Adaptive translational cueing motion algorithm using fuzzy based tilt coordination

Driving simulators have become useful research tools for the institution and laboratories which are studying in different fields of vehicular and transport design to increase road safety. Although classical washout filters are broadly used because of their short processing time, simplicity and ease of adjust, they have some disadvantages such as generation of wrong sensation of motions, false cue motions, and also their tuning process which is focused on the worst case situations leading to a poor usage of the workspace. The aim of this study is to propose a new motion cueing algorithm that can accurately transform vehicle specific force into simulator platform motions at high fidelity within the simulator’s physical limitations. This method is proposed to compensate wrong cueing motion caused by saturation of tilt coordination rate limit using an adaptive correcting signal based on added fuzzy logic into translational channel to minimize the human sensation error and exploit the platform more efficiently.

Optimisation of nonlinear motion cueing algorithm based on genetic algorithm

Motion cueing algorithms (MCAs) are playing a significant role in driving simulators, aiming to deliver the most accurate human sensation to the simulator drivers compared with a real vehicle driver, without exceeding the physical limitations of the simulator. This paper provides the optimisation design of an MCA for a vehicle simulator, in order to find the most suitable washout algorithm parameters, while respecting all motion platform physical limitations, and minimising human perception error between real and simulator driver. One of the main limitations of the classical washout filters is that it is attuned by the worst-case scenario tuning method. This is based on trial and error, and is effected by driving and programmers experience, making this the most significant obstacle to full motion platform utilisation. This leads to inflexibility of the structure, production of false cues and makes the resulting simulator fail to suit all circumstances. In addition, the classical method does not take minimisation of human perception error and physical constraints into account. Production of motion cues and the impact of different parameters of classical washout filters on motion cues remain inaccessible for designers for this reason. The aim of this paper is to provide an optimisation method for tuning the MCA parameters, based on nonlinear filtering and genetic algorithms. This is done by taking vestibular sensation error into account between real and simulated cases, as well as main dynamic limitations, tilt coordination and correlation coefficient. Three additional compensatory linear blocks are integrated into the MCA, to be tuned in order to modify the performance of the filters successfully. The proposed optimised MCA is implemented in MATLAB/Simulink software packages. The results generated using the proposed method show increased performance in terms of human sensation, reference shape tracking and exploiting the platform more efficiently without reaching the motion limitations.

Human perception-based washout filtering

 Through this research we have developed a new Motion Cueing Algorithm (MCA) based on Genetic Algorithm. This method accurately produces translational and rotational motions in a simulator platform with high fidelity and within the simulator’s physical limitations. The results show the superiority of the proposed MCA compared with previous methods.

Vehicle motion simulators, a key step towards road vehicle dynamics improvement

Real road vehicle tests are time consuming, laborious, and costly, and involve several safety concerns. Road vehicle motion simulators (RVMS) could assist with vehicle testing, and eliminate or reduce the difficulties traditionally associated with conducting vehicle tests. However, such simulators must exhibit a high level of fidelity and accuracy in order to provide realistic and reliable outcomes. In this paper, we review existing RVMS and discuss each of the major RVMS subsystems related to the research and development of vehicle dynamics. The possibility of utilising motion simulators to conduct ride and handling test scenarios is also investigated.

Driver behaviour prediction for motion simulators using changepoint segmentation

Driving phenomenon is a repetitive process, that permits sequential learning under identifying the proper change periods. Sequential filtering is widely used for tracking and prediction of state dynamics. However, it suffers at abrupt changes, which cause sudden incremental prediction error. We provide a sequential filtering approach using online Bayesian detection of change points to decrease prediction error generally, and specifically at abrupt changes. The approach learns from optimally detected segments for identifying driving behaviour. Change points detection is done by the Pruned Exact Linear Time algorithm. Computational cost of our approach is bounded by the cost of the implemented sequential filter. This computational performance is suitable to the online nature of motion simulator's delay reduction. The approach was tested on a simulated driving scenario using Vortex by CM Labs. The state dimensions are simulated 2D space coordinates, and velocity. Particle filter was used for online sequential filtering. Prediction results show that change-point detection improves the quality of state estimation compared to traditional sequential filters, and is more suitable for predicting behavioural activities.

The effects of the opioid pharmacotherapies methadone, LAAM and buprenorphine, alone and in combination with alcohol, on simulated driving

While methadone is currently the primary pharmacotherapy used in the treatment of heroin dependence in Australia, levo-alpha-acetyl-methodol (LAAM) and buprenorphine are new pharmacotherapies that are being examined as alternatives to methadone maintenance treatment. The aim of this research is to consider the effects of the methadone, buprenorphine and LAAM, as used in maintenance pharmacotherapy for heroin dependence, upon simulated driving. Clients stabilised in methadone, LAAM and buprenorphine treatment programs for 3 months, and a control group of non-drug-using participants, took part in this study which involved operating a driving simulator over a 75 min period.

Risky driving habits and motor vehicle driver injury

Risky driving is an important cause of motor vehicle injury, but there is a lack of good epidemiological data in this field, particularly data comparing risky driving in younger drivers to those of other age groups. We examined the relationship between risky driving habits, prior traffic convictions and motor vehicle injury using cross-sectional data amongst 21,893 individuals in New Zealand, including 8029 who were aged 16–24 years. Those who reported frequently racing a motor vehicle for excitement or driving at 20 km/h or more over the speed limit, and those who had received traffic convictions over the past 12 months, were between two and four times more likely to have been injured while driving over the same time period. Driving unlicensed was a risk factor for older but not younger drivers, and driving at 20 km/h or more above the speed limits was a stronger risk factor for younger (<25 years) than older drivers. These results confirm the need for interventions targeting risky driving and suggest that different strategies may be required for different high-risk groups.

Is the social agenda driving sustainable property development in Melbourne, Australia?

Purpose – Sustainable property development has increased in market share over the past two to three years globally and locally. This research aims to analyze the drivers and barriers to sustainable property development in Melbourne using the triple bottom line (TBL) theoretical framework. The TBL posits that sustainability has social, economic and environmental aspects to fulfil.

Design/methodology/approach – A questionnaire was sent out to 190 developers in Melbourne who promoted sustainable property development to ascertain their views about the drivers and barriers.

Findings – This research indicates that in the 2007 Melbourne market the drivers were social rather than economic. The data reveal that social reasons are considered more than economic arguments for incorporating sustainability into developments. The business case, or the economic drivers for sustainability alone do not convince developers.

Research limitations/implications – The questionnaire survey informed us about developers' views but not why they have these views. The sample was limited to Melbourne.

Practical implications – More developments are required for developers to become convinced of the benefits. The relatively low price of energy undermines the business case for sustainability in property here and needs to be fully costed.

Originality/value – This paper illustrates that whilst the theoretical framework cites three key areas for sustainability, the reality is that developers are currently driven by social and environmental factors primarily and the business case is not accepted by the majority of developers.

'Rushing behind the wheel' : investigating the prevalence of 'drug driving' among club and rave patrons in Melbourne, Australia

The paper reports the findings of survey research recently completed in Melbourne, Australia, among a sample of 455 club and rave festival patrons. This research aims to provide a clearer account of the prevalence of drug driving within such settings in Melbourne, as well as identifying relevant ‘predictors’ of this drug driving. Just under half of the sample (48%) indicated that they had driven a motor vehicle within four hours of consuming an illicit substance at least once in the past year; 22% of respondents reported driving while ‘knowingly intoxicated’ in the previous year. Fifteen percent reported such behaviour ‘several times’ or more in this time. Relatively permissive attitudes towards drug driving, coupled with higher than average prevalence of drug driving in one's peer group, were found to be significant predictors of drug driving. So too was the reported frequency of the use of cannabis and ecstasy, and the propensity to use these substances in ‘rave’ and ‘party’ settings. Given the levels of drug driving revealed in this study, the paper closes with a series of recommendations regarding the design and delivery of more effective anti-drug-driving strategies within rave and club settings.

Re-conceptualizing disability and assistive technology : Australian consumers driving policy change

For people living with a disability, enablers such as assistive technologies, environmental modifications and personal care can make the difference between living fully and merely existing. This article is written from the standpoints of people with disabilities and professionals in one Australian State who found their government and service system to be a constraining rather than an enabling force. It presents two key components of policy and practice change in the area of assistive technology: challenging understandings of disability, assistive technology, and the desired life outcomes that assistive technology contributes to; and building a public evidence base through consumer-focussed research. In short, government funding of assistive technology needs to move beyond a limited focus on functional needs and take responsibility for fully equipping people to live the lives they aspire to.

A puzzling migratory detour : are fueling conditions in Alaska driving the movement of juvenile sharp-tailed sandpipers?

Making a detour can be advantageous to a migrating bird if fuel-deposition rates at stopover sites along the detour are considerably higher than at stopover sites along a more direct route. One example of an extensive migratory detour is that of the Sharp-tailed Sandpiper (Calidris acuminata), of which large numbers of juveniles are found during fall migration in western Alaska. These birds take a detour of 1500-3400 km from the most direct route between their natal range in northeastern Siberia and nonbreeding areas in Australia. We studied the autumnal fueling rates and fuel loads of 357 Sharp-tailed Sandpipers captured in western Alaska. In early September the birds increased in mass at a rate of only 0.5% of lean body mass day^-1. Later in September, the rate of mass increase was about 6% of lean body mass day^-1, among the highest values found among similar-sized shorebirds around the world. Some individuals more than doubled their body mass because of fuel deposition, allowing nonstop flight of between 7100 and 9800 km, presumably including a trans-oceanic flight to the southern hemisphere. Our observations indicated that predator attacks were rare in our study area, adding another potential benefit of the detour. We conclude that the most likely reason for the Alaskan detour is that it allows juvenile Sharp-tailed Sandpipers to put on large fuel stores at exceptionally high rates.