Using current sensing technology, a wealth of data on driving sessions is potentially available through a combination of vehicle sensors and drivers' physiology sensors (heart rate, breathing rate, skin temperature, etc.). Our hypothesis is that it should be possible to exploit the combination of time series produced by such multiple sensors during a driving session, in order to (i) learn models of normal driving behaviour, and (ii) use such models to detect important and potentially dangerous deviations from the norm in real-time, and thus enable the generation of appropriate alerts. Crucially, we believe that such models and interventions should and can be personalised and tailor-made for each individual driver. As an initial step towards this goal, in this paper we present techniques for assessing the impact of cognitive distraction on drivers, based on simple time series analysis. We have tested our method on a rich dataset of driving sessions, carried out in a professional simulator, involving a panel of volunteer drivers. Each session included a different type of cognitive distraction, and resulted in multiple time series from a variety of on-board sensors as well as sensors worn by the driver. Crucially, each driver also recorded an initial session with no distractions. In our model, such initial session provides the baseline times series that make it possible to quantitatively assess driver performance under distraction conditions.
More simulator-based results for hand-held and hands-free mobile phone conversations are available from Haigney @cite_16 , using mean and standard deviation of heart rate, speed and variability of accelerator pedal travel before, during and after the call. Both groups of authors comment on compensatory behaviour of drivers while using a mobile phone. Yet another study in this space, by Rakauskas @cite_13 , also investigated the effects of mobile phone conversations on driving performance using a simulator as well as a similar set of measures, namely accelerator variability, speed variability, average speed, steering offset, mean lateral speed, reaction time, collisions and mental workload. Once again, the conclusion is that the effects of mobile phone conversations while driving are higher workloads and a decreased driving performance. Finally, the study by Drews @cite_7 is the closest to ours in terms of the situation and factors considered, i.e., the effects on driving performance of having passenger and mobile phones conversations, again assessed using a simulator. In this case, lane keeping, mean speed and mean distance were used for the assessment.
@cite_16 @cite_13 @cite_7
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Abstract This paper reports a simulator-based study of the effects of mobile phone use on driving performance. Changes in heart rate indicated that mobile phone use increases the cognitive demand experienced by drivers with, it is argued, consequent reduction in safety margins. However, experimental results also suggested that participants engaged in a process of risk compensation, with driving speed being slower at times of mobile phone conversation while the number of off-road excursions (OFFS) and collisions remained stable. There also was some evidence that the use of a hand-held mobile phone (when compared to a hands-free system) was associated with poorer driving performance. Implications for real world' driving are considered. Problem: The prevalence of automobile drivers talking on cell phones is growing, but the effect of that behavior on driving performance is unclear. Also unclear is the relationship between the difficulty level of a phone conversation and the resulting distraction. Method: This study used a driving simulator to determine the effect that easy and difficult cell phone conversations have on driving performance. Results: Cell phone use caused participants to have higher variation in accelerator pedal position, drive more slowly with more variation in speed, and report a higher level of workload regardless of conversation difficulty level. Conclusions: Drivers may cope with the additional stress of phone conversations by enduring higher workloads or setting reduced performance goals. Impact on Industry: Because an increasing number of people talk on the phone while driving, crashes caused by distracted drivers using cell phones will cause disruptions in business, as well as injury, disability, and permanent loss of personnel. D 2004 National Safety Council and Elsevier Ltd. All rights reserved. This study examines how conversing with passengers in a vehicle differs from conversing on a cell phone while driving. We compared how well drivers were able to deal with the demands of driving when conversing on a cell phone, conversing with a passenger, and when driving without any distraction. In the conversation conditions, participants were instructed to converse with a friend about past experiences in which their life was threatened. The results show that the number of driving errors was highest in the cell phone condition; in passenger conversations more references were made to traffic, and the production rate of the driver and the complexity of speech of both interlocutors dropped in response to an increase in the demand of the traffic. The results indicate that passenger conversations differ from cell phone conversations because the surrounding traffic not only becomes a topic of the conversation, helping driver and passenger to share situation awareness, but the driving condition also has a direct influence on the complexity of the conversation, thereby mitigating the potential negative effects of a conversation on driving. We evaluate a mobile application that assesses driving behavior based on in-vehicle acceleration measurements and gives corresponding feedback to drivers. In the insurance business, such applications have recently gained traction as a viable alternative to the monitoring of drivers via "black boxes" installed in vehicles, which lacks interaction opportunities and is perceived as privacy intrusive by policyholders. However, pose uncertainty and other noise-inducing factors make smartphones potentially less reliable as sensor platforms. We therefore compare critical driving events generated by a smartphone with reference measurements from a vehicle-fixed IMU in a controlled field study. The study was designed to capture driver variability under real-world conditions, while minimizing the influence of external factors. We find that the mobile measurements tend to overestimate critical driving events, possibly due to deviation from the calibrated initial device pose. While weather and daytime do not appear to influence event counts, road type is a significant factor that is not considered in most current state-of-the-art implementations. As use of in-vehicle information systems (IVISs) such as cell phones, navigation systems, and satellite radios has increased, driver distraction has become an important and growing safety concern. A promising way to overcome this problem is to detect driver distraction and adapt in-vehicle systems accordingly to mitigate such distractions. To realize this strategy, this paper applied support vector machines (SVMs), which is a data mining method, to develop a real-time approach for detecting cognitive distraction using drivers' eye movements and driving performance data. Data were collected in a simulator experiment in which ten participants interacted with an IVIS while driving. The data were used to train and test both SVM and logistic regression models, and three different model characteristics were investigated: how distraction was defined, which data were input to the model, and how the input data were summarized. The results show that the SVM models were able to detect driver distraction with an average accuracy of 81.1 , outperforming more traditional logistic regression models. The best performing model (96.1 accuracy) resulted when distraction was defined using experimental conditions (i.e., IVIS drive or baseline drive), the input data were comprised of eye movement and driving measures, and these data were summarized over a 40-s window with 95 overlap of windows. These results demonstrate that eye movements and simple measures of driving performance can be used to detect driver distraction in real time. Potential applications of this paper include the design of adaptive in-vehicle systems and the evaluation of driver distraction How to keep the probability of hand-off drops within a prespecified limit is a very important quality-of-service (QoS) issue in cellular networks because mobile users should be able to maintain ongoing sessions even during their hand-off from one cell to another. We design and evaluate predictive and adaptive schemes for bandwidth reservation for the hand-offs of ongoing sessions and the admission control of new connections. We first develop a method to estimate user mobility based on an aggregate history of hand-offs observed in each cell. This method is then used to probabilistically predict mobiles' directions and hand-off times in a cell. For each cell, the bandwidth to be reserved for hand-offs is calculated by estimating the total sum of tractional bandwidths of the expected hand-offs within a mobility-estimation time window. Three different admission-control schemes for new connection requests using this bandwidth reservation are proposed. We also consider variations that utilize the path location information available from the car navigation system or global positioning system. Finally, we evaluate the performance of the proposed schemes extensively to show that they meet our design goal and outperform the static reservation scheme under various scenarios. It is well documented that interacting with a mobile phone is associated with poorer performance on concurrently performed tasks because limited attentional resources must be shared between tasks. However, mobile phones generate auditory or tactile notifications to alert users of incoming calls and messages. Although these notifications are generally short in duration, they can prompt task-irrelevant thoughts, or mind wandering, which has been shown to damage task performance. We found that cellular phone notifications alone significantly disrupted performance on an attention-demanding task, even when participants did not directly interact with a mobile device during the task. The magnitude of observed distraction effects was comparable in magnitude to those seen when users actively used a mobile phone, either for voice calls or text messaging. (PsycINFO Database Record Keywords: Driver distraction; Language: en This paper presents methods for collecting and analyzing physiological data during real-world driving tasks to determine a driver's relative stress level. Electrocardiogram, electromyogram, skin conductance, and respiration were recorded continuously while drivers followed a set route through open roads in the greater Boston area. Data from 24 drives of at least 50-min duration were collected for analysis. The data were analyzed in two ways. Analysis I used features from 5-min intervals of data during the rest, highway, and city driving conditions to distinguish three levels of driver stress with an accuracy of over 97 across multiple drivers and driving days. Analysis II compared continuous features, calculated at 1-s intervals throughout the entire drive, with a metric of observable stressors created by independent coders from videotapes. The results show that for most drivers studied, skin conductivity and heart rate metrics are most closely correlated with driver stress level. These findings indicate that physiological signals can provide a metric of driver stress in future cars capable of physiological monitoring. Such a metric could be used to help manage noncritical in-vehicle information systems and could also provide a continuous measure of how different road and traffic conditions affect drivers. Background: Ecological momentary assessment (EMA) is a useful method to tap the dynamics of psychological and behavioral phenomena in real-world contexts. However, the response burden of (self-report) EMA limits its clinical utility. Objective: The aim was to explore mobile phone-based unobtrusive EMA, in which mobile phone usage logs are considered as proxy measures of clinically relevant user states and contexts. Methods: This was an uncontrolled explorative pilot study. Our study consisted of 6 weeks of EMA unobtrusive EMA data collection in a Dutch student population (N=33), followed by a regression modeling analysis. Participants self-monitored their mood on their mobile phone (EMA) with a one-dimensional mood measure (1 to 10) and a two-dimensional circumplex measure (arousal valence, –2 to 2). Meanwhile, with participants’ consent, a mobile phone app unobtrusively collected (meta) data from six smartphone sensor logs (unobtrusive EMA: calls short message service (SMS) text messages, screen time, application usage, accelerometer, and phone camera events). Through forward stepwise regression (FSR), we built personalized regression models from the unobtrusive EMA variables to predict day-to-day variation in EMA mood ratings. The predictive performance of these models (ie, cross-validated mean squared error and percentage of correct predictions) was compared to naive benchmark regression models (the mean model and a lag-2 history model). Results: A total of 27 participants (81 ) provided a mean 35.5 days (SD 3.8) of valid EMA unobtrusive EMA data. The FSR models accurately predicted 55 to 76 of EMA mood scores. However, the predictive performance of these models was significantly inferior to that of naive benchmark models. Conclusions: Mobile phone-based unobtrusive EMA is a technically feasible and potentially powerful EMA variant. The method is young and positive findings may not replicate. At present, we do not recommend the application of FSR-based mood prediction in real-world clinical settings. Further psychometric studies and more advanced data mining techniques are needed to unlock unobtrusive EMA’s true potential. [J Med Internet Res 2016;18(3):e72] Recently, multitasking on smart phones during navigation has emerged as a problematic social behavior due to its potential danger. In this paper, we propose to alleviate the situation by employing a sensor system for obstacle detection and aid the multi-tasking user so that one can safely navigate and carry out the on-going secondary task as effectively as possible. As such, we have implemented an ultrasonic sensor system interfaced into the smart phone that can constantly appraise the user of the incoming obstacles. We ran experiments to validate our approach, checking whether such a system would help user bump less into obstacles than without, and observe their multitasking behavior such as the physical attentional switch. Our experiments have shown that with the aid of the sensor system, the user's attention switch was significantly reduced, however, there was no differences in the performance (e.g. no. of collision) because the momentary strategic spatial and path planning was quite effective with slow pace and light pedestrian traffic. We conclude therefore human dual or multitasking ability is sufficient to overlap "casual" video watching and "slow" navigation. However, with more stringent task, e.g. text messaging and heavier traffic, we expect the reduced attention shift to ultimately improve the performance as well. One of the most disconcertingly unnatural properties of most virtual environments (VEs) is the ability of the user to pass through objects. I hypothesize that passive haptics, augmenting a high-fidelity visual virtual environment with low-fidelity physical objects, will markedly improve both sense of presence and spatial knowledge training transfer. The low-fidelity physical models can be constructed from cheap, easy-to-assemble materials such as styrofoam, plywood, and particle board. The first study investigated the effects of augmenting a visual-cliff environment with a slight physical ledge on participants' sense of presence. I found when participants experienced passive haptics in the VE, they exhibited significantly more behaviors associated with pit avoidance than when experiencing the non-augmented VE. Changes in heart rate and skin conductivity were significantly higher than when they experienced the VE without passive haptics. The second study investigated passive haptics' effects on performance of a real-world navigation task after training in a virtual environment. Half of the participants trained on maze navigation in a VE augmented with a styrofoam physical model, while half trained in a non-augmented VE but were given visual and audio contact cues. The task was to gain as much information as possible about the layout of the environment. Participants knew before the VE session that their training would be tested by navigating an identical real maze environment while blindfolded. Significant differences in the time to complete the blindfolded navigation task and significant differences in the number of collisions with objects were found between the participants trained in an augmented VE and the participants trained in a non-augmented VE. 11 of 15 participants trained without passive haptics bumped into the next-to-last obstacle encountered in the testing session and turned the wrong direction to navigate around it: only 2 of 15 participants trained with passive haptics made the same navigation error. On the other hand, the assessment of the participants' cognitive maps of the virtual environment did not find significant differences between groups as measured by sketch maps and object dimension estimation. Driver distraction has been identified as one major cause of unsafe driving. The existing studies on cognitive distraction detection mainly focused on high-speed driving situations, but less on low-speed traffic in urban driving. This paper presents a method for the detection of driver cognitive distraction at stop-controlled intersections and compares its feature subsets and classification accuracy with that on a speed-limited highway. In the simulator study, 27 subjects were recruited to participate. Driver cognitive distraction is induced by the clock task that taxes visuospatial working memory. The support vector machine (SVM) recursive feature elimination algorithm is used to extract an optimal feature subset out of features constructed from driving performance and eye movement. After feature extraction, the SVM classifier is trained and cross-validated within subjects. On average, the classifier based on the fusion of driving performance and eye movement yields the best correct rate and F-measure ( @math for stop-controlled intersections and @math for a speed-limited highway) among four types of the SVM model based on different candidate features. The comparisons of extracted optimal feature subsets and the SVM performance between two typical driving scenarios are presented. Automation in outdoor applications (farming, surveillance, military activities, etc.) requires highly accurate control of mobile robots, at high speed, although they are moving on low-grip terrain. To meet such expectations, advanced control laws accounting for natural ground specificities (mainly sliding effects) must be derived. In previous work, adaptive and predictive control algorithms, based on an extended kinematic representation, have been proposed. Satisfactory experimental results have been reported (accurate to within ±10 cm, whatever the grip conditions), but at limited velocity (below 3 m·s-1). Nevertheless, simulations reveal that control accuracy is decreased when vehicle speed is increased (up to 10 m·s-1). In particular, oscillations are observed at curvature transition. This drawback is due to delays in sideslip angle estimation, unavoidable at high speed because only an extended kinematic representation was used. In this paper, a mixed backstepping kinematic and dynamic observer is designed to improve observation of these variables: the slow-varying data are still estimated from a kinematic representation, which is then injected into a dynamic observer to supply reactive and reliable sliding variable (namely sideslip angle) estimation, without increasing the noise level. The algorithm is evaluated via advanced simulations (coupling Adams and MatLab software) investigating high-speed capabilities. Actual experiments at lower speed (experimental platform maximum velocity) demonstrate the benefits of the proposed approach. © 2009 Wiley Periodicals, Inc. In this paper we present the uDirect algorithm as a novel approach for mobile phone centric observation of a user's facing direction, through which the device and user orientations relative to earth coordinate are estimated. While the device orientation estimation is based on accelerometer and magnetometer measurements in standing mode, the unique behavior of measured acceleration during stance phase of a human's walking cycle is used for detecting user direction. Furthermore, the algorithm is independent of initial orientation of the device which gives the user higher space of freedom for long term observations. As the algorithm only relies on embedded accelerometer and magnetometer sensors of the mobile phone, it is not susceptible to shadowing effect as GPS. In addition, by performing independent estimations during each step of walking the model is robust to error accumulation. Evaluating the algorithm with 180 data samples from 10 participates has empirically confirmed the assumptions of our analytical model about the unique characteristics of the human stance phase for direction estimation. Moreover, our initial inspection has shown a system based on our algorithm outperforms conventional use of GPS and PCA analysis based techniques for walking distances more than 2 steps. Over the last decade, there have been many studies that focus on modeling driver behavior, and in particular detecting and overcoming driver distraction in an effort to reduce accidents caused by driver negligence. Such studies assume that the entire onus of avoiding accidents are on the driver alone. In this study, we adopt a different stance and study the behavior of pedestrians instead. In particular, we focus on detecting pedestrians who are engaged in secondary activities involving their cellphones and similar hand-held multimedia devices from a purely vision-based standpoint. To achieve this objective, we propose a pipeline incorporating articulated human pose estimation, and the use gradient based image features to detect the presence absence of a device in either hand of a pedestrian. Information from different streams and their dependencies on one another are encoded by a belief network. This network is then used to predict a probability score suggesting the involvement of a subject with his her device. A novel method for a mobile phone centric observation of a user’s facing direction is presented. To estimate this direction, our proposed technique exploits the acceleration pattern that can be measured by a smartphone as the user is walking. For an accurate analysis of the acceleration pattern, the proposed approach benefits from a new trigonometric interpolation scheme. Our algorithm is independent of the initial orientation of the device and is adaptable to various wearing positions on a user’s body, which gives the user a larger degree of freedom. A detailed description of the algorithm, which has been customized for a trouser pocket is presented. In addition, complementary hints for adaptation of the algorithm to other wearing positions along with an example of chest pocket position are provided. We have evaluated a prototype implementation of our algorithm on a smartphone, through several field experiments. It has been observed that our algorithm outperforms the conventional GPS and PCA-based techniques in terms of accuracy, reliability and energy consumption. The results also show that our approach has been able to handle the sudden variations of the user’s direction. We have further incorporated our algorithm into a dead-reckoning application as an example of its real-world utility. All drivers have habits behind the wheel. Different drivers vary in how they hit the gas and brake pedals, how they turn the steering wheel, and how much following distance they keep to follow a vehicle safely and comfortably. In this paper, we model such driving behaviors as car-following and pedal operation patterns. The relationship between following distance and velocity mapped into a two-dimensional space is modeled for each driver with an optimal velocity model approximated by a nonlinear function or with a statistical method of a Gaussian mixture model (GMM). Pedal operation patterns are also modeled with GMMs that represent the distributions of raw pedal operation signals or spectral features extracted through spectral analysis of the raw pedal operation signals. The driver models are evaluated in driver identification experiments using driving signals collected in a driving simulator and in a real vehicle. Experimental results show that the driver model based on the spectral features of pedal operation signals efficiently models driver individual differences and achieves an identification rate of 76.8 for a field test with 276 drivers, resulting in a relative error reduction of 55 over driver models that use raw pedal operation signals without spectral analysis The ubiquitous deployment of mobile and sensor technologies has led to both the capacity to observe human behavior in physical (offline) settings as well as to record it. This provides researchers with a new lens to study and better understand the individual decision processes that were previously unobserved. In this paper, we study decision making behavior of 11,196 taxi drivers in a large Asian city using a rich data set consisting of 10.6 million fine-grained GPS trip records. These records include detailed taxi GPS trajectories, taxi occupancy data (i.e., whether a taxi was occupied with a passenger or was vacant) and taxi drivers’ daily incomes. This capacity to use data where occupancy of the taxi is known is a distinctive feature of our data set and sets this work apart from prior work which has attempted to study driver behavior. The specific decision we focus on pertains to actions drivers take to find new passengers after they have dropped off their current passengers. In particular, we study the role of information derivable from the GPS trace data (e.g., where passengers are dropped off, where passengers are picked up, longitudinal taxicab travel history with fine-grained time stamps) observable by or made available to drivers in enabling them to learn the distribution of demand for their services over space and time. We conduct our study using a heterogeneous Bayesian learning model. We find strong heterogeneity in individual learning behavior and driving decisions, which is significantly associated with individual economic outcomes. Drivers with higher incomes benefit significantly from their ability to learn from not only demand information directly observable in the local market, but also aggregate information on demand flows across markets. Interestingly, our policy simulations indicate information that is noisy at the individual level becomes valuable after being aggregated across various spatial and temporal dimensions. Moreover, the value of information does not increase monotonically with the scale and frequency of information sharing. Finally, our study has important welfare implications in that efficient information sharing leads to an income increase among all drivers, instead of a redistribution of income between different types of drivers. Our work allows us not only to explain driver decision making behavior using these detailed behavioral traces, but also to prescribe information sharing strategy for the firm in order to improve the overall market efficiency. Over-the-top mobile adaptive video streaming is invariably influenced by volatile network conditions, which can cause playback interruptions (stalling or rebuffering events) and bitrate fluctuations, thereby impairing users’ quality of experience (QoE). Video quality assessment models that can accurately predict users’ QoE under such volatile network conditions are rapidly gaining attention, since these methods could enable more efficient design of quality control protocols for media-driven services such as YouTube, Amazon, Netflix, and many others. However, the development of improved QoE prediction models requires data sets of videos afflicted with diverse stalling events that have been labeled with ground-truth subjective opinion scores. Toward this end, we have created a new mobile video quality database that we call LIVE Mobile Stall Video Database-II. Our database contains a total of 174 videos afflicted with distortions caused by 26 different stalling patterns. We describe the way we simulated the diverse stalling events to create a corpus of distorted videos, and we detail the human study we conducted to obtain continuous-time subjective scores from 54 subjects. We also present the outcomes of our comprehensive analysis of the impact of several factors that influence subjective QoE, and report the performance of existing QoE-prediction models on our data set. We are making the database (videos, subjective data, and video metadata) publicly available in order to help the advance state-of-the-art research on user-centric mobile network planning and management. The database may be accessed at http: live.ece.utexas.edu research LIVEStallStudy liveMobile.html . We report evaluation results for real users of a learnt dialogue management policy versus a hand-coded policy in the TALK project's "Townlnfo" tourist information system. The learnt policy, for filling and confirming information slots, was derived from COMMUNICATOR (flight-booking) data using reinforcement learning (RL) as described in [2], ported to the tourist information domain (using a general method that we propose here), and tested using 18 human users in 180 dialogues, who also used a state-of-the-art hand- coded dialogue policy embedded in an otherwise identical system. We found that users of the (ported) learned policy had an average gain in perceived task completion of 14.2 (from 67.6 to 81.8 at p < .03), that the hand-coded policy dialogues had on average 3.3 more system turns (p < .01), and that the user satisfaction results were comparable, even though the policy was learned for a different domain. Combining these in a dialogue reward score, we found a 14.4 increase for the learnt policy (a 23.8 relative increase, p < .03). These results are important because they show a) that results for real users are consistent with results for automatic evaluation [2] of learned policies using simulated users [3, 4], b) that a policy learned using linear function approximation over a very large policy space [2] is effective for real users, and c) that policies learned using data for one domain can be used successfully in other domains. We also present a qualitative discussion of the learnt policy.