In-vehicle technology for self-driving cars: Advantages and challenges for aging drivers

The development of self-driving cars or autonomous vehicles has progressed at an unanticipated pace. Ironically, the driver or the driver-vehicle interaction is a largely neglected factor in the development of enabling technologies for autonomous vehicles. Therefore, this paper discusses the advantages and challenges faced by aging drivers with reference to in-vehicle technology for self-driving cars, on the basis of findings of recent studies. We summarize age-related characteristics of sensory, motor, and cognitive functions on the basis of extensive age-related research, which can provide a familiar to better aging drivers. Furthermore, we discuss some key aspects that need to be considered, such as familar to learnability, acceptance, and net effectiveness of new in-vehicle technology, as addressed in relevant studies. In addition, we present research-based examples on aging drivers and advanced technology, including a holistic approach that is being developed by MIT AgeLab, advanced navigation systems, and health monitoring systems. This paper anticipates many questions that may arise owing to the interaction of autonomous technologies with an older driver population. We expect the results of our study to be a foundation for further developments toward the consideration of needs of aging drivers while designing self-driving vehicles.Korea (South). Ministry of Trade, Industry and Energy (Technology Innovation Program 1004761)Kookmin University. Faculty Research ProgramNew England University Transportation CenterSantos Family Foundatio

Beyond Health and Retirement: Placing Transportation on the Aging Policy Agenda

The Hartford Financial Services Company and the Ford Motor Compan

Predicting Secondary Task Involvement and Differences in Task Modality Using Field Highway Driving Data

This study examined differences in the impact of visual-manual and auditory-vocal based radio tuning tasks on field driving performance. Engagement in visual-manual tuning tasks were associated with higher steering wheel reversal rates than baseline driving. Both visual-manual and auditory-vocal based tuning tasks were associated with higher variances in speed maintenance compared to baseline driving. Models were built to utilize driving performance measurements as input to a classifier that aimed to distinguish between the three states (i.e., baseline driving, visual-manual tuning, and auditory-vocal tuning). Baseline driving could be classified from visual-manual tuning at an accuracy of over 99% and from auditory-vocal based tuning at an accuracy of 93.3%. Models could differentiate between the modalities at an accuracy of 75.2 % and between the three classes at an accuracy of 81.2%. Results suggest that changes in driving performance associated with visual-manual based tuning are statistically distinguishable from auditory-vocal based tuning. While not being free of visualmanual demand, tasks that involve auditory-vocal interactions appear to differ from visual-manual in how they impact driving performance

Young Adults with Attention Deficit Hyperactivity Disorder (ADHD): The impact of secondary tasks on driving performance

Abstract Objective: Young adults with Attention Deficit Hyperactivity Disorder (ADHD) are at higher risk for being involved in automobile crashes. Driving simulators have been used in a variety of contexts to categorize a number of deficits in performance exhibited by drivers with ADHD. Recent research focuses on non-distracted driving. However, in-vehicle infotainment and communications systems are known to further contribute to a driver's risk of collision. This paper explores the impact of secondary tasks on the driving performance of individuals with and without ADHD. Methods: Data are drawn from two portions of a validated driving simulation that represent the periods before, during and after participation in a secondary task. Secondary tasks include a cellular phone task administered in a high stimulus setting and a working memory task presented during low stimulus driving. Data from drivers with and without ADHD was compared. Results: When compared to the control group, drivers with ADHD have more difficulty performing the cellular telephone task but fail to modulate their driving in a way that compromises safety. Highway driving performance is impaired in individuals with ADHD. The degree of impairment increases while participating in a working memory task. Conclusions: The results suggest in low stimulus driving, attention to the secondary task substantially impact the performance of ADHD drivers

Guide to Community Solar: Utility, Private, and Non-Profit Project Development

This guide is designed as a resource for those who want to develop community solar projects, from community organizers or solar energy advocates to government officials or utility managers

A Cross-Cultural Comparison of Younger and Older Adults\u27 Simulated Highway Driving Performance Under Single and Dual Task Conditions

Driving is a complex psychomotor task that is often interrupted by secondary activities that divert attention away from the roadway. The risk of inattentive driving is known vary with age. The degree to which culture impacts these changes is less established. To study the impact of age and culture on drivers’ capacity to manage dual task demands, we developed a parallel driving simulation in the US and Korea. We assessed the performance of 135 drivers divided into two age groups, younger (20–29) and older (60-69). Both age and cultural group differences in basic highway driving performance measures were observed. However, the relative impact of the dual task demands on driving performance was largely consistent across cultures

Assessing the impact of typeface design in a text-rich automotive user interface

Text-rich driver–vehicle interfaces are increasingly common in new vehicles, yet the effects of different typeface characteristics on task performance in this brief off-road based glance context remains sparsely examined. Subjects completed menu selection tasks while in a driving simulator. Menu text was set either in a ‘humanist’ or ‘square grotesque’ typeface. Among men, use of the humanist typeface resulted in a 10.6% reduction in total glance time as compared to the square grotesque typeface. Total response time and number of glances showed similar reductions. The impact of typeface was either more modest or not apparent for women. Error rates for both males and females were 3.1% lower for the humanist typeface. This research suggests that optimised typefaces may mitigate some interface demands. Future work will need to assess whether other typeface characteristics can be optimised to further reduce demand, improve legibility, increase usability and help meet new governmental distraction guidelines

A Preliminary Assessment of Perceived and Objectively Scaled Workload of a Voice-Based Driver Interface

Interaction with a voice-command interface for radio control, destination entry, MP3 song selection, and phone dialing was assessed along with traditional manual radio control and a multi-level audio–verbal calibration task (nback) on-road in 60 drivers. Subjective workload, compensatory behavior, and physiological indices of cognitive workload suggest that there may be both potential benefits and cautions in the implementation of a representative production level interface

Terrestrial Planet Occurrence Rates for the Kepler GK Dwarf Sample

We measure planet occurrence rates using the planet candidates discovered by the Q1-Q16 Kepler pipeline search. This study examines planet occurrence rates for the Kepler GK dwarf target sample for planet radii, 0.75<Rp<2.5 Rearth, and orbital periods, 50<Porb<300 days, with an emphasis on a thorough exploration and identification of the most important sources of systematic uncertainties. Integrating over this parameter space, we measure an occurrence rate of F=0.77 planets per star, with an allowed range of 0.3<F<1.9. The allowed range takes into account both statistical and systematic uncertainties, and values of F beyond the allowed range are significantly in disagreement with our analysis. We generally find higher planet occurrence rates and a steeper increase in planet occurrence rates towards small planets than previous studies of the Kepler GK dwarf sample. Through extrapolation, we find that the one year orbital period terrestrial planet occurrence rate, zeta_1=0.1, with an allowed range of 0.01<zeta_1<2, where zeta_1 is defined as the number of planets per star within 20% of the Rp and Porb of Earth. For G dwarf hosts, the zeta_1 parameter space is a subset of the larger eta_earth parameter space, thus zeta_1 places a lower limit on eta_earth for G dwarf hosts. From our analysis, we identify the leading sources of systematics impacting Kepler occurrence rate determinations as: reliability of the planet candidate sample, planet radii, pipeline completeness, and stellar parameters.Comment: 19 Pages, 17 Figures, Submitted ApJ. Python source to support Kepler pipeline completeness estimates available at http://github.com/christopherburke/KeplerPORTs