The Priming Function of In-car Audio Instruction

Studies to date have focused on the priming power of visual road signs, but not the priming potential of audio road scene instruction. Here, the relative priming power of visual, audio and multisensory road scene instructions were assessed. In a lab-based study, participants responded to target road scene turns following visual, audio or multisensory road turn primes which were congruent or incongruent to the primes in direction, or control primes. All types of instruction (visual, audio, multisensory) were successful in priming responses to a road scene. Responses to multisensory-primed targets (both audio and visual) were faster than responses to either audio or visual primes alone. Incongruent audio primes did not affect performance negatively in the manner of incongruent visual or multisensory primes. Results suggest that audio instructions have the potential to prime drivers to respond quickly and safely to their road environment. Peak performance will be observed if audio and visual road instruction primes can be timed to co-occur

Prefrontal cortex activation and young driver behaviour: a fNIRS study

Road traffic accidents consistently show a significant over-representation for young, novice and particularly male drivers. This research examines the prefrontal cortex activation of young drivers and the changes in activation associated with manipulations of mental workload and inhibitory control. It also considers the explanation that a lack of prefrontal cortex maturation is a contributing factor to the higher accident risk in this young driver population. The prefrontal cortex is associated with a number of factors including mental workload and inhibitory control, both of which are also related to road traffic accidents. This experiment used functional near infrared spectroscopy to measure prefrontal cortex activity during five simulated driving tasks: one following task and four overtaking tasks at varying traffic densities which aimed to dissociate workload and inhibitory control. Age, experience and gender were controlled for throughout the experiment. The results showed that younger drivers had reduced prefrontal cortex activity compared to older drivers. When both mental workload and inhibitory control increased prefrontal cortex activity also increased, however when inhibitory control alone increased there were no changes in activity. Along with an increase in activity during overtaking manoeuvres, these results suggest that prefrontal cortex activation is more indicative of workload in the current task. There were no differences in the number of overtakes completed by younger and older drivers but males overtook significantly more than females. We conclude that prefrontal cortex activity is associated with the mental workload required for overtaking. We additionally suggest that the reduced activation in younger drivers may be related to a lack of prefrontal maturation which could contribute to the increased crash risk seen in this population

An Ontological Approach to Inform HMI Designs for Minimizing Driver Distractions with ADAS

ADAS (Advanced Driver Assistance Systems) are in-vehicle systems designed to enhance driving safety and efficiency as well as comfort for drivers in the driving process. Recent studies have noticed that when Human Machine Interface (HMI) is not designed properly, an ADAS can cause distraction which would affect its usage and even lead to safety issues. Current understanding of these issues is limited to the context-dependent nature of such systems. This paper reports the development of a holistic conceptualisation of how drivers interact with ADAS and how such interaction could lead to potential distraction. This is done taking an ontological approach to contextualise the potential distraction, driving tasks and user interactions centred on the use of ADAS. Example scenarios are also given to demonstrate how the developed ontology can be used to deduce rules for identifying distraction from ADAS and informing future designs

Users’ Internal HMI Information Requirements for Highly Automated Driving

The introduction of highly and fully automated vehicles (SAE levels 4 and 5) will change the drivers’ role from an active driver to a more passive on-board user. Due to this shift of control, secondary tasks may become primary tasks. The question that arises is how much information needs to be conveyed via an internal Human-Machine Interface (iHMI) to fulfill users’ information requirements. Previous research on iHMI regarding lower automation levels has shown that user require different information respectively. The present study focuses on how users’ information requirements change for highly automated driving (SAE level 4) when the on-board user is distracted with a secondary task opposed to when the user is nondistracted. Twelve participants experienced different driving conditions and were asked to rate their attention distributions to other traffic participants. Results show clearly that users rated their attention distribution to other traffic participants significantly lower in automated distracted mode compared to automated non-distracted mode and manual driving. Furthermore, the question of users’ information requirements was translated into iHMI design preferences. For this purpose, four different iHMI prototypes based on a 360° LED light-band communicating via color-coded interaction design, which proved to work well for lower levels, were evaluated regarding the information richness level sufficient for users for highly automated driving (SAE level 4). Results show that the sufficient information richness level is conditional upon gender. Implications for future research and applied issues will be discussed