| 1. |
- Thorslund, Birgitta, 1976-, et al.
(författare)
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Cognitive workload and driving behavior in persons with hearing loss
- 2013
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Ingår i: Transportation Research Part F. - : Elsevier BV. - 1369-8478 .- 1873-5517. ; 21, s. 113-121
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: To compare the effect of cognitive workload in individuals with and without hearing loss, respectively, in driving situations with varying degree of complexity.Methods: 24 participants with moderate hearing loss (HL) and 24 with normal hearing (NH) experienced three different driving conditions: Baseline driving; Critical events with a need to act fast; and a Parked car event with the possibility to adapt the workload to the situation. Additionally, a Secondary task (observation and recalling of 4 visually displayed letters) was present during the drive, with two levels of difficulty in terms of load on the phonological loop. A tactile signal, presented by means of a vibration in the seat, was used to announce the Secondary task and thereby simultaneously evaluated in terms of effectiveness when calling for driver attention. Objective driver behavior measures (M and SD of driving speed, M and SD of lateral position, time to line crossing) were accompanied by subjective ratings during and after the test drive.Results: HL had no effect on driving behavior at Baseline driving, where no events occurred. Both during Secondary task and at the Parked car event HL was associated with decreased mean driving speed compared to baseline driving. The effect of HL on the Secondary task performance, both at Baseline driving and at the lower Difficulty Level at Critical events, was more skipped letters and fewer correctly recalled letters. At Critical events, task difficulty affected participants with HL more. Participants were generally positive to use vibrations in the seat as a means for announcing the Secondary task.Conclusions: Differences in terms of driving behavior and task performance related to HL appear when the driving complexity exceeds Baseline driving either in the driving task, Secondary task or a combination of both. This leads to a more cautious driving behavior with a decreased mean driving speed and less focus on the Secondary task, which could be a way of compensating for the increasing driving complexity. Seat vibration was found to be a feasible way to alert drivers with or without HL.
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| 2. |
- Thorslund, Birgitta, 1976-, et al.
(författare)
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Cognitive workload and visual behavior in elderly drivers with hearing loss
- 2014
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Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 6:4, s. 377-385
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Tidskriftsartikel (refereegranskat)abstract
- The purpose was to examine eye tracking data and compare visual behavior in individuals with normal hearing (NH) and with moderate hearing loss (HL) during two types of driving conditions: normal driving and driving while performing a secondary task.Methods24 participants with HL and 24 with NH were exposed to normal driving and to driving with a secondary task (observation and recall of 4 visually displayed letters). Eye movement behavior was assessed during normal driving by the following performance indicators: number of glances away from the road; mean duration of glances away from the road; maximum duration of glances away from the road; and percentage of time looking at the road. During driving with the secondary task, eye movement data were assessed in terms of number of glances to the secondary task display, mean duration of glances to the secondary task display, and maximum duration of glances to the secondary task display. The secondary task performance was assessed as well, counting the number of correct letters, the number of skipped letters, and the number of correct letters ignoring order.ResultsWhile driving with the secondary task, drivers with HL looked twice as often in the rear-view mirror than during normal driving and twice as often as drivers with NH regardless of condition. During secondary task, the HL group looked away from the road more frequently but for shorter durations than the NH group. Drivers with HL had fewer correct letters and more skipped letters than drivers with NH.
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| 3. |
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| 4. |
- Thorslund, Birgitta, 1976-
(författare)
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Effects of hearing loss on traffic safety and mobility
- 2014
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this PhD thesis was to investigate traffic safety and mobility for individuals with hearing loss (HL). Three studies were conducted: 1. a questionnaire survey aimed to evaluate differences in choice of transportation that might be related to HL, 2. a driving simulator study that looked into compensatory strategies and evaluated the efficiency of a tactile signal to alert the driver, and 3. a field study to evaluate these effects in real traffic and to evaluate a navigation system with a supportive tactile signal. The effects of HL discovered in this thesis add to the knowledge and understanding of the influence of HL on traffic safety and mobility. Differences found consistently point to a generally more cautious behavior. Compensatory and coping strategies associated with HL are bound to driving complexity and appear when complexity increases. These strategies include driving at lower speeds, using a more comprehensive visual search behavior and being less engaged in distracting activities. Evaluation of a tactile signal showed that by adding a tactile modality, some driver assistance systems can also be made accessible to drivers with HL. At the same time, the systems might be more effective for all users, since the driver can be more focused on the road. Based on the results in this thesis, drivers with HL cannot be considered an increased traffic safety risk, and there should be no need for adjustments of the requirements of hearing for a license to drive a car.
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| 5. |
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| 6. |
- Thorslund, Birgitta, 1976-, et al.
(författare)
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Hearing loss and a supportive tactile signal in a navigation system : Effects on driving behavior and eye movements
- 2013
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Ingår i: Journal of Eye Movement Research. - : INT GROUP EYE MOVEMENT RESEARCH. - 1995-8692. ; 6:5, s. 1-9
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Tidskriftsartikel (refereegranskat)abstract
- An on-road study was conducted to evaluate a complementary tactile navigation signal on driving behaviour and eye movements for drivers with hearing loss (HL) compared to drivers with normal hearing (NH). 32 participants (16 HL and 16 NH) performed two preprogrammed navigation tasks. In one, participants received only visual information, while the other also included a vibration in the seat to guide them in the correct direction. SMI glasses were used for eye tracking, recording the point of gaze within the scene. Analysis was performed on predefined regions. A questionnaire examined participant's experience of the navigation systems. Hearing loss was associated with lower speed, higher satisfaction with the tactile signal and more glances in the rear view mirror. Additionally, tactile support led to less time spent viewing the navigation display.
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| 7. |
- Thorslund, Birgitta, et al.
(författare)
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Hearing Loss and transport
- 2011
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Research regarding importance of auditory information in traffic situations is limited and not very up to date. Studies performed in several countries around 1980 state that hearing disorders or deafness should not be an exclusion criterion for driver’s license, since individuals with hearing loss are not considered as an increased risk to traffic safety. Research made tend to answer the question if road users with hearing loss pose a higher risk than road users with normal hearing. Possible risks which road users with a hearing disorder are exposed to have not yet been investigated. According to brief discussions with individuals with hearing loss, concerns include; signing while driving, trying to speech read passenger while driving, hearing emergency sirens, knowing the direction from which a sound is coming, hearing seatbelt warning or other warnings your car may give.Hearing loss is often age related. With longer life length and increasing transport habits of older people, the proportion of older road users (and road users with hearing loss) increase. Furthermore, support systems in cars tend to use auditory signals for warnings, which make them less accessible for users with hearing disorders. Other modalities for warning signals (light or vibration) could be a solution. Auditory information is an issue also for road users with normal hearing; cars tend to be more silent and could therefore be hard to notice for vulnerable road users, bicycle riders with music players more or less isolate themselves from surrounding impressions. This presentation invites to a discussion regarding traffic situations where auditory information is important and how support could be given if necessary.
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| 8. |
- Thorslund, Birgitta, et al.
(författare)
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Hearing loss and transport
- 2012
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Ingår i: TRANSED 2012: 13th international conference on mobility and transport for elderly and disabled persons. - New Delhi : Svayam. ; , s. 1-9
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The objective of this study was to examine through a questionnaire how road users with different degree of hearing loss experience safety and mobility in transport situations compared to road users without hearing loss.Participants were recruited from the local branch of HRF (The Swedish hard of hearing society). A control group without any known hearing loss, matched on age, gender and geographical location, was selected from a commercial database. The individuals with hearing loss were grouped into four groups according the degree of their hearing-loss (mild, moderate, severe and profound).The results revealed that hearing loss affects some specific aspects regarding transport habits, while others remain unaffected. Individuals with hearing loss are not as likely to have a driving license, but for those who have, hearing loss has no effect on mileage per year. Loss of hearing has an effect on criteria for choosing transportation, but the use of each transportation mode is unaffected. With a few exceptions, hearing loss does not affect the ratings of importance of hearing for different transportation modes. Degree of hearing loss affects most questions regarding hearing in relation to driver abilities, while avoidance of specific traffic situations or environments is only associated with hearing loss in specific situations. Hearing loss has only minor effect on the factors causing inattention when driving and on the interest in a warning system for driver inattention. Preliminary results from open questions point at a general wish for more and complimentary information in all transportation modes, thru texted information, light warnings, traffic light in all crossings etc.It can be concluded that hearing loss influences the prevalence of driving license and criteria for choosing transportation mode. However hearing loss had no effect on the travelling frequency independent of mode. Respondents with profound hearing loss were less concerned about hearing loss with respect to travelling, indicating a coping strategy. This suggests further research on coping strategies and on design of support systems accessible for drivers with hearing loss.
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| 9. |
- Thorslund, Birgitta, et al.
(författare)
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Hörselnedsättning, trafiksäkerhet och mobilitet : En enkätstudie
- 2012
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Objective: To examine how road users with different degree of hearing loss experience safety and mobility in transport situations compared to road users without hearing loss.Methods: The participants were recruited from the local branch of HRF. A hearing control group, matched on age, gender and geographical location, was selected from a commercial database. The individuals with hearing hearing-loss were grouped into four groups according the degree of their hearing-loss.Results: Hearing loss affects some specific aspects regarding transport situations, while others remain unaffected. Individuals with hearing loss are not as likely to have a driving license, but for those who have, hearing loss has no effect on mileage per year. Loss of hearing has an effect on criteria for choosing transportation, but the use of each transportation mode is unaffected. Degree of hearing loss affects most questions regarding hearing in relation to driver abilities, while avoidance of specific traffic situations or environments is only associated with hearing loss in specific situations. Hearing loss has only minor effect on the factors causing inattention when driving and on the interest in a warning system for driver inattention. The general interest in a warning system for driver inattention is high.Conclusions: Hearing loss influences the prevalence of driving license and criteria for choosing transportation, however has no effect on the frequency of any transportation mode. In general, in this study, respondents with profound hearing loss are less concerned, indicating that they might be coping. The interest in warning system for inattention and the attitude towards strengthening of auditory information in traffic situations is high regardless of hearing category. This suggests further research on coping strategies and on design of support systems accessible for drivers with hearing loss.
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| 10. |
- Thorslund, Birgitta, 1976-, et al.
(författare)
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The influence of hearing loss on transport safety and mobility
- 2013
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Ingår i: European Transport Research Review. - : Springer. - 1867-0717 .- 1866-8887. ; 5:3, s. 117-127
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: To examine how road users with different degree of hearing loss experience safety and mobility in transport situations, compared to road users with normal hearing.Methods: A questionnaire study was conducted with participants recruited from the local branch of The Swedish hard of hearing society. A normal hearing control group, matched on age, gender and geographical location, was selected from a commercial database. The response rate was 35% (n = 194) in the group with Hearing Loss (HL) and 42% (n = 125) in the group with Normal Hearing (NH). The individuals with hearing loss were grouped into four groups according to the degree of their hearing loss (mild, moderate, severe and profound).Results: Hearing loss affected some specific aspects regarding transport situations, while others remained unaffected. Individuals with hearing loss were not as likely to have a driving license, but for those who have, hearing loss had no effect on mileage per year. Loss of hearing had an effect on criteria for choosing mode of transportation, but in the aggregate, no difference between the groups could be shown in the distribution of how much each mode of transportation was used. With a few exceptions, hearing loss did not affect the ratings of importance of hearing for different transportation modes. Hearing loss affected most questions regarding hearing and driver abilities, while avoidance of specific traffic situations was not associated with hearing loss. Hearing loss had only minor effects on the factors causing inattention when driving, and on the interest in a warning system for driver inattention. The interest in a warning system for driver inattention was high regardless of hearing category.Conclusions: Hearing loss influences the prevalence of driving license and criteria for choosing mode of transportation, however has no effect on the distribution of how much each mode of transportation was used. In general, in this study, respondents with higher degree of hearing loss were less concerned about the effect of hearing loss, indicating that they might be using coping strategies. The interest in warning system for inattention and the attitude towards strengthening of auditory information in traffic situations is high regardless of hearing category. This suggests further research on coping strategies and on design of support systems accessible for drivers with hearing loss.
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| 11. |
- Thorslund, Birgitta, et al.
(författare)
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Trafikanter med hörselnedsättning : En enkätstudie
- 2012
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Hörselintryckens betydelse för trafikanten är ett tämligen outforskat område. Studier som genomförts har främst handlat om exklusionskriterier för körkort och man har då kommit fram till att hörselskadade inte utgör en större risk än hörande bilförare. Således utgör inte hörselskada eller dövhet ett hinder för körkort. Det saknas dock forskning kring vilka risker individer utsätts för då hörselintrycken i trafiken helt eller delvis faller bort. Enligt SCB finns det 1.3 miljoner invånare i Sverige som har svårigheter att höra i en eller flera olika situationer. Den vanligaste typen av hörselnedsättning är åldersrelaterad. Ökad livslängd samt vanan att själv kunna transportera sig lätt, gör att vi får allt fler äldre bilförare och därmed även allt fler bilförare med nedsatt hörsel. En annan relevant aspekt handlar om den ökande andelen stödsystem i bilarna, vilka ofta använder sig av auditiva signaler (t.ex. varningar, GPS navigering). För maximal nytta av sådana system är det viktigt att de är tillgängliga för samtliga trafikantgrupper. Man bör därför undersöka möjligheten att använda sig av andra eller ytterligare signalmodaliteter, t.ex. ljus eller vibrationer. En ytterligare aspekt är att fordon blir allt tystare, vilket innebär att även trafikanter utan hörselnedsättning får mindre auditiv information eller feedback. Då kan det vara svårt att som oskyddad trafikant höra en bil som utgör en risk. Även oskyddade trafikanter med hörlurar kan gå miste om dylik information.På VTI har ett doktorandprojekt inletts tillsammans med forskarskolan HEAD (HEaring And Deafness) vid LiU i syfte att utreda hörselintryckens betydelse för trafiksäkerheten. Projektet inleds med en kartläggning av transportvanor hos olika grupper av individer med hörselnedsättning i Sverige med hjälp av en webenkät som skickats ut under maj 2011. Vid analysen kommer en kategorisering i grupper att göras på basis av deras hörsel (Audiogram). Projektet genomförs i samverkan med Hörselskadades Riksförbund (HRF) som ställt sig positiva till den här forskningen och de har varit behjälpliga med att rekrytera deltagare. Enkäten kommer även att skickas till en kontrollgrupp av hörande individer. Undersökning har genom gått etisk prövning. Resultaten av studien kommer att presenteras på Transportforum 2012.
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| 12. |
- Peters, Greg, et al.
(författare)
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Environmental Prospects for Mixed Textile Recycling in Sweden
- 2019
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Ingår i: ACS Sustainable Chemistry and Engineering. - : American Chemical Society (ACS). - 2168-0485. ; 7:13, s. 11682-11690
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Tidskriftsartikel (refereegranskat)abstract
- The production of cotton and other fibers causes excessive resource use and environmental impacts, and the deployment of these fibers in “fast fashion” is creating large masses of textile waste. Therefore, various industrial researchers are attempting to develop systems to recycle cellulosic materials. This is a challenging undertaking because of the need to handle mixed waste streams. Alkaline hydrolysis has been suggested as a useful textile recycling process, but its sustainability credentials have not been fully examined via life cycle assessment. The aim of this article is to provide such an examination and to guide process developers by scaling up results from recent laboratory work to a small-scale industrial facility. The results indicate that the recycling process is promising from an environmental point of view. The key issue controlling the relative environmental performance of the recycling system in comparison to a single-use benchmark is how the process for converting recovered cotton into a cellulosic fiber is performed. A fully integrated viscose production system or a system that makes one of the newer cellulosic fibers (e.g., lyocell) from the recovered cotton will improve the performance of the recycling system relative to its alternatives.
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| 13. |
- Peters, Greg, et al.
(författare)
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LCA on fast and slow garment prototypes
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report summarises the environmental assessment work done in the Mistra Future Fashion program focussed on the potential to improve the environmental performance of garments and adapt them to a circular economy. The approaches examined in this report include reducing the environmental impacts from fast-fashion trends by making garments from paper-based materials, or by extending garment life cycles.This assessment considers two paper-based garments. One is made primarily from paper pulp but enhanced with a polylactic acid polymer. This garment is worn between two to five times before being recycled as newspaper. The other fast garment is made of paper pulp, polylactic acid and nanocellulose. It has a similar life cycle but is composted after use life. These garments are compared with a standard t-shirt. The report also considers a slow-paced scenario in which a polyester garment passes between several owners and is regularly changed to maintain its appeal. It is updated with a transfer sublimation overprint three times, making the garment darker each time. Later it is joined with an outer shell of new material using laser technology to make a cropped, box-cut jacket.The assessment was performed using environmental life cycle assessment. More particularly, the assessment was based on attributional process analysis with cutoff allocation procedures and comparison with a traditional reference garment life cycle. Key environmental effect categories considered here include climate change (greenhouse gas emissions), freshwater eutrophication, freshwater ecotoxicity and human toxicity (cancer and non-cancer).The results indicate that the environmental outcomes of the paper-based garments can be competitive with the reference garment, particularly when the user is assumed to throw away a fully functional reference garment after five uses. This assumption may be true for some users, but the number of uses is considerably lower than the typical or the potential lifespan of the reference garment. The main factor assisting the paper-based garments is the reduction in the impacts per mass associated with material manufacturing (fibres, spinning, knitting), and also their lighter masses. Avoided impacts in the use phase play a secondary role on account of their location in Sweden with its low-carbon energy mix. The long-life garments are also competitive compared with their reference garments. This is primarily a consequence of how extending garment life avoids the production of new garments. The environmental impacts associated with transfer sublimation dye reprinting and laser processing do not significantly impact the overall environmental performance of the extended longlife garments, though confidentiality of data prevents a full assessment of these.The garments in this report are pilot products and explorative scenarios rather than attempts to model existing business or behavioural patterns. The reader should therefore take care to keep the results in context when interpreting them. Nevertheless, the results suggest the value of pursuing the potential associated with these garment life cycles. We should also bear in mind that while the reference garments in this assessment are based on typical usage patterns, other more sustainable patterns are feasible.
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| 14. |
- Aad, G., et al.
(författare)
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- 2013
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Ingår i: New Journal of Physics. - : IOP Publishing. - 1367-2630. ; 15
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Tidskriftsartikel (refereegranskat)
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| 15. |
- Aad, G., et al.
(författare)
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- 2013
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Tidskriftsartikel (refereegranskat)
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| 16. |
- Aad, G., et al.
(författare)
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- 2013
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Ingår i: New Journal of Physics. - : IOP Publishing. - 1367-2630. ; 15
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Tidskriftsartikel (refereegranskat)
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| 17. |
- Aad, G., et al.
(författare)
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- 2013
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Ingår i: Physical Review Letters. - 1079-7114 .- 0031-9007. ; 110:18
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Tidskriftsartikel (refereegranskat)
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| 31. |
- Abadir Guirgis, Georg, 1988-, et al.
(författare)
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Lokförarutbildning i Sverige : simulatoranvändning och ERTMS
- 2014
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Detta notat ger en översiktlig bild av den obligatoriska grundutbildningen till lokförare i Sverige och belyser i vilken mån simulatorbaserad träning förekommer inom utbildningen. Rapporten visar vilka möjligheter och begränsningar som finns med att öka användningen av simulatorer i lokförarutbildningen, samt beskriver de viktigaste styrdokumenten för lokföraryrket och lokförarutbildningen. Vidare presenteras Transportstyrelsens utbildningsplan för förarbevis och de aktörer som bedriver grundutbildning, fortbildning och examination. Trafikverkets E-Learning för ERTMS, ERSA-simulatorn samt operatörsspecifika ERTMS-utbildningar vid SJ och Green Cargo beskrivs. Forskarna har dessutom undersökt svenska tågoperatörers och utbildares nuvarande användning och framtida behov av simulatorer för grund- och fortbildning av lokförare. Exempel från andra domäner där simulatorer används i utbildningssammanhang lyfts också fram i rapporten.
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| 32. |
- Abadir Guirgis, Georg, 1988-, et al.
(författare)
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Simulatorbaserad utbildning i ERTMS : utvärdering av utbildning och träning för lokförare i VTI:s tågsimulator
- 2015
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Detta notat presenterar en studie för att utvärdera VTI:s tågsimulator för träning och utbildning i ERTMS (European Rail Traffic Management System) för lokförare. Resultaten visar att både lärare och elever är mycket positiva till den simulatorbaserade träningen och mycket tyder på att teori och simulatorträning som varvas ger bäst resultat. På sikt ska de större järnvägsstråken i Sverige utrustas med ERTMS. Detta kommer kräva stora utbildningsinsatser för Sveriges cirka 3 500 lokförare. Det är orealistiskt att dessa ska utbildas på riktiga spår och det finns ett behov av en mer realistisk ERTMS-simulator än den ERSA-simulator som Trafikverket erbjuder idag. Studiens syfte var därför att utvärdera VTI:s tågsimulator, dels jämfört med European Rail Software Applications (ERSA) simulatorn, dels för att studera två olika sätt att kombinera teoretisk utbildning med praktisk träning i simulator. Tre olika grupper jämfördes: Teoretisk utbildning i ERTMS kombinerat med träning i ERSA-simulator (grupp 0), teoretisk utbildning i ERTMS som avslutades med träning i VTI-simulatorn (grupp 1) och teoretisk utbildning i ERTMS som till viss del varvades med träning i VTI-simulatorn (grupp 2). Grupp 1 och 2 fick avsluta utbildningen med ett teoretiskt prov och ett praktiskt körprov i simulator. Grupp 0 endast fick göra det teoretiska provet.
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| 33. |
- Afghahi, Henri, 1966, et al.
(författare)
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Long-term glycemic variability and the risk of mortality in diabetic patients receiving peritoneal dialysis.
- 2022
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Ingår i: PloS one. - : Public Library of Science (PLoS). - 1932-6203. ; 17:1
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Tidskriftsartikel (refereegranskat)abstract
- The large amount of glucose in the dialysate used in peritoneal dialysis (PD) likely affects the glycemic control. The aim of this study was to investigate the association between HbA1c variability, as a measure of long-term glycemic variability, and the risk of all-cause mortality in diabetic patients with PD.325 patients with diabetes and ESRD were followed (2008-2018) in the Swedish Renal Registry. Patients were separated in seven groups according to level of HbA1c variability. The group with the lowest variability was denoted the reference. The ratio of the standard deviation (SD) to the mean of HbA1c, HbA1c (SD)/HbA1c (mean), i.e. the coefficient of variation (CV), was defined as HbA1c variability. Hazard ratios (HR) and 95% confidence intervals (CI) were examined using Cox regression analyses.During follow-up, 170 (52%) deaths occurred. The highest mortality was among patients with the second highest HbA1c variability, CV≥2.83 [n = 44 of which 68% patients died]. In the multivariate analyses where lowest HbA1c variability (CV≤0.51) was used as the reference group, HbA1c CV 2.83-4.60 (HR 3.15, 95% CI 1.78-5.55; p<0.001) and CV> 4.6 (HR 2.48, 95% CI 1.21-5.11; p = 0.014) were associated with increased risk of death.The high risk of all-cause mortality in patients with diabetes and PD increased significantly with elevated HbA1c variability, as measure of long-term glycemic control. This indicates that stable glycemia is associated with an improvement of survival; whereas more severe glycemic fluctuations, possibly caused by radical changes in dialysis regimes or peritonitis, are associated with a higher risk of mortality in diabetic patients with PD.
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| 34. |
- Afghahi, Henri, 1966, et al.
(författare)
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The association between long-term glycemic control and all-cause mortality is different among older versus younger patients with diabetes mellitus and maintenance hemodialysis treatment.
- 2022
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Ingår i: Diabetes research and clinical practice. - : Elsevier BV. - 1872-8227 .- 0168-8227. ; 191
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Tidskriftsartikel (refereegranskat)abstract
- Knowledge about association between glycated hemoglobin (HbA1c) and risk of all-cause mortality in patients with diabetes mellitus on maintenance hemodialysis (HD)-treatment is sparse. The study aims to investigate association between HbA1c and all-cause mortality in patients with diabetes and maintenance HD-treatment, separately for two age groups- above and below 75years.2487 patients (mean age 66years, 66% men) were separated in two age groups: ≤75years (n=1810) and>75years (n=677) and followed up between 2008 and 2018. Hazard ratios (HR) and 95% confidence intervals (CI) for associations between HbA1c and all-cause mortality were calculated using Cox-regression-models.1295 (52%) patients died and 473 (70%) among the patients above 75years old. In the multivariate analysis, HbA1c5-6% was used as reference. In patients≤75years old, only increased HbA1c>9.7%, HR2.03(CI1.43-2.89) was associated with increased risk of all-cause mortality. In patients>75years, HbA1c≤5%, HR1.67(CI1.16-2.40); HbA1c6.9-7.8%, HR1.41(CI1.03-1.93) and HbA1c8.7-9.7%, HR1.79 (CI1.08-2.96) were associated with increased risk of all-cause mortality.We found a J-shaped association between HbA1c and mortality only in diabetic HD-patients>75years. This probably indicates that in an old population of diabetic HD-patients, both intensive glucose control and hyperglycemia could be harmful and associated with higher risk of death.
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| 35. |
- Andersson, Anders, 1983-, et al.
(författare)
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Framtagning av loktågsmodell för VTI:s tågsimulator
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Genom höjda hastigheter för godståg finns möjligheter till en högre prioritering av trafikslaget hos tågtrafikledningen, vilket i sig är en kapacitetsvinst och bör ge upphov till bättre flöden och högre kapacitet på det svenska järnvägsnätet (framför allt på stambanorna). Simulatorer är ett effektivt och säkert sätt att undersöka effekter av förändringar på både förarbeteende och kapacitet.Syftet med det här projektet var att skapa kapacitetshöjande möjligheter och åtgärder genom att ta fram en loktågssimulator och undersöka möjliga användningsområden för denna. Målet med projektet var att få fram en loktågssimulator, bestående av ett lok och ett antal vagnar, som kan användas i studier för att öka kapaciteten genom till exempel optimerad hastighet, och därmed förändrade bromsprofiler, för loktåg. Projektet har levererat kunskap i form av nya testmetoder, en loktågssimulator samt mjukvaruplattform för ytterligare testverksamhet.Projektet genomfördes i tre successiva etapper. I den första etappen genomfördes en förstudie med lokförare, operatörer och problemägare, som gav forskarna en förståelse för förarmiljön. Här samlades även in en del av det underlag som krävdes för utveckling av loktågsimulatorn. I den andra etappen utvecklades en simulator för loktåg (mjukvara och hårdvara). Etapp tre var en valideringsstudie tillsammans med lokförare.Ett förarbord av modellen Traxx köptes in från en tysk tillverkare. Fordonsmodellen utvecklades från en enstaka enhet, Reginamodell (motorvagnståg), till en kombination av flera enheter. Loktåget i simulatorn består av ett eller flera draglok samt ett antal vagnar med en total längd på maximalt 750 meter. Som draglok används ett lok av modellen Traxx. För varje enhet, lok och vagn, krävs data över enheten: längd, vikt, last, broms-, rull- och luftmotstånd. För lok tillkommer dessutom information om ljud, drivning, broms (återmatande elbroms samt konventionell pneumatisk broms (P-broms)), hyttutrustning med mera. För närvarande finns bansträckningen mellan Falköping–Jönköping–Forserum färdigmodellerad och kommer användas för loktågskörning med ATC. Modellen är konfigurerbar utifrån ett lok (Traxx) och i nuläget fyra olika vagnar. Dessa kan kopplas samman i olika kombinationer.Några användningsområden som diskuterades redan vid projektstart var dels de som naturligt kan kopplas till följder av längre och tyngre tåg, dels de idéer som uppkom som följd av den utrustning som köptes in. Vid Trafikverkets vintermöte genomfördes en workshop där ytterligare användningsområden diskuterades. Några av dessa handlar om utbildning,energieffektiv körning eller projektering. Utbildning och vissa typer av studier går att göra med den nu existerande loktågsmodellen, medan andra kräver antingen validering av parametrar eller viss vidareutveckling av modellen.Projektet har levererat kunskap i form av nya testmetoder, denna forskningsrapport och en produkt i form av en loktågssimulator samt mjukvaruplattform för ytterligare testverksamhet. Projektet har även levererat en nationell resurs i form av simulatormjukvara. Mjukvaran har lagt grunden för en kostnadseffektiv testverksamhet inom loktågsdomänen. En loktågssimulering (simulering av loktåg) har tagits fram, vilken kommer att vara värdefull som ett demonstrationsverktyg samt för utbildning, träning och projektering.
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| 36. |
- Andersson, Jan, 1965-, et al.
(författare)
-
Regeringsuppdrag synfält : utredning om förutsättningar för undantag från de medicinska kraven för individer med synfältsbortfall
- 2022
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- I regeringsuppdraget (I2021/ 02412) framgår att VTI, i samarbete med Trafikverket och Transportstyrelsen, ska utreda förutsättningarna för undantagshantering från de medicinska föreskrifterna med avseende på synfältsbortfall (B-körkort). Vidare ska tre aspekter beaktas: hur andra länder gör, konsekvenser för den enskilde samt samhällsekonomiska konsekvenser. Slutrapporten påvisar att Sverige med gällande rättsligt ramverk inte kan genomföra de förslag som slutrapporten föreslår. Det innebär att det kommer att krävas juridiska förändringar. Givet att dessa förändringar genomförs och att ett nytt förfaringssätt nyttjas visar slutrapporten på att a) positiva effekter för den enskilde individen uppstår, b) samhällsekonomiska vinster uppstår och c) en rättssäker och rättvis prövning är möjlig. Slutrapporten redovisar dessutom hur ett urval av andra länder har hanterat handläggningen av individer med synfältsbortfall givet samma EU-direktiv som Sverige regleras av. Det framgår också av undersökningen att samtliga länder, som en förutsättning för undantag från de föreskrivna kraven avseende synfält, tillämpar krav eller rekommendationer om att ett praktiskt körprov ska utgöra del i underlaget för bedömning av körförmågan. Kunskapsläget med avseende på körförmågebedömningar för individer med synfältsbortfall redovisas och där framgår med tydlighet att perimetrin som Sverige utnyttjar som underlag för återkallelse av körkort inte kan predicera individers körförmåga. Perimetrin är dock viktig eftersom individer med synfältsbortfall som grupp kan vara olämpliga förare. Slutsatsen som forskningslitteraturen enstämmigt lyfter är att det behövs förarprov (på väg eller i en simulator) för att kunna genomföra en valid bedömning. Slutligen innehåller slutrapporten vilka problem (aktiviteter) som kvarstår för att skapa en lämplig och kvalitetssäkrad process. Dessutom presenteras den kronologiska ordning på aktiviteter som behöver genomföras. Kronologin krävs eftersom resultatet av lämplig metod och aktör påverkar det vidare arbetet med avseende på utformning av körprov och rättsligt ramverk. Slutrapportens slutsats är att Sverige har möjligheten att genomföra en förändring med avsevärda nyttor. Detta eftersom de valda aktörerna och de valda metoderna existerar idag och därför endast behöver utvecklas i viss mån för att säkerställa att individer med synfältsbortfall erbjuds en kvalitetssäkrad, rättssäker och rättvis process som dessutom bedöms vara samhällsekonomiskt lönsam.
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| 37. |
- Andersson, Jan, 1965-, et al.
(författare)
-
Simulatorbaserad testmetod : bedömning av körförmåga hos individer med synfältsbortfall
- 2016
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Syftet med projektet var att utveckla en metod för att bedöma om individer med synfältsbortfall kan köra på ett säkert sätt. Utgångspunkten för projektet var att metoden ska vara en simulatorbaserad metod eftersom i huvudsak två kriterier var önskvärda att uppfylla. Först var det viktigt att det systematiskt inträffade flera händelser som det var möjligt att utvärdera. För det andra bör dessa händelser vara samma för alla personer som skulle testas. Syftet var att utveckla en metod som optimerar giltigheten och tillförlitligheten när det gäller testning av var och en av unika individer. Testningen på den individuella nivån var viktig eftersom metoden inte skulle användas för forskningsändamål, utan i första hand för att bestämma huruvida en unik individ med synfältsförlust kan köra på ett säkert sätt. När man testar en individ kan flera detaljer gå fel under ett vanligt experiment. Det har en minimal inverkan på försöket eftersom det oftast är möjligt att komplettera datainsamlingen med en annan individ. Det är inte ett alternativ för detta projekt. I denna testning får det inte gå fel eftersom individen inte kan få en andra chans, dvs. det finns ingen möjlighet för individen att få komma tillbaka och bli testad igen.Dessa två kriterier och punkter ovan har resulterat i den metod som utvecklats. När en individ genomförde en testning utvecklades ett testprotokoll som genererades ur simulator data (efter en hel del arbete). Detta protokoll visar hur individen utfört 37 (+2) händelser (och de relaterade måtten för varje händelse) utifrån ett säkerhetsmarginalperspektiv. För att stödja bedömare med bedömningen av en testad individ har a) data från en referensgrupp (över 100 personer) och b) ett utvecklat testprotokoll (med kritiska trösklar för olika mätningar) använts. Bedömningen utfördes av två oberoende bedömare. Om bedömarna var överens behövdes inga ytterligare bedömningar utföras. Om bedömarna inte var överens gjorde en tredje bedömare en bedömning. Syftet med testprotokollet är att de personer som vill använda testprotokollet som grund för en ansökan om undantag kan göra det. Det är fortfarande Transportstyrelsen, som beslutar om undantag.
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| 38. |
- Andersson, Jan, 1965-, et al.
(författare)
-
The importance of reaction time, cognition, and meta-cognition abilities for drivers with visual deficits
- 2020
-
Ingår i: Cognition, Technology & Work. - : Springer. - 1435-5558 .- 1435-5566. ; 22:4, s. 787-800
-
Tidskriftsartikel (refereegranskat)abstract
- Individuals who do not fulfill required visual field standards have their driving license withdrawn in Sweden. However, understanding of the ability to compensate for this loss is limited. This study aimed to determine if reaction time and cognitive performance are important for safe driving in visual field loss (VFL) individuals. Visually demanding reaction time tasks of different complexity, for example, can help one understand why some VFL individuals drive as safely as normally sighted individuals. Twenty VFL individuals and 83 normally sighted individuals participated in a driving simulator experiment and an additional test battery. The driving task categorized VFL participants into two subgroups: passed or failed. Three reaction time tasks, four cognitive tests, and two meta-cognitive scales were completed. The passed VFL subgroup was faster than the failed subgroup in the context-dependent reaction time task and slower in the context-independent reaction time task. The passed subgroup performed equally well, or less well, on the cognitive tasks compared to the failed subgroup. The VFL participants performed less well than the normally sighted individuals on most cognitive tasks. However, VFL participants did not reflect on their driving ability (in meta-cognitive scales) in the same way as normally sighted individuals. There appear to be VFL subgroups in terms of ability to drive safely. Reaction time is important, but context dependent. Cognitive context-independent tests appear unrelated to driving test outcome for VFL individuals. The problems with context-independent testing of perceptual, cognitive, and meta-cognitive abilities when predicting safe driving capabilities are discussed. © 2019, The Author(s).
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| 39. |
- Andersson, Jan, 1965-, et al.
(författare)
-
Visual reaction time abilities relation to driving performance : a simulator based driving performance experiment with visually impaired individuals
- 2018
-
Konferensbidrag (refereegranskat)abstract
- The literature suggests that ocular diseases are negatively related to driving performance. The factors associated with safe driving is discussed and perceptual abilities are suggested to be related to crash involvement. The present study will focus on i) perceptual tasks or reaction time tasks and ii) attentional and cognitive tasks. All tasks will be visual and cognitive demanding and the objective is to understand how different visual cognitive tasks are related to driving performance. The motive is to be able to discriminate between safe versus unsafe drivers with visual deficits but also understand how different mental mechanisms are related to safe, or unsafe, driving.The reaction time tasks are interesting since the reaction time of participants in the study can be measured when performing the driving task. The participants’ reaction time when an object is possible to detect can be measured i) within the complex driving scenario as well as in tasks ii) mimicking driving and iii) “regular” computerized reaction time tasks such as the Simon task. Hence, the objective is two-folded to develop a simulator based method able to discriminate between safe versus unsafe drivers (among the visual deficit population). Second, to pinpoint the importance of visual reaction time and different cognitive tasks on driving performance.The cognitive, attentional demanding tasks are not as analyzed at this point but will be elaborated on in the presentation. The tasks are presented in the method section.The summarised data on patients with Glaucoma, Cataract, age-related macular degeneration (AMD), and diabetic retinopathy reveal, on a general level, is that ocular diseases impair driver performance. The literature also suggests, for instance, that not all Glaucoma patients fail on-road driving tests. In summary, the majority of the research literature results indicate, a) general decline in driving performance due to a visual impairment, but b) this is not true for all patients with the same visual deficit.
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| 40. |
- Anund, Anna, et al.
(författare)
-
Driver impairment at night and its relation to physiological sleepiness.
- 2008
-
Ingår i: Scand J Work Environ Health. - : Scandinavian Journal of Work, Environment and Health. - 0355-3140 .- 1795-990X. ; 34:2, s. 142-50
-
Tidskriftsartikel (refereegranskat)abstract
- Driver impairment at night and its relation to physiological sleepiness.Anund A, Kecklund G, Peters B, Forsman A, Lowden A, Akerstedt T.VTI, S-581 95 Linköping, Sweden. anna.anund@vti.se.OBJECTIVES: Studies of devices detecting sleepiness need reference points of physiological sleepiness. The present study sought to validate the Karolinska drowsiness score (KDS) as an indicator of physiological sleepiness against driving impairment and eye blink duration during a 45-minute drive in an advanced moving-base driving simulator. METHODS: Data from 19 persons were used in the analysis. Electrooculography, electroencephalography, and electromyography were administered continuously. Physiological sleepiness was quantified by scoring the percentage (0-100%) of the scoring epoch with alpha and theta activity and slow eye movements (KDS). Lateral position and speed were used as measures of driving behavior. Lane departure was defined as two wheels touching the lane markers. Blink duration was used as a secondary indicator of sleepiness. RESULTS: The results showed that, for young drivers, sleepiness increased with time in the task with higher levels. The variability of the lateral position and the mean and variability of the blink duration significantly changed when sleepiness increased to KDS >/=20%. Furthermore, there was an increase in the risk of lane departure for KDS >/=30%. CONCLUSIONS: The results suggest that KDS scoring is a reasonable procedure for estimating physiological sleepiness under conditions of driving. The results also indicate that a younger age is associated with greater sensitivity to sleepiness at the wheel.
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| 41. |
- Anund, Anna, et al.
(författare)
-
Driver sleepiness and individual differences in preferences for countermeasures.
- 2008
-
Ingår i: J Sleep Res. - : Wiley. - 1365-2869 .- 0962-1105. ; 17:1, s. 16-22
-
Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
- 1: J Sleep Res. 2008 Mar;17(1):16-22. LinksDriver sleepiness and individual differences in preferences for countermeasures.Anund A, Kecklund G, Peters B, Akerstedt T.Swedish National Road and Transport Research Institute (VTI), Linköping, Sweden. anna.anund@vti.seThe aim of the present national questionnaire study was to relate the use of sleepiness countermeasures among drivers to possible explanatory factors such as age, sex, education, professional driving, being a shift worker, having experience of sleepy driving, sleep-related crashes, problems with sleep and sleepiness in general and sleep length during working days. Also the attitude to countermeasures related to information or driver support system was studied. A random sample of 3041 persons was drawn from the national register of vehicle owners. The response rate was 62%. The most common countermeasures were to stop to take a walk (54%), turn on the radio/stereo (52%), open a window (47%), drink coffee (45%) and to ask passengers to engage in conversation (35%). Logistic regression analysis showed that counteracting sleepiness with a nap (a presumably efficient method) was practiced by those with experience of sleep-related crashes or of driving during severe sleepiness, as well as by professional drivers, males and drivers aged 46-64 years. The most endorsed means of information to the driver about sleepiness was in-car monitoring of driving performance providing drivers with information on bad or unsafe driving. This preference was related to experience of sleepy driving, not being a professional driver and male gender. Four clusters of behaviours were identified: alertness-enhancing activity while driving (A), stopping the car (S), taking a nap (N) and ingesting coffee or other sources of caffeine (C) (energy drinks, caffeine tablets). The participants were grouped according to their use of any of the four categories of countermeasures. The most common cluster was those who used activity, as well as stopping and drinking caffeine.PMID: 18275551 [PubMed - in process]
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| 42. |
- Anund, Anna, et al.
(författare)
-
Min trötta resa
- 2004
-
Rapport (populärvet., debatt m.m.)abstract
- In order to reduce the number of fatigue related accidents and to identifycountermeasures that will be widely accepted by the drivers, it is necessaryto consider the drivers' point of view. Understanding the drivers'experiences and conception of the dangers due to driver fatigue is necessarywhen trying to find effective actions that stand a good chance of beingaccepted by the drivers. The main objective of this study was to increaseknowledge about what information drivers need to: - recognise the feeling ofbeing fatigued; - realise the danger of driving while fatigued; - encouragefatigued drivers to take a break. A questionnaire was constructed on thebasis of three discussions with focus groups; one with young drivers, onewith professional drivers and one with commuters, and sent out to a randomsample of 3,000 car owners in Sweden. The questionnaires were distributedduring the winter 2002/2003. The response rate was approximately 62 percent.The results indicated that the drivers were aware of the sensation offatigue. Furthermore, the results indicated that drivers underestimated therisk of driving fatigue and overestimated their own ability to manage thesituation. The use of countermeasures differed between the driver groups.Young drivers seem to have a lack of knowledge concerning lastingcountermeasures. They turned on the radio or increased the volume of theradio or asked passengers to talk with them. Older drivers seem to be more infavour of taking a break for a nap. Among the respondents, 55 driversreported that they had been involved in at least one fatigue related accidentduring the last ten years. The difference between drivers who had beeninvolved in a fatigue related accident and those who had not, indicated e.g.that those involved in accidents rated their capability of fighting fatiguewhile driving lower than the others.
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| 43. |
- Anund, Anna, et al.
(författare)
-
Utvärdering av Mobilitetscenter.se
- 2005
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Det har i flera sammanhang påtalats att processen från körkortsansökan tillanpassad bil och körkort för personer med funktionshinder är alldeles förkomplex och svår att ta sig igenom. Det har under en längre tid funnits ettbehov av oberoende stöd och rådgivning. Som ett svar på detta behov ansökterörelsehinder-förbunden (NHR, RTP, RBU, RF och DHR) om medel från Allmännaarvsfonden för att starta ett mobilitetscenter i Göteborg. Projektet somkallas Mobilitetscenter.se (MC.se) kom igång med sin verksamhet så att dekunde ta emot personer som sökt och beviljats bilstöd under 2004. Syftet medföreliggande studie har varit att utvärdera verksamheten vid MC.se
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| 44. |
- Arvidsson, Rickard, 1984, et al.
(författare)
-
Using industrial default values for prospective modeling of new materials production – the case of photon upconversion materials for solar modules
- 2021
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Several approaches to upscaling of materials production processes in the context of prospective life cycle assessment (LCA) have been proposed. Often, such approaches are bottom-up, departing from laboratory-scale descriptions of production processes and from that creating a model of future large-scale production. While such approaches make use of the material-specific knowledge available at the time of the assessment, they often neglect emergent aspects that may be present at factory level. An alternative, more top-down approach is to use industrial default values, i.e. average or typical values of inputs and outputs reflecting materials production today. Since production facilities normally do not change drastically over at least 10 years, such values might be relevant in prospective LCAs, at least given modest time horizons. Such default values can also be modified based on assumptions about future changes, such as increased energy recovery or novel solvent recovery processes. We applied previously derived industrial default values for fine chemical production when modeling the production of two materials with potential use in photon upconversion applications: lead sulfide (PbS) and lead selenide (PbSe) nanoparticles. Photon upconversion means that two low-energy photons are converted into one higher-energy photon utilizable by a solar module. While we used some material-specific values, such as synthesis-specific yields, most auxiliary input and output values (e.g. solvents, inert gas, heat, electricity and emissions) instead represent factory-scale values for current fine chemical production. Considering the availability of both best- and worst-case default values, it was possible to derive ranges for the likely future environmental impacts of the two materials. We conclude that the approach is feasible, but the availability of more up-to-date industrial default values would make it even more relevant in prospective LCAs.
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| 45. |
- Broadaway, K Alaine, et al.
(författare)
-
Loci for insulin processing and secretion provide insight into type 2 diabetes risk.
- 2023
-
Ingår i: American Journal of Human Genetics. - : Elsevier. - 0002-9297 .- 1537-6605. ; 110:2, s. 284-299
-
Tidskriftsartikel (refereegranskat)abstract
- Insulin secretion is critical for glucose homeostasis, and increased levels of the precursor proinsulin relative to insulin indicate pancreatic islet beta-cell stress and insufficient insulin secretory capacity in the setting of insulin resistance. We conducted meta-analyses of genome-wide association results for fasting proinsulin from 16 European-ancestry studies in 45,861 individuals. We found 36 independent signals at 30 loci (p value < 5 × 10-8), which validated 12 previously reported loci for proinsulin and ten additional loci previously identified for another glycemic trait. Half of the alleles associated with higher proinsulin showed higher rather than lower effects on glucose levels, corresponding to different mechanisms. Proinsulin loci included genes that affect prohormone convertases, beta-cell dysfunction, vesicle trafficking, beta-cell transcriptional regulation, and lysosomes/autophagy processes. We colocalized 11 proinsulin signals with islet expression quantitative trait locus (eQTL) data, suggesting candidate genes, including ARSG, WIPI1, SLC7A14, and SIX3. The NKX6-3/ANK1 proinsulin signal colocalized with a T2D signal and an adipose ANK1 eQTL signal but not the islet NKX6-3 eQTL. Signals were enriched for islet enhancers, and we showed a plausible islet regulatory mechanism for the lead signal in the MADD locus. These results show how detailed genetic studies of an intermediate phenotype can elucidate mechanisms that may predispose one to disease.
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| 46. |
- Collaboration, The PANDA, et al.
(författare)
-
Feasibility studies of time-like proton electromagnetic form factors at PANDA at FAIR
- 2016
-
Ingår i: European Physical Journal A. - : Springer Publishing Company. - 1434-6001 .- 1434-601X. ; 52:10
-
Tidskriftsartikel (refereegranskat)abstract
- Simulation results for future measurements of electromagnetic proton form factors at P ¯ ANDA (FAIR) within the PandaRoot software framework are reported. The statistical precision with which the proton form factors can be determined is estimated. The signal channel p¯ p→ e+e- is studied on the basis of two different but consistent procedures. The suppression of the main background channel, i.e.p¯ p→ π+π-, is studied. Furthermore, the background versus signal efficiency, statistical and systematical uncertainties on the extracted proton form factors are evaluated using two different procedures. The results are consistent with those of a previous simulation study using an older, simplified framework. However, a slightly better precision is achieved in the PandaRoot study in a large range of momentum transfer, assuming the nominal beam conditions and detector performance.
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| 47. |
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| 48. |
- Davidsson, Staffan
(författare)
-
Adaptive Driver Information
- 2014
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- New societal requirements and functional growth put new demand on future driver information. Simultaneously, new technology and IT capabilities makes it possible to constantly adapt the information given to the driver for different reasons. Therefore, the aim of this thesis was to obtain an improved understanding, strengthen knowledge of the adaptive control of driver information to understand if, for what reason, when and where to use adaptive driver information (ADI). Also some possible new means to support drivers were suggested.The main purpose of driver information is to support the driver in achieving goals such as a safer, more environmentally friendly, more efficient, legal and enjoyable transportation by providing correct information and feedback.ADI can support the driver throughout development of skill and when performing operational, tactical, and strategic level tasks. Also tasks related to setting goals for the driving task and encouraging good driving behaviour can be supported. ADI can, furthermore help drivers to stay within their comfort zone by visualizing risk or certainty, identify and thereafter adapt how a message is communicated to different personalities, maintain the driver’s mental workload within the safe task load area by reducing demand when it is too high, increase mental workload by extra stimulating task during too low a mental demand, and minimize the risk for mismatches between effort and real demand.ADI changes automatically that may cause new and unpredictable issues reducing the purpose of driver information. These may include: mode confusion, function allocation, over and under trust, locus of control issues, skill degeneration and too low/high mental workload. Research has suggested that the most efficient way to reduce these issues is to make the driver and the automation (the agents) get along together and become team players. The team players should share goals, show intention, show limits of performance, state etcetera. However, for cars, a consumer product, in which visual demand is high, an approach can be where information vanishes when agents have become a “team”. This approach may be called “team building”.Research and industrial contributions has been presented. Several examples of how ADI can be carried out have been suggested and some even illustrated.
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| 49. |
- Dols, Juan F., et al.
(författare)
-
Usefulness and acceptance of assessments of drivers with disabilities in simulation test rigs
- 2018
-
Konferensbidrag (refereegranskat)abstract
- The legal reference in the field of driving license in the EU is currently the 2006/126/EC Directive, which stipulates that driving licenses shall be granted only to those who meet medical requirements and pass a driving test. This Directive has recently been updated with the Directive EU 2015/653. Actually, there is a lack of knowledge in the application of validated procedures for assessing (potential) drivers of adapted vehicles. The objective of this paper it is to present experimental results of driving assessment procedures developed for assessing drivers with impairments –both motor and sensory-. This assessment is based on performing a series of practical tests in a static test rig and a low-cost driving simulator.
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| 50. |
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