until they begin moving because they rely entirely on information that is picked up "on the fly" (Oudejans, Michaels, Bakker, & Dolné, 1996). Three experiments were conducted in which participants judged while stationary or moving whether it was within their capabilities to catch a fly ball or pass through a shrinking gap. The main finding was that judgments were equally accurate regardless of whether participants were stationary or allowed to move for a brief period. We conclude that stationary and moving actors know their locomotor capabilities equally well, and that actors do not rely entirely on information that is picked up on the fly.

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.

The contribution of stereo vision to the control of braking

In this study the contribution of stereo vision to the control of braking in front of a stationary target vehicle was investigated. Participants with normal (StereoN) and weak (StereoW) stereo vision drove a go-cart along a linear track towards a stationary vehicle. They could start braking from a distance of 4, 7, or 10m from the vehicle. Deceleration patterns were measured by means of a laser. A lack of stereo vision was associated with an earlier onset of braking, but the duration of the braking manoeuvre was similar. During the deceleration, the time of peak deceleration occurred earlier in drivers with weak stereo vision. Stopping distance was greater in those lacking in stereo vision. A lack of stereo vision was associated with a more prudent brake behaviour, in which the driver took into account a larger safety margin. This compensation might be caused either by an unconscious adaptation of the human perceptuo-motor system, or by a systematic underestimation of distance remaining due to the lack of stereo vision. In general, a lack of stereo vision did not seem to increase the risk of rear-end collisions.

Rapid recalibration based on optic flow in visually guided action

Action capabilities are always subject to limits. Whether on foot or in a vehicle, people can only move so fast, slow down so quickly, and turn so sharply. The successful performance of almost any perceptual-motor task requires actors to learn and continually relearn their ever-changing action capabilities. Such learning can be considered an example of perceptual-motor calibration. The present study includes two experiments designed to address basic questions about the nature of this calibration process. Subjects performed a simulated braking task, using a foot pedal to slow down to a stop in front of an obstacle in the path of motion. At one point in the experiment, the strength of the brake was increased or decreased unbeknownst to subjects, and behavior before and after the change in brake strength was analyzed for evidence of recalibration. Experiment 1 showed that actors rapidly recalibrate following a change in brake dynamics, even when they are unaware of the change. In Experiment 2, the scene turned black one second after braking was initiated. Subjects still recalibrated following the change in brake strength, suggesting that information in the sensory consequences of the initial brake adjustment is sufficient for recalibration, even in the absence of feedback about the outcome (i.e., in terms of final position error) of the task. Discussion focuses on the critical but often overlooked role of calibration in continuously controlled visually guided action, and the nature of the information used for recalibration.

Unsafe rear-end collision avoidance in Alzheimer's disease

Drivers with cognitive impairment are at increased odds for vehicular crashes. Rear-end collisions (REC) are among the most common crash types. We tested REC avoidance in 61 drivers with mild Alzheimer's disease (AD) and 115 elderly controls using a high-fidelity interactive driving simulator. After a segment of uneventful driving, each driver suddenly encountered a lead vehicle stopped at an intersection, creating the potential for a collision with lead vehicle or with another vehicle following closely behind the driver. Eighty-nine percent of drivers with AD had unsafe outcomes, either an REC or an risky avoidance behavior (defined as slowing down abruptly or prematurely, or swerving out of the traffic lane) compared to 65% of controls (P=0.0007). Crash rates were similar in AD (5%) and controls (3%), yet a greater proportion of drivers with AD slowed down abruptly (70% vs. 37%, P<0.0001) or prematurely (66% vs. 45%, P=0.0115). Abrupt slowing increased the odds of being struck from behind by the following vehicle (P=0.0262). Unsafe outcomes were predicted by tests of visual perception, attention, memory, visuospatial/constructional abilities, and executive functions, as well as vehicular control measures during an uneventful driving segment. Drivers with AD had difficulty responding to driving conditions that pose a hazard for a REC. Some cognitive and visual tests were predictive of unsafe outcomes even after adjusting for disease status.

The scaling of information to action in visually guided braking

Braking to avoid a collision can be controlled by keeping the deceleration required to stop (i.e., ideal deceleration) in the "safe" region below maximum deceleration, but maximum deceleration is not optically specified and can vary as conditions change. When brake strength was manipulated between participants using a simulated braking task, the ratio of ideal to maximum deceleration at brake onset was invariant across groups, suggesting that calibration involves scaling information about ideal deceleration in intrinsic units of maximum deceleration. Evidence of rapid recalibration was found when brake strength was manipulated within participants, and the presence of external forces that affect brake dynamics resulted in biases in performance. Discussion focuses on the role of calibration, internal models, and affordance perception in visually guided action.

Learning to control collisions: The role of perceptual attunement and action boundaries

The authors investigated the role of perceptual attunement in an emergency braking task in which participants waited until the last possible moment to slam on the brakes. Effects of the size of the approached object and initial speed on the initiation of braking were used to identify the optical variables on which participants relied at various stages of practice. In Experiments 1A and 1B, size and speed effects that were present early in practice diminished but were not eliminated as participants learned to initiate braking at a rate of optical expansion that varied with optical angle. When size and speed were manipulated together in Experiment 2, the size effect was quickly eliminated, and participants learned to use a 3rd optical variable (global optic flow rate) to nearly eliminate the speed effect. The authors conclude that perceptual attunement depends on the range of practice conditions, the availability of information, and the criteria for success.