A binary acceleration signal reduces overestimation in pedestrians' visual time-to-collision estimation for accelerating vehicles

When a pedestrian intends to cross the street, it is essential for safe mobility to correctly estimate the arrival time (time-to-collision, TTC) of an approaching vehicle. However, visual perception of acceleration is rather imprecise. Previous studies consistently showed that humans (mostly) disregard acceleration, but judge the TTC for an object as if it were traveling at constant speed (first-order estimation), which is associated with overestimated TTCs for positively accelerating objects. In a traffic context, such TTC overestimation could motivate pedestrians to cross in front of an approaching vehicle, although the time remaining is not sufficiently long. Can a simple acceleration signal help improve visual TTC estimation for accelerating objects? The present study investigated whether a signal that only indicates whether a vehicle is accelerating or not can remove the first-order pattern of overestimated TTCs. In a virtual reality simulation, 26 participants estimated the TTC of vehicles that approached with constant velocity or accelerated, from the perspective of a pedestrian at the curb. In half of the experimental blocks, a light band on the windshield illuminated whenever the vehicle accelerated but remained deactivated when the vehicle travelled at a constant speed. In the other blocks, the light band never illuminated, regardless of whether or not the vehicle accelerated. Participants were informed about the light band function in each block. Without acceleration signal, the estimated TTCs for the accelerating vehicles were consistent with an erroneous first-order approximation. In blocks with acceleration signal, participants substantially changed their estimation strategy, so that TTC overestimations for accelerating vehicles were reduced. Our data suggest that a binary acceleration signal helps pedestrians to effectively reduce the TTC overestimation for accelerating vehicles and could therefore increase pedestrian safety.

Sensory augmentation for a rapid motor task in a multisensory environment

Background

Sensory substitution and augmentation systems (SSASy) seek to either replace or enhance existing sensory skills by providing a new route to access information about the world. Tests of such systems have largely been limited to untimed, unisensory tasks.

Objective

To test the use of a SSASy for rapid, ballistic motor actions in a multisensory environment.

Methods

Participants played a stripped-down version of air hockey in virtual reality with motion controls (Oculus Touch). They were trained to use a simple SASSy (novel audio cue) for the puck's location. They were tested on ability to strike an oncoming puck with the SASSy, degraded vision, or both.

Results

Participants coordinated vision and the SSASy to strike the target with their hand more consistently than with the best single cue alone, t(13) = 9.16, p <.001, Cohen's d = 2.448.

Conclusions

People can adapt flexibly to using a SSASy in tasks that require tightly timed, precise, and rapid body movements. SSASys can augment and coordinate with existing sensorimotor skills rather than being limited to replacement use cases - in particular, there is potential scope for treating moderate vision loss. These findings point to the potential for augmenting human abilities, not only for static perceptual judgments, but in rapid and demanding perceptual-motor tasks.

Rendezvous Under Temporal Uncertainty

OBJECTIVE

Three experiments sought to understand performance limitations in controlling a ship attempting to meet another moving ship that approached from various trajectories. The influence of uncertainty, resulting from occasional unpredictable delays in one's own movement, was examined.

BACKGROUND

Cognitive elements of rendezvous have been little studied. Related work such as the planning fallacy and bias toward underestimating time-to-contact imply a tendency toward late arrival at a rendezvous.

METHODS

In a simplified simulation, participants controlled the speed and/or heading of their own ship once per scenario to try to rendezvous with another ship. Forty-five scenarios of approximately 30 s were conducted with different starting geometries and, in two of three experiments, with different frequencies and lengths of the unexpected delays.

RESULTS

Perfect rendezvous were hard to obtain, with a general tendency to arrive late and pass behind the target vessel, although this was dependent on the angle of approach and relative speed. When occasional delays were introduced, less frequent but longer delays disrupted performance more than shorter but more frequent delays. Where delays were possible, but no delay occurred, there was no longer evidence of a general tendency to more frequently pass behind the target ship. Additionally, people did not wait to see if the unpredictable delays would occur before executing a course of action. Different control strategies were deployed and dual axis control was preferred.

CONCLUSIONS

The tendency to arrive late and the influence of the possibility of uncertain delays are discussed in relationship to control strategies.

A Case for Raising the Camera: A Driving Simulator Test of Camera-Monitor Systems

OBJECTIVE

This experiment provides a first-of-its-kind driving-simulator study to investigate the feasibility of camera-monitor systems (CMS) with displaced side-mounted cameras in sedans.

BACKGROUND

Among the increasing number of studies investigating the replacement of side-mounted rearview mirrors with CMS, the placement of side-mounted cameras has been largely neglected. Moreover, user preferences with respect to camera placement have not been validated in a driving simulator. Past research merely has shown that the vertical camera position can affect distance perception.

METHOD

In a driving simulator experiment, we investigated the effects of rearward camera placement on driver acceptance and performance. Thirty-six participants performed multiple lane changes in a last safe-gap paradigm. The camera position, ego-velocity, and velocity of the approaching vehicle varied across the experiment.

RESULTS

The results suggest a clear preference for a high rearward perspective, whereas participants disliked the lower viewpoint. However, these stark differences were only marginally mirrored in lane change performance. Average safety margins tended to decrease and their variation tended to increase for the low camera position.

CONCLUSION

Even if the impact of the camera position on driving behavior seems to be small in sedans, driver expectations show clear-cut preferences. When designing CMS, this should be taken into account, as these preferences could promote the use of CMS and thus their positive impact on safety.

APPLICATION

Designers should place side-mounted cameras as high as possible to increase acceptance of CMS. Low camera positions are not recommended, as they might decrease safety margins and are not appreciated by drivers.

Overestimated time-to-collision for quiet vehicles: Evidence from a study using a novel audiovisual virtual-reality system for traffic scenarios

To avoid collision, pedestrians intending to cross a road need to estimate the time-to-collision (TTC) of an approaching vehicle. Here, we present a novel interactive audiovisual virtual-reality system for investigating how the acoustic characteristics (loudness and engine type) of vehicles influence the TTC estimation. Using acoustic recordings of real vehicles as source signals, the dynamic spatial sound fields corresponding to a vehicle approaching in an urban setting are generated based on physical modeling of the sound propagation between vehicle and pedestrian and are presented via sound field synthesis. We studied TTC estimation for vehicles with internal combustion engine and for loudness-matched electric vehicles. The vehicle sound levels were varied by 10 dB, independently of the speed, presented TTC, and vehicle type. In an auditory-only condition, the cars were not visible, and lower loudness of the cars resulted in considerably longer TTC estimates. Importantly, the loudness of the cars also had a significant effect in the same direction on the TTC estimates in an audiovisual condition, where the cars were additionally visually presented via interactive virtual-reality simulations. Thus, pedestrians use auditory information when estimating TTC, even when full visual information is available. At equal loudness, the TTC judgments for electric and conventional vehicles were virtually identical, indicating that loudness has a stronger effect than spectral differences. Because TTC overestimations can result in risky road crossing decisions, the results imply that vehicle loudness should be considered as an important factor in pedestrian safety.

Auditory Information Improves Time-to-collision Estimation for Accelerating Vehicles

To cross a road safely, pedestrians estimate the time remaining until an approaching vehicle arrives at their location (time-to-collision, TTC). For visually presented accelerated objects, however, TTC estimates are known to show a first-order pattern indicating that acceleration is not adequately considered. We investigated whether added vehicle sound can reduce these estimation errors. Twenty-five participants estimated the TTC of vehicles approaching with constant velocity or accelerating, from a pedestrian’s perspective at the curb in a traffic simulation. For visually-only presented accelerating vehicles, the TTC estimates showed the expected first-order pattern and thus large estimation errors. With added vehicle sound, the first-order pattern was largely removed, and TTC estimates were significantly more accurate compared to the visual-only presentation. For constant velocities, TTC estimates in both presentation conditions were predominantly accurate. Taken together, the sound of an accelerating vehicle can compensate for erroneous visual TTC estimates presumably by promoting the consideration of acceleration.

Wider is better but sharper is not: optimizing the image of camera-monitor systems

The replacement of rear-view mirrors with camera-monitor systems introduces new opportunities for design, such as altering the image quality and the rearward field-of-view. We investigated how the image quality and field-of-view might affect the distance and time-to-contact estimation of other vehicles. Eighty-six subjects estimated either their egocentric distance to a stationary vehicle (Experiment I) or the time-to-contact to an approaching vehicle (Experiment II). Throughout the experiments, the pixel density and either the field-of-view or the viewing condition varied. A larger field-of-view increased distance estimation accuracy and confidence. Reduced pixel density led to larger estimates. In contrast, reduced pixel density and simulated dirt shortened time-to-contact estimates. This is compatible with a safety strategy applied under conditions of impaired vision. Moreover, a limited benefit was observed for higher pixel densities. Therefore, camera-monitor systems with large field-of-view and a pixel density of around 300 ppi could ensure accurate TTC and distance estimation. Practitioner summary: A camera's field-of-view and image quality are important parameters for camera-monitor systems. In two experiments, we investigated the effects of these two parameters on rearward distance and time-to-contact estimation. Whereas a larger field-of-view improved distance estimation accuracy, increasing the pixel density had a limited effect in the estimation of time-to-contact.

The role of eye movements in perceiving vehicle speed and time-to-arrival at the roadside

To avoid collisions, pedestrians depend on their ability to perceive and interpret the visual motion of other road users. Eye movements influence motion perception, yet pedestrians' gaze behavior has been little investigated. In the present study, we ask whether observers sample visual information differently when making two types of judgements based on the same virtual road-crossing scenario and to which extent spontaneous gaze behavior affects those judgements. Participants performed in succession a speed and a time-to-arrival two-interval discrimination task on the same simple traffic scenario-a car approaching at a constant speed (varying from 10 to 90 km/h) on a single-lane road. On average, observers were able to discriminate vehicle speeds of around 18 km/h and times-to-arrival of 0.7 s. In both tasks, observers placed their gaze closely towards the center of the vehicle's front plane while pursuing the vehicle. Other areas of the visual scene were sampled infrequently. No differences were found in the average gaze behavior between the two tasks and a pattern classifier (Support Vector Machine), trained on trial-level gaze patterns, failed to reliably classify the task from the spontaneous eye movements it elicited. Saccadic gaze behavior could predict time-to-arrival discrimination performance, demonstrating the relevance of gaze behavior for perceptual sensitivity in road-crossing.

The influence of auditory rhythms on the speed of inferred motion

The present research explored the influence of isochronous auditory rhythms on the timing of movement-related prediction in two experiments. In both experiments, participants observed a moving disc that was visible for a predetermined period before disappearing behind a small, medium, or large occluded area for the remainder of its movement. In Experiment 1, the disc was visible for 1 s. During this period, participants were exposed to either a fast or slow auditory rhythm, or they heard nothing. They were instructed to press a key to indicate when they believed the moving disc had reached a specified location on the other side of the occluded area. The procedure measured the (signed) error in participants' estimate of the time it would take for a moving object to contact a stationary one. The principal results of Experiment 1 were main effects of the rate of the auditory rhythm and of the size of the occlusion on participants' judgments. In Experiment 2, the period of visibility was varied with size of the occlusion area to keep the total movement time constant for all three levels of occlusion. The results replicated the main effect of rhythm found in Experiment 1 and showed a small, significant interaction, but indicated no main effect of occlusion size. Overall, the results indicate that exposure to fast isochronous auditory rhythms during an interval of inferred motion can influence the imagined rate of such motion and suggest a possible role of an internal rhythmicity in the maintenance of temporally accurate dynamic mental representations.

Does the Size-Arrival Effect Occur With an Active Collision-Avoidance Task in an Immersive 3D Virtual Reality Environment?

OBJECTIVE

Determine whether the size-arrival effect (SAE) occurs with immersive, 3D visual experiences and active collision-avoidance responses.

BACKGROUND

When a small near object and a large far object approach the observer at the same speeds, the large object appears to arrive before the small object, known as the size-arrival effect (SAE), which may contribute to crashes between motorcycles and cars. Prior studies of the SAE were limited because they used two dimensional displays and asked participants to make passive judgments.

METHOD

Participants viewed approaching objects using a virtual reality (VR) headset. In an active task, participants ducked before the object hit them. In a passive prediction-motion (PM) judgment, the approaching object disappeared, and participants pressed a button when they thought the object would hit them. In a passive relative TTC judgment, participants reported which of two approaching objects would reach them first.

RESULTS

The SAE occurred with the PM and relative TTC tasks but not with the ducking task. The SAE can occur in immersive 3D environments but is limited by the nature of the task and display.

APPLICATION

Certain traffic situations may be more prone to the SAE and have higher risk for collisions. For example, in left-turn scenarios (e.g., see Levulis, 2018), drivers make passive judgments when oncoming vehicles are far and optical expansion is slow, and binocular disparity putatively is ineffective. Collision-avoidance warning systems may be needed more in such scenarios than when vehicles are near and drivers' judgments of TTC may be more accurate (DeLucia, 2008).

Effects of cognitive load and type of object on the visual looming bias

According to the behavioral urgency hypothesis, organisms have evolved various mechanisms that facilitate their survival by focusing attention and resources on approaching danger. One example of such mechanisms is the looming bias-the tendency for an individual to judge an approaching object's distance as being closer or time-to-collision as being sooner than receding or stationary objects. To date, most research on the looming bias has explored the ways in which human factors and object characteristics influence the strength and direction of the bias. The current study expanded on this field of research in two novels ways by exploring (a) whether cognitive vulnerabilities may influence the strength of the looming bias in the visual domain, and (b) whether the combination of human factors (i.e., cognitive load) and object characteristics (i.e., object threat) interact to create an additive effect on looming bias strength. Findings appear to only partially support the hypotheses that cognitive vulnerabilities can influence looming bias strength in the visual domain, and that factors related to both the individual and the looming object may interact to create a stronger looming bias. These findings help to highlight possible evolutionary advantages of the looming bias and its presence across modalities, as well as add some strength to the claims that the margin of safety theory can be generalized to include psychological factors.

Impending Collision Judgment from an Egocentric Perspective in Real and Virtual Environments: A Review

The human egocentric perception of approaching objects and the related perceptual processes have been of interest to researchers for several decades. This article gives a literature review on numerous studies that investigated the phenomenon when an object approaches an observer (or the other way around) with the goal to single out factors that influence the perceptual process. A taxonomy of metrics is followed by a breakdown of different experimental measurement methods. Thereinafter, potential factors affecting the judgment of approaching objects are compiled and debated while divided into human factors (e.g., gender, age, and driving experience), compositional factors (e.g., approaching velocity, spatial distance, and observation time), and technical factors (e.g., field of view, stereoscopy, and display contrast). Experimental findings are collated, juxtaposed, and critically discussed. With virtual-reality devices having taken a tremendous developmental leap forward in the past few years, they have been able to gain ground in experimental research. Therefore, special attention in this article is also given to the perception of approaching objects in virtual environments and put in contrast to the perception in reality.

Auditory pitch glides influence time-to-contact judgements of visual stimuli

A common experimental task used to study the accuracy of estimating when a moving object arrives at a designated location is the time-to-contact (TTC) task. The previous studies have shown evidence that sound motion cues influence TTC estimates of a visual moving object. However, the extent to which sound can influence TTC of visual targets still remains unclear. Some studies on the crossmodal correspondence between pitch and speed suggest that descending pitch sounds are associated with faster speeds compared to ascending pitch sounds due to an internal model of gravity. Other studies have shown an opposite pitch-speed mapping (i.e., ascending pitch associated with faster speeds) and no influence of gravity heuristics. Here, we explored whether auditory pitch glides, a continuous pure tone sound either ascending or descending in pitch, influence TTC estimates of a vertically moving visual target and if any observed effects are consistent with a gravity-centered or gravity-unrelated pitch-speed mapping. Subjects estimated when a disc moving either upward or downward at a constant speed reached a visual landmark after the disc disappeared behind an occluder under three conditions: with an accompanying ascending pitch glide, with a descending pitch glide, or with no sound. Overall, subjects underestimated TTC with ascending pitch glides and overestimated TTC with descending pitch glides, compared to the no-sound condition. These biases in TTC were consistent in both disc motion directions. These results suggest that subjects adopted a gravity-unrelated pitch-speed mapping where ascending pitch is associated with faster speeds and descending pitch associated with slower speeds.

Temporal Audiovisual Motion Prediction in 2D- vs. 3D-Environments

Predicting motion is essential for many everyday life activities, e.g., in road traffic. Previous studies on motion prediction failed to find consistent results, which might be due to the use of very different stimulus material and behavioural tasks. Here, we directly tested the influence of task (detection, extrapolation) and stimulus features (visual vs. audiovisual and three-dimensional vs. non-three-dimensional) on temporal motion prediction in two psychophysical experiments. In both experiments a ball followed a trajectory toward the observer and temporarily disappeared behind an occluder. In audiovisual conditions a moving white noise (congruent or non-congruent to visual motion direction) was presented concurrently. In experiment 1 the ball reappeared on a predictable or a non-predictable trajectory and participants detected when the ball reappeared. In experiment 2 the ball did not reappear after occlusion and participants judged when the ball would reach a specified position at two possible distances from the occluder (extrapolation task). Both experiments were conducted in three-dimensional space (using stereoscopic screen and polarised glasses) and also without stereoscopic presentation. Participants benefitted from visually predictable trajectories and concurrent sounds during detection. Additionally, visual facilitation was more pronounced for non-3D stimulation during detection task. In contrast, for a more complex extrapolation task group mean results indicated that auditory information impaired motion prediction. However, a post hoc cross-validation procedure (split-half) revealed that participants varied in their ability to use sounds during motion extrapolation. Most participants selectively profited from either near or far extrapolation distances but were impaired for the other one. We propose that interindividual differences in extrapolation efficiency might be the mechanism governing this effect. Together, our results indicate that both a realistic experimental environment and subject-specific differences modulate the ability of audiovisual motion prediction and need to be considered in future research.

Effects of Auditory Patterns on Judged Displacements of an Occluded Moving Object

Using displays in which a moving disk disappeared behind an occluder, we examined whether an accompanying auditory rhythm influenced the perceived displacement of the disk during occlusion. We manipulated a baseline rhythm, comprising a relatively fast alternation of equal sound and pause durations. We had two different manipulations to create auditory sequences with a slower rhythm: either the pause durations or the sound durations were increased. In the trial, a disk moved at a constant speed, and at a certain point moved behind an occluder during which an auditory rhythm was played. Participants were instructed to track the occluded disk, and judge the expected position of the disk at the moment that the auditory rhythm ended by touching the judged position on a touch screen. We investigated the influence of the auditory rhythm, i.e., ratio of sound to pause duration, and the influence of auditory density, i.e., the number of sound onsets per time unit, on the judged distance. The results showed that the temporal characteristics affected the spatial judgments. Overall, we found that in the current paradigm relatively slow rhythms led to shorter judged distance as compared to relatively fast rhythms for both pause and sound variations. There was no main effect of auditory density on the judged distance of an expected visual event. That is, whereas the speed of the auditory rhythm appears crucial, the number of sound onsets per time unit as such, i.e., the auditory density, appears a much weaker factor.

Auditory Rhythms Influence Judged Time to Contact of an Occluded Moving Object

We studied the expected moment of reappearance of a moving object after it disappeared from sight. In particular, we investigated whether auditory rhythms influence time to contact (TTC) judgments. Using displays in which a moving disk disappears behind an occluder, we examined whether an accompanying auditory rhythm influences the expected TTC of an occluded moving object. We manipulated a baseline auditory rhythm — consisting of equal sound and pause durations — in two ways: either the pause durations or the sound durations were increased to create slower rhythms. Participants had to press a button at the moment they expected the disk to reappear. Variations in pause duration (Experiments 1 and 2) affected expected TTC, in contrast to variations in sound duration (Experiment 3). These results show that auditory rhythms affect expected reappearance of an occluded moving object. Second, these results suggest that temporal auditory grouping is an important factor in TTC.

Effects of Adjacent Vehicles on Judgments of a Lead Car During Car Following

OBJECTIVE

Two experiments were conducted to determine whether detection of the onset of a lead car's deceleration and judgments of its time to contact (TTC) were affected by the presence of vehicles in lanes adjacent to the lead car.

BACKGROUND

In a previous study, TTC judgments of an approaching object by a stationary observer were influenced by an adjacent task-irrelevant approaching object. The implication is that vehicles in lanes adjacent to a lead car could influence a driver's ability to detect the lead car's deceleration and to make judgments of its TTC.

METHOD

Displays simulated car-following scenes in which two vehicles in adjacent lanes were either present or absent. Participants were instructed to respond as soon as the lead car decelerated (Experiment 1) or when they thought their car would hit the decelerating lead car (Experiment 2).

RESULTS

The presence of adjacent vehicles did not affect response time to detect deceleration of a lead car but did affect the signal detection theory measure of sensitivity d' and the number of missed deceleration events. Judgments of the lead car's TTC were shorter when adjacent vehicles were present and decelerated early than when adjacent vehicles were absent.

CONCLUSION

The presence of vehicles in nearby lanes can affect a driver's ability to detect a lead car's deceleration and to make subsequent judgments of its TTC.

APPLICATION

Results suggest that nearby traffic can affect a driver's ability to accurately judge a lead car's motion in situations that pose risk for rear-end collisions.