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AIDE D4.1.6 Final Activity Report PU Contract N. IST-1-507674-IP With reference to the theoretical model, DVE represents a framework for all the most significant studies to describe a unique driver’s behaviour model and a tool to predict driving behaviour influenced by IVIS and ADAS active on board, so reaching the scientific objectives of the project. Concerning the DVE simulation, SSDrive could be considered as a flexible tool, allowing researchers to reproduce different vehicle, environment and driver’s status conditions. Some of them are already available for simulation, while more specific ones can be shaped to user needs. SSDrive and its future developments have the potential of helping OEMs in predicting - at an early stage design - which effects the use of an information/driving assistance system active on board will have on the driver’s performance. 8.1.4 Recommendations on future work The developed computational simulation of DVE (SSDrive) will allow Automotive manufactures and suppliers to analyze drivers’ and vehicles’ behaviour in different driving environments, observing how the presence of one or more IVIS (here configured as a distraction source) can have an impact on the driving task, especially in some particularly critical scenarios. SSDrive can also be a test-bed for developing innovative functions which allow an adequate tuning of all the ADAS systems active on the vehicle, adapting them to driving. Moreover the results on Long-Term and Short Term behavioural effects suggested to optimize the development of the next version of advanced driver assistance systems (e.g. speed limiter and cruise control) and to improve learning and use of these devices. Future work may involve the tuning and validation of other meaningful parameters characterising driver’s behaviour. All these parameters could readily be integrated in the existing SSDrive implementation. Based on this, for instance, a link between the DEP parameter (which is related to driver’s error making) and the DIS parameter, related to explore and predict the driver’s intention (manoeuvre), could be established and promoted for further researchers’ initiatives. SP1’s achievements and ongoing improvements of the SSDrive-Driver, Vehicle and Environment model provide an important starting point to have a future total control and integration of devices and systems active on board vehicle, contributing to making driving a more comfortable and safe experience. 08/10/2008 38 VTEC
AIDE D4.1.6 Final Activity Report PU Contract N. IST-1-507674-IP 8.2 Sub-project 2: Evaluation and Assessment Methodology Sub-project no. SP2 Sub-project name Evaluation and Assessment Methodology Objectives (from Description of Work) Sub-project leader TNO Other contractors involved While SP1 will identify and model the behavioural effects of IVIS and ADAS functions, the objective of SP2 is to develop a cost efficient and industrially applicable methodology for quantifying these effects and their relation to road safety. An important goal is to extend existing approaches in order to account for new adaptive integrated interface solutions, new ADAS and nomad devices. Moreover, the methods and tools developed will be linked to design guidelines and standards (in particular the European Statement of Principles). A further objective of SP2 is to perform the final evaluation of the AIDE prototypes developed in SP3, employing the methodology developed in the sub-project. BMW, VTEC, CRF, VTI, BASt, Bosch, Cidaut, USTUTT, ICCS, INRETS, CERTH/HIT, REGIENOV, DAIMLER, KITE, PSA, UnivLeeds, LIU, SEAT 8.2.1 SP-level description of work performed The logic of the SP’s structure was as follows (see also Figure 10): - The central WP was WP 2.1 ‘Generic Evaluation Methodology’ that should deliver the evaluation methodology proper. - Feeding into this was WP 2.2 ‘Workload and Distraction Assessment Methods and Tools’ that should focus on specific methods and tools for workload and distraction measurement in order to incorporate those into the general methodology which then would be used for evaluating the three demonstrators developed in SP3. - WP 2.3 ‘Estimating the Risk Reduction Potential of Integrated Adaptive HMI’ should specify the way in which driver behaviour and driver state parameters can be ‘translated’ into accident risk estimates, i.e., into the expected accident risk reductions when driving with a support system. These specifications would also have to feed into the generic evaluation methodology of WP 2.1. - Finally, the Generic Evaluation Methodology itself would have to find its first application in the evaluation of the (prototype) systems to be developed within the AIDE project itself, i.e., in SP 3. WP 2.4 (Prototype Evaluation) was created to do this work. 08/10/2008 39 VTEC
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