Prospective control of lane changing and tau-dot

Astros Chatziastros, Heinrich Bulthoff

Research output: Contribution to journalArticle

Abstract

Many manual and locomotor tasks require the actor to reach a certain position in space, while reducing movement velocity close to zero. The 'tau- dot' variable, the first temporal derivative of the current time-to-contact, was suggested to play a critical role in the prospective control of deceleration (e.g. Lee, 1976; Yilmaz & Warren, 1995). Lane changing can be considered as a biphasic task, where in a first phase a lateral velocity is produced (pull-out), which then has to be minimized in a second phase (approach to the envisaged lane). This second alignment phase necessarily requires prospective control of the lateral deceleration. Here we asked, whether lane changing might be guided by tau-dot, resulting in a lateral approach to the new lane with tau-dot values kept constant at or regulated around -0.5. In a driving simulation using a large cylindrical projection screen (7m diameter), 46 participants were asked to drive in a 3.5 m wide straight lane and to perform consecutive lane changes to an adjacent lane. The deceleration of 1460 trajectories of the second phase were analyzed, computing fit and slope of a linear regression of time-to-contact with respect to time. We found that two-thirds of the lane changes can be described by a single tau-dot value (criterion r > 0.6, mean r = 0.94). These trials yield a mean tau-dot of -0.499 (sd = 0.132), which is in suprising agreement with the theoretical value of -0.5. Futhermore, we observed also a positive correlation (r = 0.68) between the time required for the completion of the lane change and the tau-dot values. Our results complement previous studies showing evidence for the use of the tau-dot variable, even when the point of termination of the approach was largely self-defined, as it was true for our task. Drivers prefered a path with a constant lateral deceleration, despite the non-linear relationship between lateral deceleration and steering-wheel amplitude.

Original languageEnglish
JournalJournal of Vision
Volume2
Issue number7
DOIs
Publication statusPublished - 2002 Dec 1

Fingerprint

Deceleration
Linear Models

ASJC Scopus subject areas

  • Ophthalmology

Cite this

Prospective control of lane changing and tau-dot. / Chatziastros, Astros; Bulthoff, Heinrich.

In: Journal of Vision, Vol. 2, No. 7, 01.12.2002.

Research output: Contribution to journalArticle

@article{53dc6bf8ddba41cf9dbc69e97c6ff3f6,
title = "Prospective control of lane changing and tau-dot",
abstract = "Many manual and locomotor tasks require the actor to reach a certain position in space, while reducing movement velocity close to zero. The 'tau- dot' variable, the first temporal derivative of the current time-to-contact, was suggested to play a critical role in the prospective control of deceleration (e.g. Lee, 1976; Yilmaz & Warren, 1995). Lane changing can be considered as a biphasic task, where in a first phase a lateral velocity is produced (pull-out), which then has to be minimized in a second phase (approach to the envisaged lane). This second alignment phase necessarily requires prospective control of the lateral deceleration. Here we asked, whether lane changing might be guided by tau-dot, resulting in a lateral approach to the new lane with tau-dot values kept constant at or regulated around -0.5. In a driving simulation using a large cylindrical projection screen (7m diameter), 46 participants were asked to drive in a 3.5 m wide straight lane and to perform consecutive lane changes to an adjacent lane. The deceleration of 1460 trajectories of the second phase were analyzed, computing fit and slope of a linear regression of time-to-contact with respect to time. We found that two-thirds of the lane changes can be described by a single tau-dot value (criterion r > 0.6, mean r = 0.94). These trials yield a mean tau-dot of -0.499 (sd = 0.132), which is in suprising agreement with the theoretical value of -0.5. Futhermore, we observed also a positive correlation (r = 0.68) between the time required for the completion of the lane change and the tau-dot values. Our results complement previous studies showing evidence for the use of the tau-dot variable, even when the point of termination of the approach was largely self-defined, as it was true for our task. Drivers prefered a path with a constant lateral deceleration, despite the non-linear relationship between lateral deceleration and steering-wheel amplitude.",
author = "Astros Chatziastros and Heinrich Bulthoff",
year = "2002",
month = "12",
day = "1",
doi = "10.1167/2.7.639",
language = "English",
volume = "2",
journal = "Journal of Vision",
issn = "1534-7362",
publisher = "Association for Research in Vision and Ophthalmology Inc.",
number = "7",

}

TY - JOUR

T1 - Prospective control of lane changing and tau-dot

AU - Chatziastros, Astros

AU - Bulthoff, Heinrich

PY - 2002/12/1

Y1 - 2002/12/1

N2 - Many manual and locomotor tasks require the actor to reach a certain position in space, while reducing movement velocity close to zero. The 'tau- dot' variable, the first temporal derivative of the current time-to-contact, was suggested to play a critical role in the prospective control of deceleration (e.g. Lee, 1976; Yilmaz & Warren, 1995). Lane changing can be considered as a biphasic task, where in a first phase a lateral velocity is produced (pull-out), which then has to be minimized in a second phase (approach to the envisaged lane). This second alignment phase necessarily requires prospective control of the lateral deceleration. Here we asked, whether lane changing might be guided by tau-dot, resulting in a lateral approach to the new lane with tau-dot values kept constant at or regulated around -0.5. In a driving simulation using a large cylindrical projection screen (7m diameter), 46 participants were asked to drive in a 3.5 m wide straight lane and to perform consecutive lane changes to an adjacent lane. The deceleration of 1460 trajectories of the second phase were analyzed, computing fit and slope of a linear regression of time-to-contact with respect to time. We found that two-thirds of the lane changes can be described by a single tau-dot value (criterion r > 0.6, mean r = 0.94). These trials yield a mean tau-dot of -0.499 (sd = 0.132), which is in suprising agreement with the theoretical value of -0.5. Futhermore, we observed also a positive correlation (r = 0.68) between the time required for the completion of the lane change and the tau-dot values. Our results complement previous studies showing evidence for the use of the tau-dot variable, even when the point of termination of the approach was largely self-defined, as it was true for our task. Drivers prefered a path with a constant lateral deceleration, despite the non-linear relationship between lateral deceleration and steering-wheel amplitude.

AB - Many manual and locomotor tasks require the actor to reach a certain position in space, while reducing movement velocity close to zero. The 'tau- dot' variable, the first temporal derivative of the current time-to-contact, was suggested to play a critical role in the prospective control of deceleration (e.g. Lee, 1976; Yilmaz & Warren, 1995). Lane changing can be considered as a biphasic task, where in a first phase a lateral velocity is produced (pull-out), which then has to be minimized in a second phase (approach to the envisaged lane). This second alignment phase necessarily requires prospective control of the lateral deceleration. Here we asked, whether lane changing might be guided by tau-dot, resulting in a lateral approach to the new lane with tau-dot values kept constant at or regulated around -0.5. In a driving simulation using a large cylindrical projection screen (7m diameter), 46 participants were asked to drive in a 3.5 m wide straight lane and to perform consecutive lane changes to an adjacent lane. The deceleration of 1460 trajectories of the second phase were analyzed, computing fit and slope of a linear regression of time-to-contact with respect to time. We found that two-thirds of the lane changes can be described by a single tau-dot value (criterion r > 0.6, mean r = 0.94). These trials yield a mean tau-dot of -0.499 (sd = 0.132), which is in suprising agreement with the theoretical value of -0.5. Futhermore, we observed also a positive correlation (r = 0.68) between the time required for the completion of the lane change and the tau-dot values. Our results complement previous studies showing evidence for the use of the tau-dot variable, even when the point of termination of the approach was largely self-defined, as it was true for our task. Drivers prefered a path with a constant lateral deceleration, despite the non-linear relationship between lateral deceleration and steering-wheel amplitude.

UR - http://www.scopus.com/inward/record.url?scp=4243144806&partnerID=8YFLogxK

UR - http://www.scopus.com/inward/citedby.url?scp=4243144806&partnerID=8YFLogxK

U2 - 10.1167/2.7.639

DO - 10.1167/2.7.639

M3 - Article

AN - SCOPUS:4243144806

VL - 2

JO - Journal of Vision

JF - Journal of Vision

SN - 1534-7362

IS - 7

ER -