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This study aims to investigate how situation awareness (SA) when driving in sleep-deprived condition mediates the effect of sleep deprivation and driving performance in young drivers. Fifteen male students (mean age 21.1 ± 0.8 years) underwent two 45-min driving simulation sessions in random counterbalanced order: one in the morning after approximately seven hours sleep (normal-sleep condition) and another one in the morning after 24 h sleep deprivation (sleep-deprived condition). SA was measured using quantitative analysis of situation awareness (QASA). Driving performance was measured in terms of the number of collisions. Here we find that SA and driving performance decrement when driving in sleep-deprived condition. Compared to normal-sleep condition, driving in sleep-deprived condition impaired SA (p = 0.024) and driving performance (p = 0.006). The mediation analysis shows that the decrement of driving performance is predicted by sleep deprivation (p = 0.021) and SA (p = 0.041). These results indicate that SA partially mediates the effect of sleep deprivation on driving performance. SA decrement in sleep-deprived condition impairs driving performance that can pose a danger to safety-critical action during driving in young drivers.

Higher levels of automated driving may offer the possibility to sleep in the driver’s seat in the car, and it is foreseeable that drivers will voluntarily or involuntarily fall asleep when they do not need to drive. Post-sleep performance impairments due to sleep inertia, a brief period of impaired cognitive performance after waking up, is a potential safety issue when drivers need to take over and drive manually. The present study assessed whether sleep inertia has an effect on driving and cognitive performance after different sleep durations. A driving simulator study with n = 13 participants was conducted. Driving and cognitive performance were analyzed after waking up from a 10–20 min sleep, a 30–60 min sleep, and after resting without sleep. The study’s results indicate that a short sleep duration does not reliably prevent sleep inertia. After the 10–20 min sleep, cognitive performance upon waking up was decreased, but the sleep inertia impairment faded within 15 min. Although the driving parameters showed no significant difference between the conditions, participants subjectively felt more tired after both sleep durations compared to resting. The small sample size of 13 participants, tested in a within-design, may have prevented medium and small effects from becoming significant. In our study, take-over was offered without time pressure, and take-over times ranged from 3.15 min to 4.09 min after the alarm bell, with a mean value of 3.56 min in both sleeping conditions. The results suggest that daytime naps without previous sleep deprivation result in mild and short-term impairments. Further research is recommended to understand the severity of impairments caused by different intensities of sleep inertia.

• Introduced three types of human–machine interfaces (HMIs) for integrated advanced assistance driver systems. • Investigated the differences in driving performance across three HMI types. • Examined the variations in drivers' responses to the three HMI types. • Provided references for designers in automotive industries in developing HMIs for future connected vehicles. The emerging connected vehicle (CV) technologies facilitate the development of integrated advanced driver assistance systems (ADASs), with which various functions are coordinated in a comprehensive framework. However, challenges arise in enabling drivers to perceive important information with minimal distractions when multiple messages are simultaneously provided by integrated ADASs. To this end, this study introduces three types of human–machine interfaces (HMIs) for an integrated ADAS: 1) three messages using a visual display only, 2) four messages using a visual display only, and 3) three messages using visual plus auditory displays. Meanwhile, the differences in driving performance across three HMI types are examined to investigate the impacts of information quantity and display formats on driving behaviors. Additionally, variations in drivers' responses to the three HMI types are examined. Driving behaviors of 51 drivers with respect to three HMI types are investigated in eight field testing scenarios. These scenarios include warnings for rear-end collision, lateral collision, forward collision, lane-change, and curve speed, as well as notifications for emergency events downstream, the specified speed limit, and car-following behaviors. Results indicate that, compared to a visual display only, presenting three messages through visual and auditory displays enhances driving performance in four typical scenarios. Compared to the presentation of three messages, a visual display offering four messages improves driving performance in rear-end collision warning scenarios but diminishes the performance in lane-change scenarios. Additionally, the relationship between information quantity and display formats shown on HMIs and driving performance can be moderated by drivers' gender, occupation, driving experience, annual driving distance, and safety attitudes. Findings are indicative to designers in automotive industries in developing HMIs for future CVs. [ABSTRACT FROM AUTHOR]

Human errors are widely considered among the major causes of road accidents. Furthermore, it is estimated that more than 90% of vehicle crashes causing fatal and permanent injuries are directly related to mental tiredness, fatigue, and drowsiness of the drivers. In particular, driving drowsiness is recognized as a crucial aspect in the context of road safety, since drowsy drivers can suddenly lose control of the car. Moreover, the driving drowsiness episodes mostly appear suddenly without any prior behavioral evidence. The present study aimed at characterizing the onset of drowsiness in car drivers by means of a multimodal neurophysiological approach to develop a synthetic electroencephalographic (EEG)-based index, able to detect drowsy events. The study involved 19 participants in a simulated scenario structured in a sequence of driving tasks under different situations and traffic conditions. The experimental conditions were designed to induce prominent mental drowsiness in the final part. The EEG-based index, so-called "MDrow index" , was developed and validated to detect the driving drowsiness of the participants. The MDrow index was derived from the Global Field Power calculated in the Alpha EEG frequency band over the parietal brain sites. The results demonstrated the reliability of the proposed MDrow index in detecting the driving drowsiness experienced by the participants, resulting also more sensitive and timely sensible with respect to more conventional autonomic parameters, such as the EyeBlinks Rate and the Heart Rate Variability, and to subjective measurements (self-reports). [ABSTRACT FROM AUTHOR]

• Dilemma zone significantly affects the safety of signalized intersection. • Several countermeasures have been tested for tackling the dilemma zone using a driving simulator. • Warnings to drivers at the start of the yellow signal helps drivers in taking safer decisions. • Augmented Reality and connected vehicle technologies improve signalized intersection safety. The main objective of this driving simulator study is to analyze the behavior of the driver at the start of the yellow signal of a signalized rural intersection and identify the most effective countermeasures for tackling the dilemma zone, namely an area on the intersection approach where vehicles at the start of the yellow phase can neither safely stop before the stop line nor cross the intersection. The following countermeasures were tested in the study on a sample of 48 drivers: green signal countdown timers, GSCT (C 1); a new pattern of vertical and horizontal warning signs (C 2); and an advanced on-board driver assistance system based on augmented reality (AR) and connected vehicle technologies (C 3). These countermeasures were tested and compared to a baseline condition (B) where no countermeasures were applied. Based on the results of this study, the C 2 and C 3 countermeasures have proven to be valid tools for reducing driver indecision when approaching signalized intersections at the start of the yellow signal. In fact, using C 2 and C 3 , the length of the dilemma zone was equal to 30 m and 36 m, respectively, with a reduction of about 50%, as compared to the baseline condition (B). Moreover, a reduced number of false behaviors was recorded, as well as a greater consistency in driver decision-making behaviors. Conversely, the C 1 countermeasure did not lead to a significant improvement in the dilemma zone: an unnecessary increase in early stop rates was recorded, resulting in reduced intersection efficiency and operations. [ABSTRACT FROM AUTHOR]

Objective: Medications for the treatment of bipolar disorder (BD) could affect patients' cognitive function. Patients with BD present with neurocognitive impairment even in a remission state. Little research is available on the daily functioning, especially driving performance, of stable outpatients with BD under pharmacological treatment. Methods: In total, 58 euthymic outpatients with BD undergoing real‐world pharmacotherapy and 80 sex‐ and age‐matched healthy controls (HCs) were enrolled. Three driving tasks using a driving simulator—road‐tracking, car‐following, and harsh‐braking—and three cognitive tasks—Continuous Performance Test, Wisconsin Card Sorting Test, and Trail‐Making Test—were evaluated. Symptom assessment scales—Young Mania Rating Scale, Structured Interview Guide for the Hamilton Depression Rating Scale, Beck Depression Inventory‐II, Social Adaptation Self‐evaluation Scale, and Stanford Sleepiness Scale—were also completed. Results: Car‐following and road‐tracking performance were significantly impaired in patients with BD compared with HCs after adjusting for demographic variables, but these performances generally overlapped. Broad neurocognitive functions were significantly lower in the patients with BD compared to HCs, but car‐following performance was significantly negatively correlated with sustained attention only. Although most patients received multiple medications rather than monotherapy, no relationship between prescriptions and driving performance was found. Conclusion: Euthymic patients with BD under steady‐state pharmacotherapy had impaired driving performance compared with HCs, but the overlapping distributions of driving performance suggested that driving performance is not always deteriorated in patients with BD. Therefore, attentional function may be a useful clinical feature for judging driving aptitude in patients with BD. [ABSTRACT FROM AUTHOR]

Automation aftereffects (i.e., degraded manual driving performance, delayed responses, and more aggressive avoidance maneuvers) have been found in driving simulator studies. In addition, longer automation duration seems to result in more severe aftereffects, compared to shorter duration. The extent to which these findings generalize to real-world driving is currently unknown. The present study investigated how automation duration affects drivers’ take-over response quality and driving performance in a road-work zone. Seventeen participants followed a lead vehicle on test track. They encountered the road-work zone four times: two times while driving manually, and after a short and a long automation duration. The take-over request was issued before the lead vehicle changed lane to reveal the road-work zone. After both short and long automation durations, all drivers deactivated automation well ahead of the road-work zone. Compared to manual, drivers started their steering maneuvers earlier or at similar times after automation (independently of duration), and none of the drivers crashed. However, slight increases in vehicle speed and accelerations were observed after exposure to automation. In sum, the present study did not observe as large automation aftereffects on the test track as previously found in driving simulator studies. The extent to which these results are a consequence of a more realistic test environment, or due to the duration between the timings for the take-over request and the conflict appearance, is still unknown. [ABSTRACT FROM AUTHOR]

Electric retrofitting (e-retrofitting) is a viable option for accelerating the renewal of heavy-duty vehicle fleets to reduce the related emissions. We introduce a simulation-based assessment of e-retrofitting strategies for heavy-duty vehicles. Our simulation tool, an electric vehicle fleet simulation toolbox, comprises three modules, namely driving cycles, vehicle dynamics, and vehicle profiles. The first allows for the creation of realistic driving cycles based on GPS data from real routes. The vehicle dynamics and vehicle profiles incorporate, e.g., the modelling of the powertrain and driving conditions. Ten realistic driving cycles were created and used for investigating and comparing three different powertrain alternatives, including the original diesel powertrain, electric with a single-speed transmission and electric with a multi-speed transmission. The vehicles were simulated in two different heavy-load scenarios. First, driving with a cargo load represented by the maximum vehicle weight and second, driving with snow ploughing. We found that the multi-speed transmission in an electric heavy-duty truck significantly improved its traction performance and gradeability. On the other hand, the effect on the electric powertrain efficiency, and thereby on the energy consumption, remained rather minor. Considering the given workload scenarios, our results advocate employing rather than omitting the gearbox in the e-retrofit truck process. [ABSTRACT FROM AUTHOR]

It is important to examine changes in driving performance and driver behavior with increasing age to improve road safety. The main purpose of this study was to explore if there were any differences in a group of young drivers (n = 36, M age = 32) and a group of elderly drivers (n = 40, M age = 72) on driving performance and driving skills on a number of driving tasks. An on-road driving test was conducted using a fixed 25-km route lasting approximately 30 minutes. Expert examiners assessed the participants' driving skills and performance using assessment form measuring seven categories: car handling, observation/overview, signaling, positioning, speed adaption/risk, traffic flow/assessing gaps, and give way/traffic flow. Younger drivers reported significantly longer annual mileage (mean = 24,719 km) than older drivers (mean = 12,750 km). There were no significant group differences on self-reported number of accidents the last 3 years, driving frequency, or self-assessment scores. Independent sample t -test results show that compared to older drivers, the younger drivers scored significantly higher on 4 out of totally 32 category items in the assessment form. Two of them were in category total scores; car handling total score and speed adaption/risk total score, the other two were subcategory scores; use of controls and following traffic flow. The results indicate that aging itself and/or potential negative age-related decline in certain functions important for safe driving do effect driving performance, but less than expected and commonly assumed. One plausible explanation is that older drivers use compensatory actions related to factors like maturity and a behavioral adaptation to overcome difficulties in driving. [ABSTRACT FROM AUTHOR]

OBJECTIVE: The commute home following a night shift is associated with an increased risk for accidents. This study investigated the relationship between food intake during the night shift and simulated driving performance post-shift. METHODS: Healthy non-shift working males (N=23) and females (N=16), aged 18–39 years (mean 24.5, standard deviation 5.0, years) participated in a seven-day laboratory study and underwent four simulated night shifts. Participants were randomly allocated to one of three conditions: meal at night (N=12; 7 males), snack at night (N=13; 7 males) or no eating at night (N=14; 9 males). During the night shift at 00:30 hours, participants either ate a large meal (meal at night condition), a snack (snack at night condition), or did not eat during the night shift (no eating at night condition). During the second simulated night shift, participants performed a 40-minute York driving simulation at 20:00, 22:30, 01:30, 04:00, and 07:30 hours (similar time to a commute from work). RESULTS: The effects of eating condition, drive time, and time-on-task, on driving performance were examined using mixed model analyses. Significant condition×time interactions were found, where at 07:30 hours, those in the meal at night condition displayed significant increases in time spent outside of the safe zone (percentage of time spent outside 10 km/hour of the speed limit and 0.8 meters of the lane center; P

Despite any doubts about driving safety, many stroke drivers drive again due to the absence of valid screening tools. The on-road test is considered a formal assessment, but there are safety issues in testing directly on stroke patients who are not fully capable of driving. A driving simulator is a promising tool since it provides meaningful information for identifying hazards to driving safety across different driver populations and driving conditions. Using the advantages of a driving simulator, we propose a Driving Performance Assessment System for Stroke drivers (Driving-PASS). Driving-PASS is designed not only to pre-screen invalid stroke drivers before the on-road test but also to provide problematic driving items for the use in driving rehabilitation. To design assessment classifiers, i.e., the core engine of Driving-PASS, we collect driving data from a total of twenty-seven participants in thirteen driving scenarios. Thereafter, we get subjective assessment results from ten driving evaluators in eleven assessment items. By using driving data and subjective assessment results, we construct eleven assessment classifiers for ten driving ability items and one driving suitability item. We addressed the technical challenges such as handcrafted features and imbalanced dataset by a feature extraction method using pre-trained CNN models and a resampling method. Through comprehensive performance evaluation, we build eleven accurate assessment classifiers in Driving-PASS by carefully selecting deep features in each assessment item. We envision that Driving-PASS can be used as a pre-screening tool for evaluating stroke drivers and will ultimately improve road safety.

Background: In Sweden, individuals with visual field loss (VFL) have their driving license withdrawn. The literature clearly indicates that individuals with VFL are unsafe drivers on a group level. However, many drivers with VFL can be safe on an individual level. The literature also suggests that self-perception, beliefs, and insights of one's own capabilities are related to driving performance. This study had three aims: (1) To investigate self-perceived driving capability ratings for individuals with VFL; (2) to compare these ratings between groups with different medical conditions associated with VFL (stroke, glaucoma, and diabetes); and (3) to relate the self-perception ratings to actual driving performance in an advanced driving simulator. Methods: Participants comprised 723 individuals whose driver's license had been withdrawn because of VFL and 92 normally sighted elderly individuals. All participants completed a background survey, rated difficulties with different traffic situations, rated their strengths and weaknesses as drivers, and rated aspects that were important for causing traffic accidents. Of the VFL group participants, 264 also completed a simulator-based driving test that they knew could lead to renewal of their driving license. VFL participants and normally sighted was at the same age when they completed the simulator driving test. Results: Overall, individuals with VFL rated their capabilities as high on all instruments and scales used, even higher than the elderly normally sighted control group. The only VFL etiology group that rated lower than other groups was the diabetes group. Safety orientation and internal control orientation values were best at discriminating between VFL participants in terms of self-perception of driving performance. Participants categorized as "high" in terms of safety skills and internal control were more modest in their ratings. Finally, participants who passed the simulated driving test did not differ from those who failed, in any of the self-perception measures. Conclusion: Self-perception ratings among individuals with VFL were higher than those of normally sighted elderly individuals. Self-assessed skills did not predict driving performance. Groups with different VFL etiologies rated similarly. Self-ratings of driving abilities cannot be used to assess actual driving performance. Actual driving tests (on road or in the simulator) are necessary to discriminate between safe and unsafe drivers with VFL. [ABSTRACT FROM AUTHOR]

Rationale: The effects of hypnotics on automobile driving have been attracting increasing attention. However, few driving simulators (DSs) have been confirmed to have acceptable reliability and validity for assessing the next-day residual effects of zopiclone as a positive control on driving performance. Objective: To investigate whether a new DS could permit detection of the next-day residual effects of zopiclone on driving performance. Methods: In this double-blind, randomized, placebo-controlled crossover trial, 28 healthy males received zopiclone 7.5 mg at bedtime on days 1 and 8 and placebo on the other days over a period of 16 days. The participants took part in three driving tasks—road-tracking, car-following, and harsh-braking—using a DS on days 2 and 9 at 9-h post-dosing. Scores on the Karolinska Sleepiness Scale and Profile of Mood States-Second Edition were then assessed, as was the serum concentration of zopiclone. Results: The estimated differences in the standard deviation of lateral position (cm) in the road-tracking task between the zopiclone and placebo groups on days 2 and 9 were 3.75 cm (90% confidence interval (CI): 1.71–5.79) and 4.07 cm (90% CI: 2.02–6.11), respectively. The estimated differences in the distance coefficient of variation in the car-following task and in the brake reaction time in the harsh-braking task between the zopiclone and placebo groups on day 2 were 4.31 (90% CI: 1.94–6.69) and 24.6 ms (90% CI: 12.7–36.4), respectively. Conclusions: The DS used in this study has sufficient sensitivity to detect the next-day residual effects of zopiclone on driving performance. [ABSTRACT FROM AUTHOR]

• Interaction between driver occupation effect and sleep deprivation was examined. • Effects of sleep loss were compared between professional taxi and other drivers. • Sleep loss led to higher performance decrements among professional drivers than other drivers. • Sleep loss led to increased lateral deviations, speed variability and delayed responses. • Interaction effects of occupation and sleep loss were negligible on steering and heading controls. This study aims to determine the effects of partial sleep deprivation (PSD) on driving performance of professional and young non-professional drivers. The study included fifty participants (20 professional taxi drivers and 30 young non-professional drivers) driving the simulator-cab in three conditions. The first test session (TS1) was conducted after one night of PSD followed by the second test (TS2) after two consecutive nights of PSD. The driving performance metrics in two conditions of PSD (i.e., sleep duration = 4.25 ± 0.5 h) were compared with the baseline drive with no sleep loss. Sleep restriction was monitored using Actiwatch. Drivers subjectively self-reported their alertness using Karolinska Sleepiness Scale (KSS). Driving performance metrics and reaction time to emergency events were collected during each drive. A preliminary mixed-design ANOVA showed deterioration in driving performance of all drivers in terms of speed (p < 0.1), speed variability (p = 0.06), standard deviation in lateral positions (SDLP) (p < 0.001) and delayed reaction time (p < 0.05). Separate Mixed-Effects Generalized Linear Models for professional and non-professional drivers showed that speed variability, SDLP and reaction time increased from baseline during both the PSD tests, among both the driving groups. The speed variability, SDLP and reaction time of professional drivers differed significantly from other drivers under PSD conditions. Contrary to the existing belief, the professional drivers had significant decrements in driving performance due to PSD. A critical and comparative analysis revealed that driving experience/skill of professional drivers does not improve their resistance to deteriorating effects of sleep loss. [ABSTRACT FROM AUTHOR]

IVIS (In-vehicle Information System) is an important factor causing driver distraction. To study the driver distraction detection method when operating IVIS, the effectiveness of driving performance indicators in the identification of driving distraction was verified by the method of variance analysis. Forty participants were selected to conduct the driver distraction experiment when operating IVIS, and the data of driving performance indicators such as eye movement, speed, et al. were obtained. According to the driving performance data of IVIS, a real-time detection of distraction based on driving performance was built by using support vector machine, and three kernel functions of the model were conducted comparative analysis and validation. The results show that SVM models can effectively evaluate the degree of drivers' distraction. At the same time, when the Radial Basis Function is used as a kernel function, the accuracy for recognizing driver distraction is 89.9%, which is higher than when the sigmoid polynomial kernel function and SAVE-IT model are used. The research could be applied in the design of adaptive in-vehicle systems and the evaluation of driving distraction, providing theoretical support and reference for the development of vehicle-mounted information systems and the management of driver distraction prevention measures. We verify the effectiveness of driving performance indicators as decision variables for driving distraction. We use driving performance indicators as inputs to a distraction detection algorithm. We examine changes in the level of information about driving distraction. SVMs method can be used to detect driving distraction during IVIS operations in real time. The accuracy for using Radial Basis Function to recognizing the driver's level of distraction is higher than the Radial Basis Function. [ABSTRACT FROM AUTHOR]

• Older drivers successfully compensate in non-time critical situations. • In time-critical situations other road users' adaptations are important for safety. • Collision avoidance strategy remains adequate with increasing age. Changes in physical and cognitive abilities not only challenge the driving ability of older adults, in some situations age-related changes in driving behaviour require other road users to adapt their behaviour to maintain a safe traffic situation. In this study, we aimed to map age-related differences in driving behaviour and assess the impact on other road users. A group younger and a group older adults drove four different routes containing challenging situations (e.g., merging into motorway traffic) in a driving simulator while measures of driving behaviour were collected. Other road users' deceleration responses to the driver's behaviour were also collected as a measure of behavioural adaptation. Our results showed similar driving performance between young and older drivers when task complexity was low, but reduced performance in older drivers when tasks requirements increased. Lower driving speed and longer waiting times that were observed in older drivers can be interpreted as compensatory behaviour aimed at creating more time to lower task requirements. Crucially, in a non-time critical situation this compensatory behaviour was found to be successful, however in a time-critical situation (merging onto a motorway) this strategy had negative side effects because other road users had to decelerate in order to keep a safe distance. Our results show the importance of anticipation and adaptation by other road users for the success of older driver's strategies and traffic safety. [ABSTRACT FROM AUTHOR]

An increase in older drivers has been widely recognized in Japan; accordingly, screening to prevent traffic accidents is a crucial issue for safe driving. As a preliminary study, we examined the association between on-road driving performance and cognition or physical performance in older individuals. The survey was conducted in 2020, and the participants were recruited in Katagami City, Akita, Japan. The Road Test was used to assess on-road driving performance. The physical assessment comprised the usual walking speed (UWS) and grip strength (GS), and the cognitive evaluation consisted of the National Center for Geriatrics and Gerontology Functional Assessment Tool (NCGG-FAT) and the Japanese version of Stroke Drivers' Screening Assessment (J-SDSA). A multiple regression model was also applied to examine the association between on-road driving performance and the physical items or cognitive domains of the NCGG-FAT and the J-SDSA in older individuals. Twenty-one participants (mean age ± standard deviation [SD], 77.0 ± 5.5 years) were included in this study. A correlation analysis showed that the on-road test score was correlated with performances on the UWS (r = 0.53, p =.002), the word list memory (WM) test (r = 0.44, p =.046), the trail-making test-A (TMT-A) (r = −0.44, p =.048), the SDSA dot cancelation (DC) test (r = −0.63, p =.002), and the SDSA squares matrix compass test (SM) (r = 0.54, p =.048). According to a stepwise linear regression, the on-road test score was associated with the UWS (β = −0.01, p =.003) and the SDSA DC (β = 4.89, p =.01), with an adjusted R2 = 0.54. The results of the study suggested that the UWS and sustainable attention might be potential factors influencing on-road driving performance. Our preliminary findings warrant further investigation. [ABSTRACT FROM AUTHOR]

One of the activities of the JSC “FPK” is the creation of competitive advantages for passenger rail transport by formulating proposals for the provision of new services in long-distance trains. Currently, there is a need for intercity and even international transportation of automobiles for passengers traveling on long-distance trains.To resolve this issue, the JSC “FPK” developed a technical task, according to which the PKTB L JSC “RZD” designed a specialized passenger car for the transportation of automobiles in the long-distance trains. It was created on the basis of a 47D model car built in Germany, which was modernized during its overhaul.Prototype of the new car has passed a full range of tests in accordance with the requirements of the technical regulations of the Customs Union (TR CU) 001/2011 at the test center of the JSC NO “TIV”. Based on the positive results of the dynamic-strength, fireprevention, electrical and other tests, the Voronezh Car Repair Plant received from the Federal Agency for Railway Transport a certificate of compliance with the requirements of the TR CU and the right to manufacture an initial batch of cars.During impact tests, the low reliability of the standard thrustscrew fastening of the car wheels was established. In order to eliminate the noted drawback, a lock-cable mount was developed. Repeated impact tests have confirmed the effectiveness of the new wheel mounting design.Operation of the first batch of cars (8 and 5 units) showed a great demand for this type of service, especially on the directions Moscow—St. Petersburg—Moscow, Moscow—Helsinki—Moscow, Moscow—Adler—Moscow. In this regard, the issue of the development and manufacture of new cars with improved performance indicators (increasing the number of transported automobiles to 8–10 units instead of 4–5 units in the operated cars) is being worked out.

Abstract Background Powered wheelchairs are an essential technology to support mobility, yet their use is associated with a high level of sedentarism that can have negative health effects for their users. People with Duchenne muscular dystrophy (DMD) start using a powered wheelchair in their early teens due to the loss of strength in their legs and arms. There is evidence that low-intensity exercise can help preserve the functional abilities of people with DMD, but options for exercise when sitting in a powered wheelchair are limited. Methods In this paper, we present the design and the feasibility study of a new version of the MOVit device that allows powered-wheelchair users to exercise while driving the chair. Instead of using a joystick to drive the wheelchair, users move their arms through a cyclical motion using two powered, mobile arm supports that provide controller inputs to the chair. The feasibility study was carried out with a group of five individuals with DMD and five unimpaired individuals. Participants performed a series of driving tasks in a wheelchair simulator and on a real driving course with a standard joystick and with the MOVit 2.0 device. Results We found that driving speed and accuracy were significantly lowered for both groups when driving with MOVit compared to the joystick, but the decreases were small (speed was 0.26 m/s less and maximum path error was 0.1 m greater). Driving with MOVit produced a significant increase in heart rate (7.5 bpm) compared to the joystick condition. Individuals with DMD reported a high level of satisfaction with their performance and comfort in using MOVit. Conclusions These results show for the first time that individuals with DMD can easily transition to driving a powered wheelchair using cyclical arm motions, achieving a reasonable driving performance with a short period of training. Driving in this way elicits cardiopulmonary exercise at an intensity found previously to produce health-related benefits in DMD.

BackgroundIn Sweden, individuals with visual field loss (VFL) have their driving license withdrawn. The literature clearly indicates that individuals with VFL are unsafe drivers on a group level. However, many drivers with VFL can be safe on an individual level. The literature also suggests that self-perception, beliefs, and insights of one’s own capabilities are related to driving performance. This study had three aims: (1) To investigate self-perceived driving capability ratings for individuals with VFL; (2) to compare these ratings between groups with different medical conditions associated with VFL (stroke, glaucoma, and diabetes); and (3) to relate the self-perception ratings to actual driving performance in an advanced driving simulator.MethodsParticipants comprised 723 individuals whose driver’s license had been withdrawn because of VFL and 92 normally sighted elderly individuals. All participants completed a background survey, rated difficulties with different traffic situations, rated their strengths and weaknesses as drivers, and rated aspects that were important for causing traffic accidents. Of the VFL group participants, 264 also completed a simulator-based driving test that they knew could lead to renewal of their driving license. VFL participants and normally sighted was at the same age when they completed the simulator driving test.ResultsOverall, individuals with VFL rated their capabilities as high on all instruments and scales used, even higher than the elderly normally sighted control group. The only VFL etiology group that rated lower than other groups was the diabetes group. Safety orientation and internal control orientation values were best at discriminating between VFL participants in terms of self-perception of driving performance. Participants categorized as “high” in terms of safety skills and internal control were more modest in their ratings. Finally, participants who passed the simulated driving test did not differ from those who failed, in any of the self-perception measures.ConclusionSelf-perception ratings among individuals with VFL were higher than those of normally sighted elderly individuals. Self-assessed skills did not predict driving performance. Groups with different VFL etiologies rated similarly. Self-ratings of driving abilities cannot be used to assess actual driving performance. Actual driving tests (on road or in the simulator) are necessary to discriminate between safe and unsafe drivers with VFL.

The aim of this study was to determine the differences in golf swing execution in terms of the parameters of the pelvis and thorax movement between the sexes in junior golfers and their relation to the golf club velocity. Elite female and male players (age: 15.4 ± 1.0 and 15.8 ± 1.7 years, respectively) performed 10 golf swings with a driver under laboratory conditions. Pelvis and thorax movement parameters and golf club velocities were measured using a three-dimensional motion capture system. Statistical parametric mapping analysis of pelvis–thorax coupling revealed a significant difference (p < 0.05) between boys and girls during backswing. Analysis of variance showed a significant effect of sex on the parameters of maximal pelvic rotation (F = 6.28, p = 0.02), X-factor (F = 5.41, p = 0.03), and golf club velocity (F = 31.98, p < 0.01). No significant relationship was found between pelvis and thorax movement parameters and golf club velocity in the girls. We found a significant negative relationship between the parameters of maximal thorax rotation and golf club velocity (r = −0.941, p < 0.01) and between X-Factor and golf club velocity (r = −0.847, p < 0.05) in the boys. We suggest that these negative relationships in males were caused by the influence of hormones during their maturation and biological development, where there is decreased flexibility (lower shoulders rotation and X-factor) and growth of muscle strength (higher club head velocity).

To improve the specification and applicability of performance indicators for in-vehicle subtask impact experiments, additional driving performance indicators were added to the international standard test environment, the lane-changing test (LCT). The comprehensive characteristics of multiple indicators were studied using the C4.5 decision tree. The paired memory test was selected as a subtask, and data on driving trajectory, speed, and steering angle were collected and analyzed under three task conditions (baseline, easy task, and difficult task). The results showed that the newly added indicators such as lane offset times, initial lane-changing distance, and correct lane-changing ratio could reflect the new driving characteristics from the aspects of the times of lateral deviation over threshold events, driver response, error proportion, etc. Subjects with different driving states were grouped into the lane-keeping indicator and lane-changing indicator. By using the C4.5 decision tree, classification accuracies of 85.2% and 91.3% were achieved, respectively, which indicated a high accuracy rate of task state discrimination. The overall performance of lane keeping and lane changing was different under the action of the subtasks, especially the lane-changing performance. [ABSTRACT FROM AUTHOR]

Battery Electric Vehicles (BEVs) have been receiving a great attention among the many different powertrain configurations of electrified vehicles. There is intense competition among automakers in terms of optimizing the BEVs' powertrain and improving their fuel economy, range, and other performance criteria. It is essential to conduct extensive simulations and model tuning before prototyping and testing. Hence, in this study, a detailed comprehensive model is developed and tuned to simulate the BEV powertrain. The model is tuned to closely match a common commercial BEV, the 2019 Nissan Leaf, in terms of powertrain specifications and driving performance. The validity of the developed model is established by testing it using three US Environmental Protection Agency drive cycles. The simulation results show a close similarity between the performance of the simulated model and the performance of the selected commercial BEV, which supports the usefulness of the developed model for future powertrain improvements. Furthermore, the effect of energy losses on driving performance is highlighted. The simulation results of the developed BEV model show a superior performance in terms of fuel economy when compared with the conventional, hybrid fuel cell/battery, hybrid series electric, and hybrid parallel electric vehicle models. [ABSTRACT FROM AUTHOR]

• The effects of mindfulness on drivers' lateral control of the vehicle was investigated by a driving simulator study. • Driver's lateral control of the vehicle was positively related to their mindfulness after controlling by the speed of driving. • The relation between mindfulness and lateral control was mediated by neuroticism, consciousness, and state anxiety. • The relations found are not very strong. Road traffic crashes are currently one of the main causes of deaths in the world and many efforts have been made to develop effective interventions to reduce them. Mindfulness has risen as a method for improving mental and physical well-being and has been hypothesized as potentially beneficial for driving performance. This has led to some commercial ventures based on such hypothesis, despite that the empirical evidence backing up them is still limited. Besides, at the moment there is not yet a clear account of the specific mechanism underlying this proposals. So, it seems plausible that the relationship between mindfulness and driving performance is indirect, and that personality traits such as conscientiousness and neuroticism may play a mediation role between mindfulness and driving performance. A sample of 98 drivers between the ages of 19 and 29 completed questionnaires assessing mindfulness, anxiety trait and anxiety state, and the big five personality traits. Driving performance was assessed in a driving simulator. A mediation model was fitted with conscientiousness and neuroticism set as mediators of the effects of the relationship between the subject's mindfulness levels and the driving performance. [ABSTRACT FROM AUTHOR]

Background: Drivers with multiple sclerosis (MS) may experience visual–cognitive impairment that affects their fitness to drive. Due to limitations associated with the on-road assessment, an alternative assessment that measures driving performance is warranted. Whether clinical indicators of on-road outcomes can also predict driving performance outcomes on a driving simulator are not fully understood. Objective: This study examined if deficits in immediate verbal/auditory recall (California Verbal Learning Test–Second Edition; CVLT2-IR) and/or slower divided attention (Useful Field of View™; UFOV2) predicted deficits in operational, tactical, or strategic maneuvers assessed on a driving simulator, in drivers with and without MS. Methods: Participants completed the CVLT2-IR, UFOV2, and a driving simulator assessment of operational, tactical, and strategic maneuvers. Results: Deficits in immediate verbal/auditory recall and slower divided attention predicted adjustment to stimuli errors, pertaining to tactical maneuvers only, in 36 drivers with MS (vs 20 drivers without MS; F (3, 51) = 6.1, p = 0.001, R 2 = 0.3, R a d j 2 = 0. 2). Conclusion: The CVLT2-IR and UFOV2 capture the visual and verbal/auditory recall, processing speed, and divided attention required to appropriately adjust to stimuli in a simulated driving environment. Clinicians may use the CVLT2-IR and UFOV2 as precursors to driving performance deficits in drivers with MS. [ABSTRACT FROM AUTHOR]

Planetary gear trains (PGTs) are widely used in many machines and are one of the most important mechanisms in hybrid and electric vehicles. Previous research, based on empirical knowledge gained from the automobile industry, indicates that high carrier-support stiffness and low ring-gear support stiffness are required to reduce ring-gear errors. Therefore, here, we evaluate the vibration characteristics of a PGT as a function of the support stiffness, which is varied by inserting urethane rubber into the driving shaft. We conducted experiments using a 2K-HV-type tester, which contains a coaxially rotating and revolving planet gear shaft based on a universal joint. This mechanism allows the observation of the inner workings of the mechanism with the use of a transparent acrylic carrier. We were able to detect the so-called "bounce" phenomenon consisting of a swaying motion when the rotation of the ring gear is reversed, and this result was confirmed by our internal observations of the mechanism. It is evident that the index of vibration increases due to the bounce phenomenon because the reversal of the ring gear causes a larger vibration than that of the carrier because the ring gear can vibrate without restraint, unlike the planet gear that is sandwiched between the sun and ring gears. Furthermore, the influence of the radial support stiffness of the driving shaft, load torque to the output shaft, and acceleration time of the reversing gear on the "bounce" phenomenon were evaluated. We found that a larger load torque corresponds to a greater difference depending on the acceleration conditions of the sun gear. During reversal, at the moment when the rotation speed is zero and rotation recommences, the ring gear exerts the maximum force, and the larger is the load torque, the greater is the effect of the difference in acceleration. [ABSTRACT FROM AUTHOR]

• Research into the validity of driving simulators requires an integrated approach. • Self-reported and observer-rated driving behaviour reflects the performance in the driving simulator. • Performance demands in respect of adaptability in the driving simulator may differ from those during a real drive. • Cognitive aspects may impact negatively on validity. The suitability of driving simulators for the prediction of driving behaviour in road traffic has been able to be confirmed in respect of individual assessment parameters. However, there is a need for overarching approaches that take into account the interaction between various influencing factors in order to establish proof of validity. The aim of this study was to explore the validity of our driving simulator in respect of its ability to predict driving behaviour based on participants' observed driving errors and driver's individual characteristics. 41 healthy participants were assessed both in a Smart-Realo-Simulator and on the road. By means of linear modelling, the correlation between observed driving errors was investigated. In addition, the influence of self-reported and externally assessed driving behaviour as well as individual parameters (education and training; driving history) were analysed. By including these factors, 58% of the variance could be explained. For observed driving errors, a relative validity was established. For self-reported and externally assessed driving behaviour, an absolute to relative validity emerged. The amount of time spent in education and training proved to have a significant influence on driving performance in the simulator, but not on the road. In general, our results confirmed the validity of our driving simulator with regard to observed and self-reported driving behaviour. It emerged that education and training as potential indicators of cognitive resources played a differential role regarding the study conditions. Since real road driving is considerably automated in experienced drivers, this result suggests that simulation-related behavioural regulation is challenged by additional cognitive demands as opposed to behavioural regulation extending to real road driving. However, the source of these additional cognitive demands remains currently elusive and may form the subject of future research. [ABSTRACT FROM AUTHOR]

• This study measured the impact of cataract surgery on driving simulator performance. • Crashes/near crashes decreased by 36% after first eye and 47% after second eye surgery. • Time spent speeding decreased after second eye surgery only. • This study highlights the importance of timely first and second eye cataract surgery. Introduction: This study investigated the separate impact of first eye and second eye cataract surgery on driving performance, as measured on a driving simulator. Method: Forty-four older drivers with bilateral cataract aged 55+ years, awaiting first eye cataract surgery participated in a prospective cohort study. They completed a questionnaire, visual tests and a driving simulator assessment at three time points: before first eye, after first eye, and after second eye cataract surgery. Generalized Estimating Equation Poisson or linear regression models were undertaken to examine the change in four driving outcomes of interest after adjusting for cataract surgery and other potential confounders. Results: The rate of crashes/near crashes decreased significantly by 36% (incidence rate ratio (IRR) 0.64, 95% CI 0.47–0.88, p = 0.01) after first eye surgery and 47% (IRR 0.53, 95% CI 0.35–0.78, p < 0.001) after second eye surgery, compared to before first eye cataract surgery, after accounting for confounders. The rate of crashes/near crashes also decreased with better contrast sensitivity (IRR 0.69, 95% CI 0.48–0.90, p = 0.041). A separate model found that time spent speeding 10 kilometers per hour or more over the limit after second eye surgery was significantly less (0.14 min, p = 0.002), compared to before first eye surgery, after accounting for confounders. As contrast sensitivity improved, the duration of speeding also decreased significantly by 0.46 min (p = 0.038). There were no statistically significant changes in lane excursions or speed variation. Practical applications: The findings highlight the importance of timely first and second eye cataract surgery to ensure driver safety, especially as older drivers wait for second eye cataract surgery. It also provides further evidence that contrast sensitivity is probably a better predictor of driving ability in older drivers with cataract than visual acuity, the measure on which driver licensing requirements are currently based, and should also be used when assessing fitness to drive. [ABSTRACT FROM AUTHOR]

Background Mobility is important for daily life functioning, with particular challenges regarding road safety under pharmacological treatment in patients with a psychiatric disease. Methods According to PRISMA guidelines, a systematic literature search on PubMed database (January 1970 to December 2020) was performed. Primary endpoints were driving performance in on-road tests, driving simulator performance, or psychomotor and visual perception functions assessed to estimate fitness to drive according to legal regulations in patient studies. Results Forty studies were identified (1533 patients, 38% female, median age 45 years), of which more than 60% were cross-sectional and open-label trials. Under steady-state medication, 31% (range 27%–42.5%) of schizophrenic or schizoaffective patients under antipsychotics and 18% (range 16%–20%) of unipolar and bipolar patients under antidepressants showed severe impairment in skills relevant for driving. Data point to an advantage of second-generation antipsychotics compared with first-generation antipsychotics as well as modern antidepressants over tricyclic antidepressants with respect to driving. Most patients significantly improved or stabilized in driving skills within 2–4 weeks of treatment with non-sedative or sedative antidepressants. Diazepam significantly worsened driving the first 3 weeks after treatment initiation, whereas medazepam (low dose), temazepam, and zolpidem did not impair driving. In long-term users of sedating antidepressants or benzodiazepines, impairments in on-road tests were not evident. Conclusion The available evidence suggests that psychopharmacologic medicines improve or at least stabilize driving performance of patients under long-term treatment when given on clinical considerations. To enhance treatment compliance, existing classification systems of medicinal drugs concerning impact on driving performance should also incorporate information about effects of long-term-treatment. [ABSTRACT FROM AUTHOR]

Despite the well-known distracting effects, many drivers still engage in phone use, especially texting and especially among young drivers, with new emerging messaging modes. The present study aims to examine the effects of different answering modes on driving performance. Twenty-four students (12 females), aged between 19 and 25 years (M = 20.83, SD = 1.53), volunteered for the study. They accomplished the Lane Change Task (LCT) with baseline and dual-task runs in a driving simulator. In dual-task runs, participants answered text messages on a smartphone by voice or text message with varying task complexity. Driving performance was measured by lane deviation (LCT) and subjective measures (NASA-TLX). Across all trials, driving performance deteriorated during dual-task runs compared with the baseline runs, and subjective demand increased. Analysis of dual-task runs showed a benefit for voice-based answering to received text messages that leveled off in the complex task. All in all, the benefits of using voice-based answering in comparison with text-based answering were found regarding driving performance and subjective measures. Nevertheless, this benefit was mostly lost in the complex task, and both the driving performance and the demand measured in the baseline conditions could not be reached. [ABSTRACT FROM AUTHOR]

• A comprehensive systematic review of driving simulator studies on alcohol impairment was conducted. • 110 research articles were included in the final systematic review. • 86% of the studies were conducted in the developed countries. • The heterogeneity observed in the outcomes of previous research is indicated. • The methodological limitations observed in the driving simulator studies are highlighted. In the past thirty years, alcohol influence on drivers has been widely researched using driving simulators across the world. However, a critical evaluation of the existing evidence is required to project the current status and provide directions for future investigations. The present study conducts a comprehensive systematic review of the research examining the effects of alcohol on simulated driving performance. The literature search was conducted in academic databases such as Google Scholar, SCOPUS, Transportation Research Information Database (TRID), PubMed, and Web of science. In total, 1015 articles were identified from the initial database search along with 14 additional articles from other sources (Articles Plus, Cochrane Library, Medline, National Technical Information Services, National Highway Traffic Safety Administration, and Medline Grey Literature Report), out of which 110 articles were included in the systematic review. The majority of the studies were conducted in the United States of America (45%), followed by Australia (15%). These studies were reviewed based on the following aspects: type of driving simulator, study design, Blood Alcohol Concentration (BAC) or alcohol dose used in the experiments, driving environment characteristics, driving performance measures, data analysis techniques, and additional factors affecting driver behaviour under the influence of alcohol. Overall, the evidence regarding driving performance under the influence of alcohol shows that the majority of the previous studies have found a significant impact of alcohol on the various aspects of driving behaviour. The systematic review highlighted the methodological limitations observed in the previous driving simulator studies which should be acknowledged in future research. [ABSTRACT FROM AUTHOR]

Voice familiarity has been reported to reduce cognitive load in complex listening environments. The extent to which the reduction in listening effort allows for mental resources to be reallocated to other complex tasks needs further investigation. We sought to answer whether a familiar audiobook narrator provides benefits to (1) listening comprehension and/or (2) driving performance. A double-blind between-groups design was implemented. Participants were randomly assigned to the Familiar group or the Unfamiliar group. Participants (n = 30) were normal-hearing adults, 18 to 28-years-old (M = 23, SD = 2.6) (n = 18 female). Participants first listened to an audiobook read by either Voice 1 (Familiar condition) or Voice 2 (Unfamiliar condition). Then they completed a virtual reality driving task while listening to a second audiobook, always read by Voice 1. Audiobook comprehension (30-question multiple-choice test) and driving performance (number of driving errors made) were recorded. Participants in the Familiar group made fewer driving errors than participants in the Unfamiliar group. There were no differences in listening comprehension. Increased voice familiarity positively impacts behaviour (i.e. reduced driving errors) in normal-hearing adults. We discuss our findings in the context of effortful listening frameworks. [ABSTRACT FROM AUTHOR]

Reed harvesting has been confined to the high labor intensity of manual picking reed and muddy working environment in recent years. In this study, a self-propelled crawler reed harvester was developed with high stability suitable for mechanized picking in the wetland. Four components were composed of the picking, lifting, collecting modules, and self-propelled crawler chassis. The machine was utilized to realize the automatic picking and collection of reeds. A diesel engine was selected to drive the whole machine. The transmission system was divided into mechanical and hydraulic parts. The mechanical transmission was used to move and collect the longitudinal transmission power, whereas, the hydraulic transmission provided the power adjustment of the picking device, transverse collection speed regulation, and lifting module. Firstly, the synchronous belt traction and towing picking device were designed, according to the stress characteristics of reed picking. The specific operational parameters were included: the pitch angle was adjustable from 0 to 60°, the maximum ground clearance of the front end was 400 mm, and the picking width was 876 mm. At the same time, the picking device was equipped with a variable amplitude lifting module, where the lifting height was up to 200 mm from the ground for the passing performance and operation. A conveying and collecting device of reed shoots was then designed, according to the biological characteristics of the reed. Specifically, the belt speed was 0.5 m/s for the longitudinal conveying device, while, 1 m/s for the transverse collecting device. Finally, a self-propelled crawler chassis was designed with a supporting power of 13.3 kW, according to the distribution of each module and transmission relationship. The power and driving performance of the whole machine were calculated to determine the power demand of the full load. The transverse and longitudinal limit inclination and transverse slip angles were obtained for the driving requirements in the lake area. The picking test showed that the picking efficiency, damage rate, and missing mining rate were 71 kg/h, 8%, and 7.6%, respectively. The driving performance of the whole machine was stable with 0-9 km/h driving speed range, while, the height adjustment range of the front end of the picking device from the ground was 0-638 mm, suitable for the terrain to pick shoots. The maximum longitudinal depression angle, elevation, and transverse tipping angle of the whole machine were 50°, 63°, and 45° respectively, whereas, the longitudinal and transverse limit slip angles were 42° and 38°, respectively, indicating the excellent wetland trafficability and stability. The finding can provide reliable technical support to the structural optimization and intelligent upgrading of self-propelled reed shoot harvester. [ABSTRACT FROM AUTHOR]

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This study aims to investigate how situation awareness (SA) when driving in sleep-deprived condition mediates the effect of sleep deprivation and driving performance in young drivers. Fifteen male students (mean age 21.1 ± 0.8 years) underwent two 45-min driving simulation sessions in random counterbalanced order: one in the morning after approximately seven hours sleep (normal-sleep condition) and another one in the morning after 24 h sleep deprivation (sleep-deprived condition). SA was measured using quantitative analysis of situation awareness (QASA). Driving performance was measured in terms of the number of collisions. Here we find that SA and driving performance decrement when driving in sleep-deprived condition. Compared to normal-sleep condition, driving in sleep-deprived condition impaired SA (p = 0.024) and driving performance (p = 0.006). The mediation analysis shows that the decrement of driving performance is predicted by sleep deprivation (p = 0.021) and SA (p = 0.041). These results indicate that SA partially mediates the effect of sleep deprivation on driving performance. SA decrement in sleep-deprived condition impairs driving performance that can pose a danger to safety-critical action during driving in young drivers. • The relationship between situation awareness (SA) and driving performance in young sleep deprived drivers was investigated. • Sleep deprivation protocol in this study impaired SA and driving performance in young drivers. • SA partially mediates the effect of sleep deprivation on driving performance. • Driving performance impairement due to SA decrement in sleep-deprived condition can pose a danger to safety-critical action. [ABSTRACT FROM AUTHOR]

• The older a driver is, the higher the ratio of having a minor accident. • For each year of age, the incidence of speeding increases by 2 %. • The older a worker is, the lower the ratio of replacement requests. • Age was not related to the incidence of accidents. The influence of age on driving is of great concern worldwide. Also, older people who are involved in traffic are more vulnerable than younger people, thus in the event of a traffic accident, they are at greater risk of dying. The purpose of this article is to explore the association between age and driving performance of professional bus drivers. A negative binomial regression model and the incidence rate ratio was used to explore the association between variables. The population studied consisted of the company records from 2005 to 2021, with 515 professional bus drivers. We found that the age of professional bus drivers was related to a statistically significant 4 % decrease in self-report of replacement requests. Also, we found that the incidence rate ratio of speeding in professional bus drivers aged 45–59 years and 60–77 years was 1.41 and 1.8 times the incidence of bus drivers aged 28–44 years. Bus drivers' age was related to a statistically significant 2 % increase in the incidence of minor accidents. Finally, results show a 1 % decrease in incidence of accidents for every one year of age in the group of professional drivers. However, that association was not statistically significant. Older drivers are more likely to engage in minor accidents and speeding-related violations than younger drivers. Additionally, an infrequent use of the fatigue management tool by older drivers was confirmed during the analyzed period. Thus, we concluded that education and training are needed to decrease the observed trends. [ABSTRACT FROM AUTHOR]

• Three ICV environment HMI groups: control, warning, and guidance, were designed to study their impact on driver's performance. • Warning group exhibited cautious and smooth acceleration before merging, while the Guidance group demonstrated better speed control after merging. • Mainline vehicle gaps had no significant impact on merging positions across HMI groups. • Guidance group merged closest to taper, Control group farthest. • Abundant gaps led to smaller initial merging gaps and shorter adjustment times for Guidance group. Intelligent Connected Vehicle (ICV) is considered one of the most promising active safety technologies to address current transportation challenges. Human-Machine Interface (HMI) plays a vital role in enhancing user driving experience with ICV technology. However, in an ICV environment, drivers may exhibit excessive reliance on HMI, resulting in diminished proactive observation and analysis of the road environment, and subsequently leading to a potential decrease in drivers' situational awareness. This reduced situational awareness may consequently lead to a decline in their overall engagement in driving tasks. Therefore, to comprehensively investigate the impact of HMI on driver performance in various ICV environments, this study incorporates three distinct HMI systems: Control group, Warning group, and Guidance group. The Control group provides basic information, the Warning group adds front vehicle icon and real-time headway information, while the Guidance group further includes speed and voice guidance features. Additionally, the study considers three types of mainline vehicle gaps, namely, 30 m, 20 m, and 15 m. Through our self-developed ICV testing platform, we conducted driving simulation experiments on 43 participants in a freeway interchange merging area. The findings reveal that, drivers in the Guidance group exhibited explicit acceleration while driving on the ramp. Drivers in the Guidance and Warning groups demonstrated smoother speed change trends and lower mean longitudinal acceleration upon entering the acceleration lane compared to the Control group, indicating a preference for more cautious driving strategies. During the pre-merging section, drivers in the Warning group demonstrated a more cautious and smooth longitudinal acceleration. The Guidance group's HMI system assisted drivers in better speed control during the post-merging section. Differences in mainline vehicle gaps did not significantly impact the merging positions of participants across the three HMI groups. Drivers in the Guidance group merged closest to the left side of the taper section, while the Control group merged farthest. The research findings offer valuable insights for developing dynamic human–machine interfaces tailored to specific driving scenarios in the environment of ICVs. Future research should investigate the effects of various HMIs on driver safety, workload, energy efficiency, and overall driving experience. Conducting real-world tests will further validate the findings obtained from driving simulators. [ABSTRACT FROM AUTHOR]

Abstract This study aimed at investigating how driver’s mental workload could be assessed during driving, using driving performance as well as electrophysiological and subjective data. Participants had to follow a lead vehicle at a safe and constant distance and to deal with two particular driving events (overtaking and pedestrian occurrence) within two sessions (baseline and experimental) on a driving simulator. Traffic density and time pressure (overtaking event) and time pressure (pedestrian event) were increased in the experimental session in order to induce a higher workload. Participants filled NASA TLX questionnaire after each driving session. Electrophysiological parameters (SCL, ECG), driving performance (SDLP and response to speed change of the lead vehicle: coherence, delay and gain) were analysed after each event in two temporal windows (30 s and 5 min). Results showed that both performance and physiological variables differed as a function of traffic conditions and time pressure. Moreover, while performance variations were systematically observed over a long period (5 min after the events), effects on mean SCL data obtained from experimental session notably differed from baseline values within 30 s after the events. Results are discussed in term of mental workload and suggestions are made about the safety systems that could monitor driver’s mental state.

Human-related factors are considered to be the main cause of traffic incidents or accidents, causing 69.70% of the incidents. Several studies have been conducted to identify the relationship between drowsiness or fatigue and driving performance. Furthermore, a number of other studies not only discussed the symptoms causing drowsiness but also tried to investigate related factors that cause sleepiness or fatigue while driving. On the other hand, some discussed the quantity and quality of sleep as well as food and drink intake before and while driving. This systematic review, which is based on the PRISMA method, aims to map previous studies that investigated the effect of different food/drink consumption, either taken prior to driving or while driving, on the on-road driving characteristics of drivers. Furthermore, this article is expected to serve as a reference for further research that could potentially contribute to minimizing driving errors that lead to incident or accident. From 1871 articles screened, 7 studies related to food/drink intake and driving performance were reviewed. On the basis of the existing studies, no real evidence showing the presence of the association between food intake and the monotony of the road to decrease the driving performance has been found; therefore, further research is needed.

Driving in a simulator might induce stress because of the confrontation with new environments, dealing with new technologies, and experience with symptoms of simulator sickness, which, in turn, may influence individuals’ driving performance. The present study aims to provide a better understanding of the association between simulated environments and humans’ stress level under consideration of age, simulator adaptation, experience with simulator sickness, and driving performance. Data from 164 participants (M = 61.62 years, SD = 12.66 years, ranging from 25 to 89 years, 42 women) were analyzed in the present study. During three measurement times, participants completed an advance first simulator drive (T0), followed by an online survey, assessing experience with simulator sickness (T1), and a second simulator drive (T2) including pre- and post-cortisol measurements. The hypothesized model shows no correlations of driving performance with experience with simulator sickness or stress level before and after a further simulator drive. Beyond the effect of age, previous experience with simulator sickness does further account for stress-level changes following a simulated drive but current driving performance did not. The present study provides relevant findings for future studies in the field of simulated environments.

Rationale: Although driving simulators (DS) are receiving increasing attention due to concern over traffic accidents under the influences of drugs, few DS are recognized for their reliability and validity. Therefore, the development of an evaluation system using DS for driving performance is urgently needed. Objectives: To investigate whether the standard deviation of lateral position (SDLP) increases with blood alcohol concentration (BAC) using a DS with reliability and calculate the SDLP threshold from the difference between BAC levels of 0 and 0.05%. Methods: Twenty healthy Japanese men performed the DS tasks up to 60 min in Study 1 and DS tasks twice at 1-week intervals in Study 2. Twenty-six healthy men conducted the same DS tasks under BAC level (0, 0.025, 0.05, and 0.09%) in double-blind, randomized, crossover trial in Study 3. The primary outcome was SDLP in a road-tracking test. The test–retest reliability of DS data was assessed, and the estimated difference in SDLP between BAC levels of 0 and 0.05% was calculated using a linear regression model. Results: The cumulative SDLP values at 5-min intervals were stable, and the intraclass correlation coefficient for its values was 0.93. SDLP increased with BAC in a concentration-dependent manner. The predicted ΔSDLP value for the difference between BAC levels of 0 and 0.05% was 9.23 cm. No participants dropped out because of simulator sickness. Conclusions: The new DS used in these studies has reliability, validity, and tolerability and is considered suitable for evaluating the influence of drugs on driving performance. [ABSTRACT FROM AUTHOR]

Background Studies have reported poor sensitivity and specificity of the Screen for the Identification of Cognitively Impaired Medically At-Risk Drivers, a modification of the DemTech (SIMARD-MD) to screen for drivers with cognitive impairment. The purpose of this study was to determine whether the SIMARD-MD can accurately predict pass/fail on a road test in drivers with cognitive impairment (CI) and healthy drivers. Methods Data from drivers with CI were collected from two comprehensive driving assessment centres (n=86) and compared with healthy drivers (n=30). All participants completed demographic measures, clinical measures, and a road rest (pass/fail). Analyses consisted of correlations between the SIMARD-MD and the other clinical measures, and a receiver-operating-characteristic (ROC) curve to determine the predictive ability of the SIMARD-MD. Results All healthy drivers passed the road test compared with 44.2% of the CI sample. On the SIMARD-MD, the CI sample scored significantly worse than healthy drivers (p < .001). The ROC curve showed the SIMARD-MD, regardless of any cut-point, misclassified a large number of CI individuals (AUC=.692; 95% CI = 0.578, 0.806). Conclusions Given the high level of misclassification, the SIMARD-MD should not be used with either healthy drivers or those with cognitive impairment for making decisions about driving. [ABSTRACT FROM AUTHOR]