Five-axis CNC milling machine tools bring great facility to produce complex workpieces with increased dimensional accuracy and better surface quality in shorter machining times. However, kinematics of five-axis machine tools has a complex form which makes it difficult to operate these machine tools properly. The difficulty arises from the complexity of NC-Code generation and tool path verification. Collision of machine tool or setup components with each other is a severe problem in five-axis machining operations and usually results from inadequate postprocessors or insufficient collision checking due to absence of well-prepared simulation and verification programs. Five-axis CNC machine tool owners may get rid of this problem by purchasing commercial postprocessors, simulation and verification programs. However, these programs are expensive and small and medium enterprises (SME&rsquo / s) usually cannot afford the costs of these programs. In the related libraries of commercial programs, there is great number of CNC machine tools, which is generally unnecessary for SME&rsquo / s. An alternative to overcome this problem is to develop particular program, which is capable of postprocessing, simulating and verifying milling operations, for each certain five-axis CNC machine tool. In this study, a software named &ldquo / Manus 1.0&rdquo / , which performs postprocessing and simulation processes, has been developed for the high speed &ldquo / Mazak Variaxis 630-5X&rdquo / CNC five-axis machine tool, located in METU-BILTIR Center. Moreover, tool path verification algorithms have been developed to detect collisions. The software has been written in Borland C++ Builder5.0. The developed program has been tested in sample milling operations and satisfactory results have been achieved.

In the driving task, vision, hearing, and the haptic senses are all used by the driver to gather required information. Future Intelligent Transportation Systems components are likely to further increase the volume of information available to or required by the driver, particularly in the case of commercial vehicle operators. The use of alternate modalities to present in-vehicle information is a possible solution to the potential overload of the visual channel. Auditory icons have been shown to improve operator performance and decrease learning and response times, not only in industrial applications, but also as emergency braking warnings. The use of auditory icons in commercial truck cabs has the potential to increase the number of auditory displays that can be distinguished and understood by commercial vehicle operators, and this experiment sought to determine the utility of auditory icons in that situation. Nine auditory icons were evaluated by commercial vehicle operators as they drove an experimental vehicle over public roads. A comparison of the data collected in the truck-cab environment to data collected in a laboratory study on the same auditory icons revealed some differences in the perceived meaning, perceived urgency, and association with the auditory icons' intended meanings between the two conditions. The presence of these differences indicates that driver evaluations of auditory icons can be affected by the environment, and testing should therefore be conducted in a situation that approximates the end-user environment as closely as possible. A comparison of the drivers' brake response times across the three warning conditions (no warning, auditory icon, and soft braking) was also conducted on a closed, secure handling course. Dependent measures included overall brake reaction time and its components, steering response time, time to initial driver action, and categorical measures of driver responses (steering, swerving, braking, and stopping). The results indicated numerically shorter mean response times (on the order of 0.5 seconds for Total Brake Response Time) for the two conditions with warnings, but the differences were not statistically significant. The most likely reason for this lack of significance is the extreme between-subject variability in response times in the no warning condition. An analysis of the response time variance across the three conditions did indicate significantly less variability in operator responses in the two warning conditions. Two of the five dependent measures (Brake Pedal Contact Time and Total Brake Response Time) exhibited significantly reduced variance in the auditory icon warning condition compared to the no warning condition. The soft braking warning condition exhibited significantly reduced variance for four of the dependent measures (Accelerator Reaction Time, Brake Pedal Contact Time, Total Brake Response Time, and First Reaction Time). These results indicate that a soft braking stimulus like that used in this study could potentially prove to be a more effective emergency braking warning than simple auditory warnings alone. / Master of Science

By means of car2x communication technologies (car2x) driver warnings can be presented to drivers quite early. However, due to their early timing they could be misunderstood by drivers, distract or even disturb them. These problems arise if, at the moment of the warning, the safety–critical situation is not yet perceivable or critical. In order to examine, when drivers want to receive early warnings as a function of the situation criticality, a driving simulator study was conducted using the two early warning stages of a multi stage collision warning system (first stage: informing the driver; second stage: prewarning the driver). The optimum timing to activate these two early warning stages was derived by examining the drivers’ evaluation of these timings concerning their appropriateness and usefulness. As situational variation, drivers traveling at about 100 km/h were confronted with slow moving traffic either driving at 25 km/h or 50 km/h at the end of a rural road. In total, 24 participants were tested in a within-subjects design (12 female, 12 male; M = 26.6 years, SD = 7.2 years). For both stages, drivers preferred an earlier timing when approaching slow moving traffic traveling at 25 km/h (first stage: 447 m, second stage: 249 m ahead of the lead vehicle) compared to 50 km/h (first stage: 338 m, second stage: 186 m ahead of the lead vehicle). The drivers’ usefulness rating also varied with the timing, spanning a range of 8 s for driver-accepted timing variations and showed correspondence to the drivers’ appropriateness ratings. Based on these results and those of a previous study, a timing function for each of the two early warning stages depending on the speed difference between the safety–critical object and the host vehicle is presented. Indirectly, similar adaptations are already implemented in current collision warning systems, which use the time-to-collision to give drivers acute warnings in a later stage, when an immediate reaction of the driver may still prevent a collision. However, this study showed that drivers also favor this kind of adaptation for earlier warning stages (information and prewarning). Thus, adapting the timing according to the drivers’ preferences will contribute to a better acceptance of these collision warning systems.

This thesis work aims at performing a survey of those technologies generally called DriverAssistance Systems (DAS). This thesis work focuses on gathering information in terms ofaccident statistics, sensors and functions and analyzing this information and shall thruaccessible information match functions with accidents, functions with sensors etc.This analysis, based on accidents in United States and Sweden during the period 1998 – 2002and two truck accident studies, shows that of all accidents with fatalities or sever injuriesinvolving a heavy truck almost half are the result of a frontal impact. About one fourth of theaccidents are caused by side impact, whereas single vehicle and rear impact collisions causesaround 14 % each. Of these, about one fourth is collision with unprotected (motorcycles,mopeds, bicycles, and pedestrians) whereas around 60 % are collision with other vehicles.More than 90 % of all accidents are partly the result of driver error and about 75 % aredirectly the result of driver error. Hence there exist a great opportunity to reduce the numberof accidents by introducing DAS.In this work, an analysis of DAS shows that six of the systems discussed today have thepotential to prevent 40 – 50 % of these accidents, whereas 20 – 40 % are estimated to actuallyhaving the chance to be prevented.One of these DAS, automatic emergency brake (AEB), has been analyzed in more detail.Decision models for an emergency brake capable to mitigate rear-end accidents has beendesigned and evaluated. The results show that this model has high capabilities to mitigatecollisions.

No description available.

Active safety systems that warn automobile drivers of various types of impending collisions have been developed. How these systems alert drivers when integrated, however, is a crucial component to their effectiveness that hinges on the consideration of human factors. Drivers' ability to comprehend multiple alerts presented through a haptic driver seat was investigated in this dissertation. Twenty-four participants, balanced for age and gender, drove an instrumented vehicle on a test-track while haptic alerts (vibrations in the driver seat) were generated. Drivers' ability to transmit the information conveyed by the alerts was investigated through two experiments. The first experiment investigated the effects of increasing the number of potential alerts on drivers' response performance. The second experiment investigated whether presenting haptic alerts through unique versus common locations in the driver seat affects drivers' response performance. Younger drivers (between the ages of 18 and 25 years old) were found to efficiently process the increased information contained in the alerts, while older drivers were not as efficient. However, it is foreseeable that older driver performance decrements may be assuaged when a crash context is provided. A third experiment evaluated the haptic driver seat's ability to alert distracted drivers to an actual crash threat. Drivers that received a haptic seat alert returned their gaze to the forward roadway sooner, removed their foot from the throttle sooner, pressed the brake pedal sooner, and stopped farther away from an inflatable barricade than drivers that did not receive a haptic seat alert. No age or gender effects were found in this experiment. Furthermore, half of the drivers that received the haptic seat alert lifted up on the throttle before returning their eyes to the forward roadway. This suggests these drivers developed an automatic response to the haptic seat alerts through their experience with the previous two experiments. A three-alert haptic seat approach, the intermediate alternative tested, is recommended providing specific design requirements are met. / Ph. D.

La réalité augmentée (Augmented Reality ou AR) peut potentiellement changer significativement l’expérience utilisateur. Au contraire les applications sur Smartphone ou tablette, les technologies d’affichage tête haute (Head Up Display ouHUD) aujourd’hui sont capables de projeter localement sur une zone du pare-brise ou globalement sur tout le pare-brise. Le conducteur peut alors percevoir l’information directement dans son champ de vision. Ce ne sont pas que les informations basiques comme vitesse ou navigation, le système peut aussi afficher des aides, des indicateurs qui guident l’attention du conducteur vers les dangers possibles. Il existe alors un chalenge scientifique qui est de concevoir des visualisations d’interactions qui s’adaptent en fonction de l’observation de la scène mais aussi en fonction de l’observation du conducteur. Dans le contexte des systèmes d’alerte de collision avec les piétons (Pedestrian Collision Warning System ou PCWS), l’efficacité de la détection du piéton a atteint un niveau élevé grâce à la technologie de vision. Pourtant, les systèmes d’alerte ne s’adaptent pas au conducteur et à la situation, ils deviennent alors une source de distraction et sont souvent négligés par le conducteur. Pour ces raisons, ce travail de thèse consiste à proposer un nouveau concept de PCWS avec l’AR (nommé the AR-PCW system). Premièrement, nous nous concentrons sur l’étude de la conscience de la situation (Situation Awareness ou SA) du conducteur lorsqu’il y a un piéton présent devant le véhicule. Nous proposons une approche expérimentale pour collecter les données qui représentent l’attention du conducteur vis-à-vis du piéton (Driver Awareness of Pedestrian ou DAP) et l’inattention du conducteur vis-à-vis de celui-ci (Driver Unawareness of Pedestrian ou DUP). Ensuite, les algorithmes basées sur les charactéristiques, les modèles d’apprentissage basés sur les modèles discriminants (ex, Support Vector Machine ou SVM) ou génératifs (Hidden Markov Model ou HMM) sont proposés pour estimer le DUP et le DAP. La décision de notre AR-PCW system est effectivement basée sur ce modèle. Deuxièmement, nous proposons les aides ARs pour améliorer le DAP après une étude de l’état de l’art sur les ARs dans le contexte de la conduite automobile. La boite englobante autour du piéton et le panneau d’alerte de danger sont utilisés. Finalement, nous étudions expérimentalement notre système AR-PCW en analysant les effets des aides AR sur le conducteur. Un simulateur de conduite est utilisé et la simulation d’une zone HUD dans la scène virtuelle sont proposés. Vingt-cinq conducteurs de 2 ans de permis de conduite ont participé à l’expérimentation. Les situations ambigües sont créées dans le scénario de conduite afin d’analyser le DAP. Le conducteur doit suivre un véhicule et les piétons apparaissent à différents moments. L’effet des aides AR sur le conducteur est analysé à travers ses performances à réaliser la tâche de poursuite et ses réactions qui engendrent le DAP. Les résultats objectifs et subjectifs montrent que les aides AR sont capables d’améliorer le DAP défini en trois niveaux : perception, vigilance et anticipation. Ce travail de thèse a été financé sur une bourse ministère et a été réalisé dans le cadre des projets FUI18 SERA et Labex MS2T qui sont financé par le Gouvernement Français, à travers le programme « Investissement pour l’avenir » géré par le ANR (Référence ANR-11-IDEX-0004-02). / Augmented reality (AR) can potentially change the driver’s user experience in significant ways. In contrast of the AR applications on smart phones or tablets, the Head-Up-Displays (HUD) technology based on a part or all wind-shield project information directly into the field of vision, so the driver does not have to look down at the instrument which maybe causes to the time-critical event misses. Until now, the HUD designers try to show not only basic information such as speed and navigation commands but also the aids and the annotations that help the driver to see potential dangers. However, what should be displayed and when it has to be displayed are still always the questions in critical driving context. In another context, the pedestrian safety becomes a serious society problem when half of traffic accidents around the world are among pedestrians and cyclists. Several advanced Pedestrian Collision Warning Systems (PCWS) have been proposed to detect pedestrians using the on-board sensors and to inform the driver of their presences. However, most of these systems do not adapt to the driver’s state and can become extremely distracting and annoying when they detect pedestrian. For those reasons, this thesis focuses on proposing a new concept for the PCWS using AR (so called the AR-PCW system). Firstly, for the «When» question, the display decision has to take into account the driver’s states and the critical situations. Therefore, we investigate the modelisation of the driver’s awareness of a pedestrian (DAP) and the driver’s unawareness of a pedestrian (DUP). In order to do that, an experimental approach is proposed to observe and to collect the driving data that present the DAP and the DUP. Then, the feature-based algorithms, the data-driven models based on the discriminative models (e.g. Support Vector Machine) or the generative models (e.g. Hidden Markov Model) are proposed to recognize the DAP and the DUP. Secondly, for the «What» question, our proposition is inspired by the state-of-the-art on the AR in the driving context. The dynamic bounding-box surrounding the pedestrian and the static danger panel are used as the visual aids. Finally, in this thesis, we study experimentally the benefits and the costs of the proposed AR-PCW system and the effects of the aids on the driver. A fixed-based driving simulator is used. A limited display zone on screen is proposed to simulate the HUD. Twenty five healthy middle-aged licensed drivers in ambiguous driving scenarios are explored. Indeed, the heading-car following is used as the main driving task whereas twenty three pedestrians appear in the circuit at different moment and with different behaviors. The car-follow task performance and the awareness of pedestrian are then accessed through the driver actions. The objective results as well as the subjective results show that the visual aids can enhance the driver’s awareness of a pedestrian which is defined with three levels: perception, vigilance and anticipation. This work has been funded by a Ministry scholarship and was carried out in the framework of the FUI18 SERA project, and the Labex MS2T which is funded by the French Government, through the program ”Investments for the future” managed by the National Agency for Research (Reference ANR-11-IDEX-0004-02).

Récemment, dans la recherche automobile et dans le domaine des transports intelligents,plusieurs projets intéressants ont été menés afin de diminuer le nombre d’accidents. Lors du développement de ces projets, de nouveaux systèmes d’aide à la conduite ont été proposés,comme les systèmes de prévention de collision, d’aide à la vision de nuit et à la navigation.Ces études ont permis de proposer de nouvelles perspectives telles que les systèmes d’aide à la conduite coopératifs, en utilisant la communication entre les véhicules ou entre les véhicules et l’infrastructure basée sur les réseaux VANETs. Pour évaluer l’impact de systèmes ADAS sur l’amélioration de la sécurité routière et la réaction du conducteur, il est indispensable d’utiliser des outils flexibles et efficaces. Des métriques intéressantes sont ainsi proposées dans le but de tester la performance de ces systèmes. La plateforme LaRA qui est équipée de plusieurs capteurs et d’un système d’acquisition en temps réel nous a fourni une base de données réelles de position et de vitesse. Ces données sont traitées et analysées afin de calculer les métriques de performances tels que : la distance entre véhicules et le temps à collision. Nous avons proposé dans cette thèse une nouvelle méthodologie de développement pour le prototypage de systèmes ADAS. Cette méthodologie dédiée aux systèmes ADAS coopératifs, combine les données de plusieurs modules tels que : le module de vision, le module de communication V2V et le module de géo-localisation GPS. Un des problèmes majeurs des systèmes ADAS communicants concerne la qualité et la robustesse de la communication. Elle est fonction d’un grand nombre de paramètres qu’il faut modéliser pour pouvoir évaluer la fiabilité du système d’aide à la conduite.Nous proposons ainsi, un système de prototypage basé sur le principe de la réalité augmentée,dans lequel nous pouvons rejouer des données réelles et modifier des paramètres de l’environnement de communication. Nous avons mis en œuvre notre méthodologie avec la réalisation d’un système d’alerte coopératif entre les véhicules. Les données du système de géolocalisation GPS et les protocoles de routage ont été des éléments primordiaux pour la simulation du modèleV2V sous le simulateur ns-2. L’étape de la simulation du protocole avec les données réelles a été suivie par l’intégration des résultats de simulations dans le nouveau prototype développé sous RTMaps. La mise en œuvre du système d’alerte a permis d’estimer le nombre de pré-collisions détectées dans les deux situations réelle et simulée. L’écart entre ces deux dernières a été étudié et analysé pour plusieurs scénarios qui correspondent aux différentes situations routières. / During the last recent years, ADAS systems such as collision warning, tracking, night vision and navigation systems have been developed. The development of these systems has witness eda growing importance, as they are expected to help improving both road safety and traffic efficiency. More over, they have an ability to enhance the communication between the road infrastructure and the vehicle or between vehicles for safer and efficient transportation services such as : embedded advance collision, collision avoidance and automatic control. In addition,given the rapidly increasing interest in wireless communications, cooperative ADAS define anew framework of autonomous inter vehicular communication which operates on the assumption that such vehicles consist of a multitude of coordinated advanced sensory technologies.Sensors acquire real-time data about road conditions to help the driver respond effectively by sending appropriate messages between vehicles. In addition, these data help to assess the performance of ADAS in the context of improving driver behavior. It is necessary to set some main metrics such as inter-vehicle distance, driver reaction time and time to collision. The messages are transmitted to drivers using vehicular Ad-hoc networks (VANETs) which are a specific type of Mobile Ad-hoc Networks hold the promise to contribute to safe and more efficient roadways.In this thesis we proposed a new methodology of development to prototype ADAS. This methodology dedicated to cooperative ADAS drove us to implement a new simulated frameworkof prototyping system. This framework combines the data from three models : Geo-localizationGPS, vision and V2V communication towards an application of anti-collision warning system. A major problem in communicating ADAS systems is the quality and robustness of the communication.It depends on a large number of parameters that must be modeled to assess there liability of these systems. We developed a new prototyping system based on the principle ofaugmenting the reality in which we can replay actual data and change settings of communication environment. The GPS data and routing protocols were crucial elements for V2V model simulation into ns-2 simulator. We have performed real tests on the experimental prototyping platform LaRA. Multiple results are presented to show up the constancy of the method and the performance efficiency of real-time multi sensors in an integrated framework for collision avoidance applications. Results of this research have shown that IVCs simulations system provides enhanced data for the verification of features of new ADAS. The results of routing protocols simulation with real-time location data are integrated in the new developed prototype. The implementation of the system warning was used to estimate the number of pre-collisions detected in both real and simulated situations. The difference between these two situations was studied and analyzed for several scenarios corresponding to different road situations.

No description available.

Technology pervades our daily living, and is increasingly integrated into the vehicle – directly affecting driving. On the one hand technology such as cell phones provoke driver distraction and inattention, whereas, on the other hand, Advanced Driver Assistance Systems (ADAS) support the driver in the driving task. The question is, can a driver successfully adapt to the ever growing technological advancements? Thus, this thesis aimed at improving safe driver behaviour by understanding the underlying psychological mechanisms that influence behavioural change. Previous research on ADAS and human attention was reviewed in the context of driver behavioural adaptation. Empirical data from multiple data sources such as driving performance data, visual behaviour data, video footage, and subjective data were analyzed to evaluate two ADAS (a brake-capacity forward collision warning system, B-FCW, and a Visual Distraction Alert System, VDA-System). Results from a field operational test (EuroFOT) showed that brake-capacity forward collision warnings lead to immediate attention allocation toward the roadway and drivers hit the brake, yet change their initial response later on by directing their eyes toward the warning source in the instrument cluster. A similar phenomenon of drivers changing initial behaviour was found in a driving simulator study assessing a Visual Distraction Alert System. Analysis showed that a Visual Distraction Alert System successfully assists drivers in redirecting attention to the relevant aspects of the driving task and significantly improves driving performance. The effects are discussed with regard to behavioural adaptation, calibration and system acceptance. Based on these findings a novel assessment for human-machine-interaction (HMI) of ADAS was introduced. Based on the contribution of this thesis and previous best-practices, a holistic safety management model on accident prevention strategies (before, during and after driving) was developed. The DO-IT BEST Feedback Model is a comprehensive feedback strategy including driver feedback at various time scales and therefore is expected to provide an added benefit for distraction and inattention prevention. The central contributions of this work are to advance research in the field of traffic psychology in the context of attention allocation strategies, and to improve the ability to design future safety systems with the human factor in focus. The thesis consists of the introduction of the conducted research, six publications in full text and a comprehensive conclusion of the publications. In brief this thesis intends to improve safe driver behaviour by understanding the underlying psychological mechanisms that influence behavioral change, thereby resulting in more attention allocation to the forward roadway, and improved vehicle control. / Technologie durchdringt unser tägliches Leben und ist zunehmend integriert in Fahrzeuge – das Resultat sind veränderte Anforderungen an Fahrzeugführer. Einerseits besteht die Gefahr, dass er durch die Bedienung innovativer Technologien (z.B. Mobiltelefone) unachtsam wird und visuell abgelenkt ist, andererseits kann die Nutzung von Fahrerassistenzsystemen die den Fahrer bei der Fahraufgabe unterstützten einen wertvollen Beitrag zur Fahrsicherheit bieten. Die steigende Aktualität beider Problematiken wirft die Frage auf: "Kann der Fahrer sich erfolgreich dem ständig wachsenden technologischen Fortschritt anpassen?" Das Ziel der vorliegenden Arbeit ist der Erkenntnisgewinn zur Verbesserung des Fahrverhaltens indem der Verhaltensänderungen zugrunde liegende psychologische Mechanismen untersucht werden. Eine Vielzahl an Literatur zu Fahrerassistenzsystemen und Aufmerksamkeitsverteilung wurde vor dem Hintergrund von Verhaltensanpassung der Fahrer recherchiert. Daten mehrerer empirischer Quellen, z. B. Fahrverhalten, Blickbewegungen, Videomitschnitte und subjektive Daten dienten zur Datenauswertung zweier Fahrerassistenzsysteme. Im Rahmen einer Feldstudie zeigte sich, dass Bremskapazitäts-Kollisionswarnungen zur sofortigen visuellen Aufmerksamkeitsverteilung zur Fahrbahn und zum Bremsen führen, Fahrer allerdings ihre Reaktion anpassen indem sie zur Warnanzeige im Kombinationsinstrument schauen. Ein anderes Phänomen der Verhaltensanpassung wurde in einer Fahrsimulatorstudie zur Untersuchung eines Ablenkungswarnsystems, das dabei hilft die Blicke von Autofahrern stets auf die Straße zu lenken, gefunden. Diese Ergebnisse weisen nach, dass solch ein System unterstützt achtsamer zu sein und sicherer zu fahren. Die vorliegenden Befunde wurden im Zusammenhang zu Vorbefunden zur Verhaltensanpassung zu Fahrerassistenzsystemen, Fahrerkalibrierung und Akzeptanz von Technik diskutiert. Basierend auf den gewonnenen Erkenntnissen wurde ein neues Vorgehen zur Untersuchung von Mensch- Maschine-Interaktion eingeführt. Aufbauend auf den Resultaten der vorliegenden Arbeit wurde ein ganzheitliches Modell zur Fahrsicherheit und -management, das DO-IT BEST Feedback Modell, entwickelt. Das Modell bezieht sich auf multitemporale Fahrer-Feedbackstrategien und soll somit einen entscheidenen Beitrag zur Verkehrssicherheit und dem Umgang mit Fahrerunaufmerksamkeit leisten. Die zentralen Beiträge dieser Arbeit sind die Gewinnung neuer Erkenntnisse in den Bereichen der Angewandten Psychologie und der Verkehrspsychologie in den Kontexten der Aufmerksamkeitsverteilung und der Verbesserung der Gestaltung von Fahrerassistenzsystemen fokusierend auf den Bediener. Die Dissertation besteht aus einem Einleitungsteil, drei empirischen Beiträgen sowie drei Buchkapiteln und einer abschliessenden Zusammenfassung.