Zugl.: München, Techn. Univ., Diss., 2009

No description available.

Thesis (M.S.)--Ohio University, August, 2002. / Title from PDF t.p.

Techn. Universiẗat, Diss., 2004--Darmstadt.

Dissertation (Ph.D.) - Simon Fraser University, 2006. / Theses (School of Kinesiology) / Simon Fraser University. Includes bibliographical references. Also issued in digital format and available on the World Wide Web.

ITC/USA 2013 Conference Proceedings / The Forty-Ninth Annual International Telemetering Conference and Technical Exhibition / October 21-24, 2013 / Bally's Hotel & Convention Center, Las Vegas, NV / Images frames have always been used as information source for the Flight Test Campaigns (FTC). During the flight tests, the images displayed on the Head-Up Display (HUD) could be stored for later analysis. HUD images presents aircraft data provided by its avionics system. For a simplified Flight Test Instrumentation (FTI), where data accuracy is not a big issue, HUD images could become the primary information source. However in this case data analysis is executed manually, frame by frame for information extraction (e.g. Aircraft position parameters: Latitude; Longitude and Altitude). In approximately one hour of flight test about 36,000 frames are generated using standard-definition television format, therefore data extraction becomes complex, time consuming and prone to failures. To improve efficiency and effectiveness for this FTC, the Instituto de Pesquisas e Ensaios em Voo (IPEV - Flight Test and Research Institute) with Instituto Tecnológico de Aeronáutica (ITA - Aeronautical Technology Institute) developed an image processing application with pattern recognition using the correlation process to extract information from different positions on the images of the HUD. Preliminary test and evaluation carried out by 2012 using HUD images of the jet fighter EMBRAER A1. The test results demonstrate satisfactory performance for this tool.

Bachelor-Arbeit Univ. St. Gallen, 2008.

The number of automated features in surface vehicles are increasing as new vehicles are released each year. Some of these features allow drivers to temporarily take their attention off-road and en-gage in other tasks. However, there are times when it is important for drivers to immediately take control of the vehicle, if required. To safely take control, drivers must understand what is required of them and have situation awareness (SA) to understand important changes or factors within the environment around them. We can present drivers with needed takeover information using a head-up display (HUD), keeping the driver's eyes on the road. However, drivers operating conditionally automated vehicles on various roadways, such as highways and urban arterial roads, require differ-ent information to be conveyed to them as they drive due to inherent differences in roadway and obstacle features within the driving scene, such as the addition of vulnerable road users on urban arterial roads. This work aimed to (1) investigate impacts of novel HUDs on driver situation awareness during takeover on a highway, (2) identify system design criteria to fulfill driver's needs during takeover on an urban arterial road, and, (3) examine the effects of HUDs on driver situation awareness during takeover on an urban arterial road. We investigated these goals by collecting em-pirical data for takeover performance metrics, self-reported situation awareness, participant prefer-ences, and expert's opinions. From our studies we conclude that HUDs can increase aspects of takeover performance on high-ways, with participants demonstrating lower response times and higher time to collision metrics. We did not find significant impacts of HUDs on driver situation awareness on highways. Results from our semistructed interviews indicated that experts felt systems should communicate the need for driver attention to relevant information, communicate obstacle information, and provide information using a variety of driver senses. HUDs can also increase driver situation awareness during takeover on an urban arterial road and support improved takeover performance. This work allowed us to identify potential use cases and design criteria for new designs of novel HUDs to deliver important information during takeover. / Doctor of Philosophy / More features that take some of the tasks of vehicle operation off drivers are being released with every new model year of vehicle. Currently, these features still require drivers to maintain attention to the road and, in some cases, immediately take control of the vehicle, called takeover. However, research has not identified how best to communicate the need for takeover on all types of roads. Research has utilized a head-up display (HUD) to present vehicle information, communicate navigation, and highlight objects around the world to drivers while keeping driver's eyes on road. Keeping driver's eyes on road allows drivers to maintain situation awareness (SA) where they would perceive, understand, and react to changes in the driving scene. Currently, we can convey information to drivers both using traditional head-down displays (HDDs) in the instrument cluster and some vehicles are equipped with HUDs that can deliver in-formation within driver's field of view. This work aimed to first understand how takeover request delivered via HUD affect takeover performance and drivers' situation awareness on highways compared to HDDs. Next, we investigated expert's opinions on driver needs from the automated system during takeover on urban arterial roads to develop design criteria for new types of takeover requests. Finally, we took the design criteria to develop, test, and compare driver's takeover performance and situation awareness in new takeover requests delivered by HDDs and HUDs. HUDs may be useful in presenting information to drivers during takeover. Results support that on highways, HUDs are beneficial for increasing safer driver responses, where they responded quick-er and kept a greater distance to an object in the road in front of them. From design criteria identified by experts, we designed alerts that directed driver's attention to bicyclists, pedestrians, and vehicles crossing the path of their vehicle. After testing the alerts, results indicated that drivers had higher levels of situation awareness and performance metrics during takeover on urban arterial roads. Though HUDs show promise in increasing driver's takeover performance and situation awareness, we must take careful consideration into design of future HUDs to give appropriate and relevant information to drivers.

In this study, we investigated whether modifying augmented reality head-up display (AR HUD) graphics’ perceptual form influences spatial learning of the environment. We employed a 2x2 between-subjects design in which twenty-four participants were counterbalanced by gender. We used a fixed base, medium-fidelity driving simulator at the COGENT lab at Virginia Tech. Two different navigation cues systems were compared: world-relative and screen-relative. The world-relative condition placed an artificial post sign at the corner of an approaching intersection containing a real landmark. The screen-relative condition displayed turn directions using a screen-fixed traditional arrow located directly ahead of the participant on the right or left side on the HUD. We captured empirical data regarding changes in driving behaviors, glance behaviors, spatial knowledge acquisition (measured in terms of landmark and route knowledge), reported workload, and usability of the interface. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. Even though our initial assumption that the conformal AR HUD interface would draw drivers’ attention to a specific part of the display was correct, this type of interface was not helpful to increase spatial knowledge acquisition. This finding contrasts a common perspective in the AR community that conformal, world-relative graphics are inherently more effective than screen-relative graphics. We suggest that simple, screen-fixed designs may indeed be effective in certain contexts. Finally, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers. We showed that the distribution of visual attention allocation was that the world-relative condition was typically associated with fewer glances in total, but glances of longer duration. / M.S. / As humans, we develop mental representations of our surroundings as we move through and learn about our environment. When navigating via car, developing robust mental representations (spatial knowledge) of the environment is crucial in situations where technology fails, or we need to find locations not included in a navigation system’s database. Over-reliance on traditional in-vehicle navigation devices has been shown to negatively impact our ability to navigate based on our own internal knowledge. Recently, the automotive industry has been developing new in-vehicle devices that have the potential to promote more active navigation and potentially enhance spatial knowledge acquisition. Vehicles with augmented reality (AR) graphics delivered via head-up displays (HUDs) present navigation information directly within drivers’ forward field of view, allowing drivers to gather information needed without looking away from the road. While this AR navigation technology is promising, the nuances of interface design and its impacts on drivers must be further understood before AR can be widely and safely incorporated into vehicles. In this work, we present a user study that examines how screen-relative and world-relative AR HUD interface designs affect drivers’ spatial knowledge acquisition. Results showed that both screen-relative and world-relative AR head-up display interfaces have similar impact on the levels of spatial knowledge acquired; suggesting that world-relative AR graphics may be used for navigation with no comparative reduction in spatial knowledge acquisition. However, eye-tracking analyses showed fundamental differences in the way participants visually interacted with different AR HUD interfaces; with conformal-graphics demanding more visual attention from drivers

Para avaliação da sincope neurocardiogênica, testes ativos e passivos de mudança postural são utilizados, e verificar o comportamento da musculatura e da oscilação do corpo pode auxiliar no melhor entendimento das respostas cardiovasculares e biomecânicas. O objetivo do presente estudo foi comparar protocolos ativo e passivo de mudança postural, padronizado de 15 minutos, associado a três manobras de Valsalva intervaladas, para os testes de mudança postural ativa, Acive Standing test (AS) e passiva, Head-Up Tilt test (HUT), utilizados no diagnóstico da síncope neurocardiogênica (SNC), em relação às mudanças nos valores de frequência cardíaca, pressão arterial sistólica e diastólica, atividade eletromiográfica dos músculos reto abdominal (RA), eretores da espinha (EE), tibial anterior (TA) e gastrocnêmio porção medial (GM) bilateral, em 23 mulheres saudáveis, além de analisar o deslocamento e velocidade média do centro de pressão do corpo sobre uma plataforma de força. Verificamos alterações com relevância estatística para todas variáveis ao longo dos testes, principalmente durante o período onde as manobras de Valsalva eram realizadas, sendo estas alterações maiores durante o teste ativo, além do centro de pressão do corpo demonstrar um maior deslocamento e velocidade de movimento durante o mesmo período. Concluímos que este protocolo proposto para os dois testes causa mudanças tanto cardiovasculares quanto biomecânicas, mas que foram mais evidentes no teste de mudança postural ativa. / To evaluate the neurocardiogenic syncope (NCS), active and passive postural change tests are used and verify the muscles and body oscilation behavior´s can be helpful to better understand the cardiovascular and biomechanics responses. The aim of the present study was compare a standard 15 minute tilt test protocol associated with three Valsalva maneuver during both Active Standing (AS) and passive Head-Up tilt test (HUT). These tests are used to diagnosis of neurocardiogenic syncope (NCS). We analysed the effects of orthostatic position in relation to changes in the values of heart rate, systolic and diastolic blood pressure, electromyographic activity of the rectus abdominis (RA), erector of spinae (ES), tibialis anterior (TA) and medial gastrocnemius (MG) bilateral in 23 healthy women, and analyze the displacement and average velocity of the body\'s center of pressure on a force platform. We found changes with statistical significance for all variables during the tests, especially around the period where the Valsalva maneuvers were performed, and these major changes occurred during the active test, beyond the center of body pressure what indicates a greater movement and speed of movement during the same period. We conclude that the proposed protocol for the two tests produce both cardiovascular and biomechanical changes and these alterations were more evident in active postural test.