The expert blind spot hypothesis provides an explanation as to why experts with superior content knowledge find it difficult to communicate this knowledge to novices. Previous studies have shown that as predicted by the expert blind spot hypothesis, participants with more advanced mathematics education are more likely to believe in the necessity of symbolic reasoning and mastery of equations as a prerequisite for algorithmic or mathematical problem solving. This pattern has been shown across several subject areas including mathematics, science, and language arts. While there has been a good deal of work done identifying this issue, findings have been slow to transfer to teachers in the field. This project integrates findings regarding the expert blind spot into an online training module that will educate in-service teachers about the expert blind spot and provide strategies to overcome its pitfalls. / text

Nous nous intéressons dans cette thèse à la relation originale et problématique qui s’est établie, dans la période qui va de l’après-guerre jusqu’à la fin des années 1970, entre, d’une part, la temporalité de l’écriture telle que vécue par l’écrivain et, d’autre part, la temporalité produite par le texte. Le schème paradoxal qui préside à cette relation pourrait se résumer ainsi : écrire pour savoir pourquoi écrire. Si la formule semble consonner avec la vulgate d’une écriture autotélique, elle nous semble plus profondément poser la question complexe du désir du scripteur, quand toute relation univoque entre le dedans et le dehors est mise en cause. Pour mener à bien cette étude, nous procédons en deux grands moments. Le premier aborde cette configuration par un bord théorique : nous suivons le fil du syntagme de « point aveugle », en ses acceptions métaphoriques et conceptuelles, dans un corpus essayistique extrait du grand moment théorique français. La seconde propose deux parcours de lecture dans les œuvres littéraires narratives fictionnelles de Bernard Pingaud et d’Henri Thomas – écrivains qui, selon des modalités distinctes, montrent deux voies d’articulation originale des registres temporels considérés. Aussi différents soient-ils, ils partagent ce principe : écrire pour savoir ce que, sans cette traversée, on ne pourrait savoir, en s’affrontant à cet irréductible point aveugle qui se donne comme condition de possibilité et d’impossibilité du sens / The focus of this thesis is the relationship - in the period between the end of World War Two and the late 1970s - between the temporality of writing as experienced by the writer, and the temporality produced by the text itself. The paradoxical structure of this relationship can be captured by the following formula: writing in order to know why one writes. Though this formula may seem to invoke the modernist received wisdom concerning autotelitic writing, this thesis takes it as the starting point in order to understand the desires of the “scriptor” (to use Roland Barthes’s term) when all unambiguous relations between the internal and the external are called into doubt. This study will proceed in two major parts. The first will apply a theoretical lens to the notion of the “blind spot” as it appears in its various metaphorical and conceptual senses in the essayistic corpus of so-called “French theory”. The second will consist of a literary analysis of the fictional narratives of Bernard Pingaud and Henri Thomas: writers who, each in their own distinct modalities, reveal an original way of articulating the forms of temporality at the center of this study. As different as they are, Pingaud and Thomas each share the aim of writing in order to understand that which, without writing, one could never understand. In pursuit of this aim, both writers come face-to-face with a blind spot that poses itself as the condition of both the possibility and the impossibility of meaning

Em três experimentos realizou-se o mapeamento da mancha cega do olho direito para se investigar se o completamento perceptivo que ocorre nela distorce a percepção de tamanho de barras. Em todos os experimentos, o mapeamento da mancha cega foi realizada pelo método dos estímulos constantes; os tamanhos das barras podiam nunca interceptar a mancha cega, interceptá-la parcialmente ou interceptá-la por completo; e as barras eram apresentadas pelo método PEST para se determinar o ponto de igualdade subjetiva, e conseqüentemente, o erro constante. No Experimento I as barras eram horizontais e comparadas no nível do ponto de fixação em condição monocular com o olho direito. Elas eram apresentadas por 100, 300 ou 400 ms, aos pares, simultânea e simetricamente localizadas no hemicampo direito e esquerdo em relação ao ponto de fixação. Os resultados desse experimento indicaram uma assimetria lateral nas comparações de tamanho da barra menor e que o completamento perceptivo na mancha cega não distorce efetivamente o tamanho percebido. No Experimento II as barras eram verticais e podiam ser apresentadas também por 100, 300 ou 400 ms, aos pares, simultânea e simetricamente em relação ao ponto de fixação em cinco excentricidades nos hemicampos do olho direito em condição monocular. As barras nas excentricidades menor e maior não interceptavam a mancha cega e as barras de tamanhos maior e intermediário nas excentricidades intermediárias incidiam nas regiões periféricas e central da mancha cega. Os resultados indicaram também que o completamento perceptivo na mancha cega não distorce a percepção de tamanho e que em algumas excentricidades em que a barra padrão foi apresentada no hemicampo esquerdo evidencia-se uma assimetria lateral na comparação de tamanhos. No experimento III, o mapeamento da mancha cega do olho direito e as comparações das barras verticais foram realizados em condição dicótica. As barras foram apresentadas aos pares e seqüencialmente, expostas por 100 ms cada e com um intervalo de 200 ms entre suas apresentações. Elas foram apresentadas em cinco excentricidades no hemicampo direito de cada olho, similar ao Experimento II, de maneira que as comparações de tamanho envolvessem somente o hemisfério cerebral esquerdo. Os resultados indicaram também que o completamento perceptivo na mancha cega não distorce o tamanho percebido. Os três experimentos sugerem que existe assimetria ao se comparar tamanhos, embora tênue, quando se envolvem ambos hemisférios cerebrais e que a explicação associativa proposta por Trypathy et al. (1995) é a alternativa que melhor explica o completamento perceptivo na mancha cega. / Three experiments were carried out to investigate whether the filling-in in the blind spot can distort perceived size. In these experiments, the method of constant stimuli was applied to map the blind spot of the right eye; the lengths of the bars could never intercept the blind spot, intercept it partially or intercept it totally; and the PEST method was applied to determine the point of subjective equality, and then, the constant error. In Experiment I, the lengths of two horizontal bars were compared at the level of fixation point of the right eye under monocular viewing conditions. These bars were presented simultaneously for 100, 300 or 400ms and they were located symmetrically to each other from the fixation point. Results suggested that the filling-in in the blind spot did not distort perceived length, and that there was lateral asymmetry in comparing bars which lengths do not intercept the blind spot. In Experiment II, two vertical bars were presented simultaneously also for 100, 300 or 400ms and symmetrically from the fixation point at five eccentricities in the visual hemifields of right eye in monocular viewing conditions. Bars at the farther and closest eccentricity never intercepted the blind spot, and the bars at intermediate eccentricities could intercept the central and peripheral regions of the blind spot. Results also indicated that the filling-in in the blind spot did not distort perceived size, and that there was lateral asymmetry in comparing size as the standard bar was at the left visual hemifield. In Experiment III, the blind spot of the right eye was mapped and length bar comparisons were done in dichotic conditions in such way that only the left brain was involved. Two vertical bars were presented at five eccentricities like in Experiment II, but they were presented sequentially for 200 ms with an interval of 400 ms between presentations. Results also indicated that the filling-in did not affect perceived size. These three experiments suggest that there is a weak lateral asymmetry in size comparisons due to the inter-hemispheric brain effect and that the associative explanation proposed by Trypathy et al. (1995) is the best alternative to explain the filling-in in the blind spot.

Em três experimentos realizou-se o mapeamento da mancha cega do olho direito para se investigar se o completamento perceptivo que ocorre nela distorce a percepção de tamanho de barras. Em todos os experimentos, o mapeamento da mancha cega foi realizada pelo método dos estímulos constantes; os tamanhos das barras podiam nunca interceptar a mancha cega, interceptá-la parcialmente ou interceptá-la por completo; e as barras eram apresentadas pelo método PEST para se determinar o ponto de igualdade subjetiva, e conseqüentemente, o erro constante. No Experimento I as barras eram horizontais e comparadas no nível do ponto de fixação em condição monocular com o olho direito. Elas eram apresentadas por 100, 300 ou 400 ms, aos pares, simultânea e simetricamente localizadas no hemicampo direito e esquerdo em relação ao ponto de fixação. Os resultados desse experimento indicaram uma assimetria lateral nas comparações de tamanho da barra menor e que o completamento perceptivo na mancha cega não distorce efetivamente o tamanho percebido. No Experimento II as barras eram verticais e podiam ser apresentadas também por 100, 300 ou 400 ms, aos pares, simultânea e simetricamente em relação ao ponto de fixação em cinco excentricidades nos hemicampos do olho direito em condição monocular. As barras nas excentricidades menor e maior não interceptavam a mancha cega e as barras de tamanhos maior e intermediário nas excentricidades intermediárias incidiam nas regiões periféricas e central da mancha cega. Os resultados indicaram também que o completamento perceptivo na mancha cega não distorce a percepção de tamanho e que em algumas excentricidades em que a barra padrão foi apresentada no hemicampo esquerdo evidencia-se uma assimetria lateral na comparação de tamanhos. No experimento III, o mapeamento da mancha cega do olho direito e as comparações das barras verticais foram realizados em condição dicótica. As barras foram apresentadas aos pares e seqüencialmente, expostas por 100 ms cada e com um intervalo de 200 ms entre suas apresentações. Elas foram apresentadas em cinco excentricidades no hemicampo direito de cada olho, similar ao Experimento II, de maneira que as comparações de tamanho envolvessem somente o hemisfério cerebral esquerdo. Os resultados indicaram também que o completamento perceptivo na mancha cega não distorce o tamanho percebido. Os três experimentos sugerem que existe assimetria ao se comparar tamanhos, embora tênue, quando se envolvem ambos hemisférios cerebrais e que a explicação associativa proposta por Trypathy et al. (1995) é a alternativa que melhor explica o completamento perceptivo na mancha cega. / Three experiments were carried out to investigate whether the filling-in in the blind spot can distort perceived size. In these experiments, the method of constant stimuli was applied to map the blind spot of the right eye; the lengths of the bars could never intercept the blind spot, intercept it partially or intercept it totally; and the PEST method was applied to determine the point of subjective equality, and then, the constant error. In Experiment I, the lengths of two horizontal bars were compared at the level of fixation point of the right eye under monocular viewing conditions. These bars were presented simultaneously for 100, 300 or 400ms and they were located symmetrically to each other from the fixation point. Results suggested that the filling-in in the blind spot did not distort perceived length, and that there was lateral asymmetry in comparing bars which lengths do not intercept the blind spot. In Experiment II, two vertical bars were presented simultaneously also for 100, 300 or 400ms and symmetrically from the fixation point at five eccentricities in the visual hemifields of right eye in monocular viewing conditions. Bars at the farther and closest eccentricity never intercepted the blind spot, and the bars at intermediate eccentricities could intercept the central and peripheral regions of the blind spot. Results also indicated that the filling-in in the blind spot did not distort perceived size, and that there was lateral asymmetry in comparing size as the standard bar was at the left visual hemifield. In Experiment III, the blind spot of the right eye was mapped and length bar comparisons were done in dichotic conditions in such way that only the left brain was involved. Two vertical bars were presented at five eccentricities like in Experiment II, but they were presented sequentially for 200 ms with an interval of 400 ms between presentations. Results also indicated that the filling-in did not affect perceived size. These three experiments suggest that there is a weak lateral asymmetry in size comparisons due to the inter-hemispheric brain effect and that the associative explanation proposed by Trypathy et al. (1995) is the best alternative to explain the filling-in in the blind spot.

This report is a summary of the development of sensor integration for low-cost crash avoidance for over-land commercial trucks. The goal of the project was to build and test a system composed of low-cost commercially available sensors arranged on a truck trailer to monitor the environment around the truck. The system combines the data from each sensor to increase the reliability of the sensor using a probabilistic data fusion approach. A combination of ultrasonic and magnetoresistive sensors was used in this study. In addition, Radar and digital imaging were investigated as reference signals and possible candidates for additional sensor integration. However, the primary focus of this work is the integration of the ultrasonic and magnetoresistive sensors. During the investigation the individual sensors were evaluated for their use in the system. This included communication with vendors and lab and field testing. In addition, the sensors were modeled using an analytical mathematical model to help understand and predict the sensor behavior. Next, an algorithm was developed to fuse the data from the individual sensors. A probabilistic approach was used based on Bayesian filtering with a prediction-correction algorithm. Sensor fusion was implemented using joint a probability algorithm. The output of the system is a prediction of the likelihood of the presence of a vehicle in a given region near the host truck trailer. The algorithm was demonstrated on the fusion of an ultrasonic sensor and a magnetic sensor. Testing was conducted using both a light pickup truck and also with a class 8 truck. Various scenarios were evaluated to determine the system performance. These included vehicles passing the host truck from behind and the host truck passing vehicles. Also scenarios were included to test the system at distinguishing other vehicles from objects that are not vehicles such as sign posts, walls or railroads that could produce electronic signals similar to those of vehicles and confuse the system. The test results indicate that the system was successful at predicting the presence and absence of vehicles and also successful at eliminating false positives from objects that are not vehicles with overall accuracy ranging from 90 to 100% depending on the scenario. Some additional improvements in the performance are expected with future improvements in the algorithm discussed in the report. The report includes a discussion of the mapping of the algorithm output with the implementation of current and future safety and crash avoidance technologies based on the level of confidence of the algorithm output and the seriousness of the impending crash scenario. For example, irreversible countermeasures such as firing an airbag or engaging the brakes should only be initiated if the confidence of the signal is very high, while reversible countermeasures such as warnings to the driver or nearby vehicles can be initiated with a relatively lower confidence. The results indicate that the system shows good potential as a low cost alternative to competing systems which require multiple, high cost sensors. Truck fleet operators will likely adopt technology only if the costs are justified by reduced damage and insurance costs, therefore developing an effective crash avoidance system at a low cost is required for the technology to be adopted on a large scale.

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<p>Denna rapport är resultatet av ett examensarbete, på 20 högskolepoäng, som har utförts på Scania CV AB, Tekniskt centrum, Södertälje. Examensarbetet behandlar Side Blind Spot Detection och har resulterat i ett prototypsystem som detekterar objekt i döda vinklarna på sidorna av en lastbil. Systemet är ett aktivt säkerhetssystem som syftar till att förhindra olyckor och ge ökad trafiksäkerhet på vägarna. </p><p>Examensarbetet har varit tvådelat för att uppnå detta mål. Denna rapport behandlar främst val av sensorteknik för att upptäcka objekt i de döda vinklarna på sidan av en lastbil. Den behandlar också hårdvara till användargränssnittet samt installation av användargränssnittet och sensorerna i en lastbil. Den andra delen av examensarbetet har bestått av utformning av användargränssnittet och programmering av systemet. Detta kan läsas i rapporten "Side Blind Spot Detection - System och användargränssnitt" författad av Jenny Hedenberg och Hanna Torell, Chalmers Tekniska högskola, 2005. </p><p>I rapporten har sex olika sensortekniker studerats och utvärderats. De sex sensorteknikerna är ultraljud, passiv IR, lidar (aktiv IR), kamera, IR kamera och radar. Resultatet av utvärderingen visade att radar är den mest lämpade sensortekniken för den här typen av applikationer och det är därför radar används som sensor i prototypsystemet. </p><p>Systemet har tre olika lägen beroende på hur mycket information föraren önskar få när ett objekt befinner sig i döda vinkeln vilket styrs av en systemknapp. Föraren får informationen från användargränssnittet som består av två LED- displayer som är placerade i dörrkarmarna på vardera sida. Förutom att visa varningarna visuellt i LED-displayen används också ljud vid varning. Resultatet blev som förväntat och visar de funktioner som användargränssnittet har på ett bra sätt. Vad gäller resultatet av hela prototypsystemet så visar det att radar är ett bra val för denna applikation för att den klarar av de krav som ställs. Tester av systemet visar dock att den införskaffade radarn har begränsningar som försvårar filtreringen. Detta leder till att systemet inte är helt tillförlitligt eftersom systemet ibland missar objekt och ibland felvarnar för objekt som inte finns eller för objekt som inte är relevanta.</p>

Denna rapport är resultatet av ett examensarbete, på 20 högskolepoäng, som har utförts på Scania CV AB, Tekniskt centrum, Södertälje. Examensarbetet behandlar Side Blind Spot Detection och har resulterat i ett prototypsystem som detekterar objekt i döda vinklarna på sidorna av en lastbil. Systemet är ett aktivt säkerhetssystem som syftar till att förhindra olyckor och ge ökad trafiksäkerhet på vägarna. Examensarbetet har varit tvådelat för att uppnå detta mål. Denna rapport behandlar främst val av sensorteknik för att upptäcka objekt i de döda vinklarna på sidan av en lastbil. Den behandlar också hårdvara till användargränssnittet samt installation av användargränssnittet och sensorerna i en lastbil. Den andra delen av examensarbetet har bestått av utformning av användargränssnittet och programmering av systemet. Detta kan läsas i rapporten "Side Blind Spot Detection - System och användargränssnitt" författad av Jenny Hedenberg och Hanna Torell, Chalmers Tekniska högskola, 2005. I rapporten har sex olika sensortekniker studerats och utvärderats. De sex sensorteknikerna är ultraljud, passiv IR, lidar (aktiv IR), kamera, IR kamera och radar. Resultatet av utvärderingen visade att radar är den mest lämpade sensortekniken för den här typen av applikationer och det är därför radar används som sensor i prototypsystemet. Systemet har tre olika lägen beroende på hur mycket information föraren önskar få när ett objekt befinner sig i döda vinkeln vilket styrs av en systemknapp. Föraren får informationen från användargränssnittet som består av två LED- displayer som är placerade i dörrkarmarna på vardera sida. Förutom att visa varningarna visuellt i LED-displayen används också ljud vid varning. Resultatet blev som förväntat och visar de funktioner som användargränssnittet har på ett bra sätt. Vad gäller resultatet av hela prototypsystemet så visar det att radar är ett bra val för denna applikation för att den klarar av de krav som ställs. Tester av systemet visar dock att den införskaffade radarn har begränsningar som försvårar filtreringen. Detta leder till att systemet inte är helt tillförlitligt eftersom systemet ibland missar objekt och ibland felvarnar för objekt som inte finns eller för objekt som inte är relevanta.

Driving safety is the major issue not only for the drivers, but also for the government. The happening rate of traffic accidents is the critical benchmark of traffic improvement for the Ministry of Communications. Even the government officials constantly urge the drivers not to drunk driving, or over speed driving, the happening rate still cannot be decreased largely. Most of accidents are made by the careless or ignorant driving habits. With the evolution of driving safety technology, the driving assistance system helps drivers to avoid the collision and lower the happening rate of accidents. Among these driving safety technologies, collision detection system is well-known one. It can detect not only any object around the vehicle, but also notify the drivers to stop passively or stop the vehicle actively. One major function of the collision detection system is used to eliminate the blind spots for the drivers. Some blind spots are generated by the rigid structure of vehicle which is designed to protect the inside passengers and not allowed to change. Fortunately, with the evolution of Augmented Reality and the lower manufacturing cost of video equipment, Driving Lens is targeted to eliminate the blind spots for the drivers. Currently, there are still some limitations about the existing products such as the around view monitor or rear view monitor. In order to improve the driving safety and enhance the driving experience, Driving Lens will offer different customized solutions for the driver such as 180 degree front view without the blind spots behind the pillars, and these solutions won’t be limited by the specific auto brand or vehicle model.

Analysis of the field of view from commercial vehicles is very important issue. Because driver’s field of view is main part of active safety. When some traffic accident happens, it must be investigated. The question is, was the driver able to see that object? It’s very different and important if driver didn’t see that object or couldn’t see it. In the thesis are described norms which contains information about driver’s position on driving seat and position his eyes, information about differences between binocular and ambinocular field of view. In the thesis are regulations about rearview and rearview mirrors. The thesis contains elements of vehicle equipment for improvement field of view. The thesis is about possibilities, how measure the field of view from commercial vehicles. The thesis contains few methods for measurements driver’s field of view and theirs results. Objective of the thesis is to take experiences from measured tests and use them for invention and description own method of measuring driver’s field of view from commercial vehicles, which leads to improvement. Then use the method for measurements and comparations few commercial vehicles. Which are dimensionally more bigger and have bigger blind spots than personal vehicles.